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DOE OSTI2023

A709 Procurement and ASTM Specification Status

This is a presentation regarding A709 Procurement and ASTM Specification Status for the Joint ART Materials/AMMT Program Review meeting. The A709 team consists of Argonne National Laboratory, Idaho National Laboratory, Oak Ridge National Laboratory, and Subject matter expert John Grubb and Richard Wright. Discussion topics will discuss incorporation of 709 into ASTM Standard A 240 for plate material in the solution annealed condition with a precipitation treatment as a supplemental requirement is underway, Incorporation of Alloy 709 into ASME, Section II, Specification SA 240 will be made upon the completion of the ASTM task, The required commercial scale heats of Alloy 709 for property characterization to provide the technical basis for Code qualification have been procured, and Laboratory testing of properties from these three heats is underway as will be discussed separately at this review meeting.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2020

Improved Value of the Gasoline and Fuel Oil Co-Product Fractions Generated by the PNNL/LanzaTech Alcohol-to-Jet Process (Final Report)

The BETO-funded PNNL collaboration with LanzaTech, Inc. utilizes patented technology to address the need for low aromatic jet fuel blendstocks. The PNNL/LanzaTech alcohol-to-jet (ATJ) process converts ethanol from LanzaTech’s syngas fermentation process to jet-range isoparaffins. The aim of this Cooperative Research Development Agreement (CRADA) project was to improve the commercial viability of the LanzaTech/ PNNL ATJ process by developing two new co-product options. Two Focus Areas (FA) were explored: FA1) Increasing the RON of the lighter-than-jet gasoline fraction above 98; and FA2) Creating a synthetic lubricant base oil from the heavier-than-jet fraction. For FA 1, multiple processing approaches were evaluated, and RONs ranging from 96-100 were obtained, each comprising different processing costs. The most cost effective approach identified was a single-step process and yielded a liquid product of 97. Thus, additional development is required to obtain a RON > 98. We will continue work on this focus area with separate Direct Funding Opportunity (DFO) funding within the DOE-BETO Co-Optima Consortium (expected to begin Q2-FY21). Experimental work will focus on i) increasing single pass conversion to > 50%, and ii) obtaining a > 98 RON product. Technoeconomic analysis performed in this project suggests cost competitiveness provided these technical targets can be met. For FA2, multiple approaches were evaluated for increasing the viscosity index (VI) of the heavier-than-jet fraction to at least 120 in order to meet ASTM specifications for a Group III Base Oil (ASTM D6074). All other ASTM specifications are already met. A viscosity index of 115 was obtained, and with minimal undesirable cracking products. We believe a VI of 115 is about the highest possible from a catalytic approach, per review of the patent literature. In order to further increase the VI to > 120 we believe additives and/or liquid-liquid extraction is required. TEA performed earlier in the project suggests cost competitiveness with market prices assuming cracking byproducts are kept < 10 wt.%. If TEA updated with this additional processing still projects economic feasibility next steps could be taken in a subsequent effort.

02 PETROLEUM↗

DOE OSTI2011

Blender Pump Fuel Survey: CRC Project E-95

To increase the number of ethanol blends available in the United States, several states have 'blender pumps' that blend gasoline with flex-fuel vehicle (FFV) fuel. No specification governs the properties of these blended fuels, and little information is available about the fuels sold at blender pumps. No labeling conventions exist, and labeling on the blender pumps surveyed was inconsistent.; Thesurvey samples, collected across the Midwestern United States, included the base gasoline and FFV fuel used in the blends as well as the two lowest blends offered at each station. The samples were tested against the applicable ASTM specifications and for critical operability parameters. Conventional gasoline fuels are limited to 10 vol% ethanol by the U.S. EPA. The ethanol content varied greatlyin the samples. Half the gasoline samples contained some ethanol, while the other half contained none. The FFV fuel samples were all within the specification limits. No pattern was observed for the blend content of the higher ethanol content samples at the same station. Other properties tested were specific to higher-ethanol blends. This survey also tested the properties of fuels containingethanol levels above conventional gasoline but below FFV fuels.

02 PETROLEUM↗

DOE OSTI2018

Tensile, flexural, and light output measurements of selected organic scintillators for evaluation of their potential as structural materials

In order to design structures, such as unmanned vehicle structures, out of plastic scintillator, e.g., for radionuclide searches, suitable materials must either be identified or developed. In searches utilizing unmanned vehicles, the absence of an additional detector attached to the vehicle body as a payload could enable the vehicle to travel faster, carry a longer lived battery, or carry other auxiliary equipment which may be useful for search and/or response. To this end, four mechanical characteristics of selected organic scintillators manufactured by Eljen technologies, Sandia Livermore, and Lawrence Livermore National Lab have been measured. Specifically, tensile and flexural tests have been performed to ASTM specifications on organic scintillators with polyvinyl toluene (PVT), polystyrene (PS), or crosslinked versions of these bases. In addition to these mechanical tests, light output testing was performed in order to quantify whether crosslinking or adding organometallic complexes affects light output in the particular scintillator compositions we measured. We found that the tested plastic scintillators have strengths that are comparable to common structural plastics. We also show that chemically modifying the polymer base can show improvements in the mechanical properties without being overly detrimental to the scintillator light output.

42 ENGINEERING↗

DOE OSTI2020

SDU7 Interior Liner Testing & Evaluation

The Saltstone Disposal Unit 7 (SDU7) project requested the Savannah River National Laboratory (SRNL), Materials Science & Engineering (MS&E) organization to evaluate an alternative bromobutyl liner and adhesives for potential use in SDU7 based on applicable ASTM testing standards. SRNL performed similar testing for the liner system used in SDU6. Bonded and non-bonded samples of the alternative liner (Blair Rubber Marflex™ RCHB60HT) were subjected to specific ASTM tests after immersion in two Saltstone leachate simulants, designated S1 and S2, for 1000 hours at 60 °C. Immersion exposures were performed at the Savannah River Ecology Laboratory (SREL). Post-immersion testing involved mechanical property and hardness testing of base material, lap-shear testing of bonded samples and rubber-to-concrete paver interrogation. The liner exhibited an approximate 40% drop in tensile strength and 25% drop in elongation at failure from baseline values after immersion, though final values are comparable to previous SDU6 liner values and are within liner manufacturer property ranges. Overall lap-shear strength behavior of the four adhesives showed a similar pattern, with short-term reduction and subsequent increase in peak load values. However, ranking of adhesives varied with the metric used for comparison. Two of the four adhesives tested (Normac 900 and REMA SC 4000) showed overall better behavior, collectively considering immersion performance, lap-shear data and bonded paver interrogation. Lap-shear samples bonded with the REMA adhesive showed the best combination of final retained bond strength, 6-week average bond strength and bond failure mode. Only one paver (REMA SC4000) was noted to have no defects after immersion. This document details the testing performed and provides conclusions and recommendations. The testing suggests that SDU liner performance is highly dependent upon seam integrity, which collectively depends on a combination of adhesive properties, installation workmanship and inspection/quality control.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2014

Understanding the Cu-Zn brass alloys using a short-range-order cluster model: Significance of specific compositions of industrial alloys

Metallic alloys show complex chemistries that are not yet understood so far. It has been widely accepted that behind the composition selection lies a short-range-order mechanism for solid solutions. The present paper addresses this fundamental question by examining the face-centered-cubic Cu-Zn a-brasses. A new structural approach, the cluster-plus-glue-atom model, is introduced, which suits specifically for the description of short-range-order structures in disordered systems. Two types of formulas are pointed out, [Zn-Cu 12 ]Zn 1,6 and [Zn-Cu 12 ](Zn,Cu) 6 , which explain the a-brasses listed in the American Society for Testing and Materials (ASTM) specifications. In these formulas, the bracketed parts represent the 1 st -neighbor cluster, and each cluster is matched with one to six 2 nd -neighbor Zn atoms or with six mixed (Zn,Cu) atoms. Such a cluster-based formulism describes the 1 st - and 2 nd -neighbor local atomic units where the solute and solvent interactions are ideally satisfied. The Cu-Ni industrial alloys are also explained, thus proving the universality of the cluster-formula approach in understanding the alloy selections. The revelation of the composition formulas for the Cu-(Zn,Ni) industrial alloys points to the common existence of simple composition rules behind seemingly complex chemistries of industrial alloys, therefore offering a fundamental and practical method towards composition interpretations of all kinds of alloys.

36 MATERIALS SCIENCE↗

DOE OSTI2017

Sulfate Salts in Gasoline and Ethanol Fuels -- Historical Perspective and Analysis of Available Data

This report reviews the chemistry of sulfate salts dissolved in ethanol and gasoline, potential sources of sulfate salts in ethanol and gasoline, the history of consumer vehicle issues with sulfate salt deposits in the early 2000s, and the corresponding changes to the denatured fuel ethanol specification. Recommendations for future research are provided. During a period of rapid market expansion in 2004-05, issues were reported with vehicles running on E10 provided by certain suppliers in some markets. It was commonly believed that these vehicle problems were caused by sulfate salts precipitating from the fuel. Investigators identified sodium sulfate, and in one case also ammonium sulfate, as the predominate salts found in the engines. Several stakeholders believed the issue was excess sulfate ions in the ethanol portion of the E10, and in 2005 the ASTM specification for ethanol (D4806) was modified to include a 4-part per million (ppm) limit on sulfate ions. While there have been no further reports of consumer vehicle issues, the recently approved increase of ethanol in gasoline from 10 to 15 volume percent has resulted in renewed interest in the sulfate ion concentration in fuel ethanol. This report reviews published data on the solubility of sulfate salts in ethanol. The possible sources of sulfate anions and charge balancing cations (such as sodium) in fuel ethanol and petroleum derived blendstocks are discussed. Examination of historical information on the consumer vehicle issues that occurred in 2004-2005 reveals that a source of sodium or ammonium ions, required for the formation of the observed insoluble salts, was never identified. Recommendations for research to better understand sulfate salt solubility issues in ethanol, hydrocarbon blendstocks, and ethanol-gasoline blends are presented.

09 BIOMASS FUELS↗

DOE OSTI2021

A Scalable Process for Upcycling Carbon Dioxide (CO 2 ) and Coal Combustion Residues into Construction Products

Anthropogenic sources of carbon dioxide are generated from a number of sources, but the key among these are ordinary Portland cement (OPC) production and combustion of fossil fuels. Cement production is the largest global CO 2 source from the mineral decomposition of carbonates. Combination of the limestone decomposition and thermal requirements of the clinkering process causes cement production to contribute 8-9% of annual global CO 2 emissions. Combustion of fossil fuels (coal, oil and gas) was shown to contribute a much larger portion of global CO 2 emissions. As of 2018, combustion of fossil fuels accounted for 65% of global CO 2 , where 41% was derived from stationary sources for electricity and heat generation and the other 24% was related to transport. To reduce these contributions, key steps forward in CO 2 utilization technologies are required. The purpose of this project is to demonstrate the feasibility of the Reversa process evolving from a TRL-3 technology at the bench-scale up to TRL-6 technology at the pilot-scale. The reliability of the Reversa technology was tested to prove the effective production of concrete masonry units (CMUs) at bench scale, where the units exceeded the required 13.8 MPa compressive strength requirements. The overall goal of this project was to accelerate the development of a CO 2 mineralization process that synergistically utilizes CO 2 in flue gas and coal combustion residues (CCRs) to synthesize carbonated concrete, a functional replacement for traditional concrete. The culmination of this work resulted in 12 successful production runs at the Integrated Test Center (ITC), Gillette, WY using coal flue gas as a CO 2 source. This was followed by 6 production runs which were completed at the National Carbon Capture Center (NCCC), Wilsonville, AL, using coal-fired and natural gas (NG) flue gas as the CO 2 source. Over the course of the production runs at NCCC and ITC, the CO 2 utilization as a function of time, 24-h CO 2 uptake, electricity usage, and 28-d net area compressive strength recorded for each run. The ITC and NCCC demonstrations achieved an average of 0.19 and 0.1 g CO 2 /g reactant, respectively. Both demonstrations exceeded the project’s target goals of uptake > 0.05 g CO 2 /g reactant. Average compressive strength of the ITC blocks was 18.24 MPa at 28-days. This exceeded the target strength of 13.8 MPa specified by ASTM C90. ITC and NCCC produced an average CO 2 utilization efficiency of 74.9 and 57.9%, respectively. Both demonstration averages were within the target range of 50 to 90% utilization efficiency. For some production runs the NCCC demo did exceeded the a CO 2 utilization efficiency of 75%. An LCA of the Reversa process compared to an industry standard product revealed a net CO 2 reduction of 39% to 42%. This exceeded the target requirement of >25% net CO 2 reduction. Collection of this data was used to determine that the project was successful as the demonstration goals were achieved: (1) achieving in excess of 75% CO 2 utilization efficiency, (2) utilizing greater than 250 kg of CO 2 per production batch/run, and (3) ensuring compliance of carbonated blocks with industry standard specifications (ASTM C90).

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2021

Production, fuel properties and combustion testing of an iso-olefins blendstock for modern vehicles

With the increasing pressure to decarbonize the transportation sector, exploring strategies that can reduce emissions from light-duty vehicles (LDV) has become critical. Bioblendstocks that allow for higher engine efficiency and fuel economy could complement vehicle electrification and help reach carbon neutrality by 2050. In this context, the potential of a mixture of iso-olefins as a bioblendstock was investigated for multimode boosted spark-ignition (SI)/advanced compression ignition (ACI) engine operation designed to achieve higher overall vehicle fuel economy. By establishing the relationship between the molecular structure of iso-olefins and research octane number (RON), octane sensitivity (S) (i.e., the difference between RON and motor octane number [MON]), and phi-sensitivity a dimethyl-hexenes rich olefins mixture (DMHROM) was identified as a preferred blendstock for SI/ACI combustion engines. Here, a pathway for DMHROM production from biomass-derived ethanol was developed and scaled up. More than 1 gallon of DMHROM blendstock was produced for fuel properties assessment including engine testing. Measurements in a Cooperative Fuel Research Engine showed that the DMHROM blendstock possesses a RON of 94 and S of 13.5, and blends synergistically. Rapid compression machine tests coupled with single-cylinder gasoline direct injection engine measurements demonstrated the 20 vol.% DMHROM blend has higher phi-sensitivity than an olefin-free gasoline base fuel and a typical California Reformulated Gasoline Blendstock for Oxygenate Blending (CARBOB) gasoline fuel. These results demonstrate the potential of DMHROM for improving gasoline fuel performance and quality for operation under ACI conditions. The effectiveness of the aftertreatment system in mitigating emissions was verified and showed that the pure DMHROM blendstock and 20 vol.% blend would not increase non-methane organic gases, NO x , and carbon monoxide (CO) emissions. The DMHROM blendstock was found to slightly decrease sooting tendency when added to a gasoline-base fuel (i.e., ~6% reduction at 20 vol.% blending level). Oxidation stability and lubricant compatibility were both confirmed for the 20 vol.% blend. Overall, these results demonstrate that dimethyl-hexenes have potential for improving engine efficiency and fuel economy while meeting emissions regulations and ASTM specifications for gasoline fuel.

09 BIOMASS FUELS↗

DOE OSTI2025

Adsorptive denitrogenation of model aviation fuel using mesoporous silica in a packed bed adsorption system

This study aims to understand the effects of system process parameters such as flow rate, adsorbent particle size, and use of recycled adsorbent on denitrogenation performance of a model fuel using mesoporous silica gel. The goal is to reduce the nitrogen content of the model fuel from 1500 parts per million to single-digit ppm to meet ASTM specifications for drop-in fuels. This work was done with the intent of applying adsorptive denitrogenation to sustainable aviation fuel (SAF) product fractions produced via hydrothermal liquefaction (HTL). The adsorption performance of the silica is evaluated via packed column breakthrough data, with data generated from collecting from the column outlet and quantifying nitrogen content via gas chromatography. Select experiments use a significantly larger (2.5x column diameter and length) column to demonstrate linear scalability of the process. Thermogravimetric analysis data is collected to evaluate the effects of thermal calcination as a sorbent regeneration method. Effects of a more complex feed are also investigated using a known reference fuel with additional added nitrogen containing compounds. The results presented in this work successfully demonstrate up to 99.8 % removal of NCCs from a model fuel fraction at an original NCC concentration of approximately 1500 ppm to single-digit parts per million after treatment. We also examine calcination of sorbent materials to remove the adsorbed species to enable sorbent reuse and minimize waste generation and show that the calcined material can be reused up to 5 cycles with reduced adsorption capacity. Overall, this work indicates that adsorptive denitrogenation using silica gel is a viable solution to enable the integration of HTL-derived aviation fuels into existing fuel infrastructure.

Adsorption techniques↗

DOE OSTI2019

Camphorane as a Renewable Diesel Blendstock Produced by Cyclodimerization of Myrcene

Camphorene was synthesized by the thermal Diels–Alder cyclodimerization of myrcene and subsequently hydrogenated to produce camphorane. On the basis of common fuel metrics (density, lower heating value, cetane, and viscosity) the prepared camphorane fuel exhibits appropriate physicochemical properties for its implementation in compression ignition engines. The high viscosity of camphorane necessitates its blending with petroleum diesel, which offers a final fuel within the ASTM specification for diesel. Soot production measurements of camphorane and its blends with diesel demonstrate a potential to significantly reduce soot emissions. The physicochemical and combustion properties of camphorane are further compared to those of other terpene biofuels along with biodiesel.

09 BIOMASS FUELS↗

DOE OSTI2013

Quality Parameters and Chemical Analysis for Biodiesel Produced in the United States in 2011

Samples of biodiesel (B100) from producers and terminals in 2011were tested for critical properties: free and total glycerin, flash point, cloud point, oxidation stability, cold soak filterability, and metals. Failure rates for cold soak filterability and oxidation stability were below 5%. One sample failed flash point due to excess methanol. One sample failed oxidation stability and metal content. Overall, 95% of the samples from this survey met biodiesel quality specification ASTM D6751. In 2007, a sampling of B100 from production facilities showed that nearly 90% met D6751. In samples meeting D6751, calcium was found above the method detection limit in nearly half the samples. Feedstock analysis revealed half the biodiesel was produced from soy and half was from mixed feedstocks. The saturated fatty acid methyl ester concentration of the B100 was compared to the saturated monoglyceride concentration as a percent of total monoglyceride. The real-world correlation of these properties was very good. The results of liquid chromatograph measurement of monoglycerides were compared to ASTM D6751. Agreement between the two methods was good, particularly for total monoglycerides and unsaturated monoglycerides. Because only very low levels of saturated monoglycerides measured, the two methods had more variability, but the correlation was still acceptable.

09 BIOMASS FUELS↗

DOE OSTI2016

SDU6 Interior Liner Testing & Evaluation

Two liner materials (Marseal® M-3500 and REMA Chemoline® 4CN) proposed for use as a liner inside the Saltstone Disposal Unit 6 (SDU6) were subjected to specific ASTM tests (tensile and lap-shear) after immersion in 50% and 100% simulant solutions for 1000 hours at the Savannah River Ecology Laboratory. Both liner materials exhibited good resistance to the simulant chemistry, at least based on the tests performed and the test duration/conditions imposed. In lap-shear tests, both materials failed in the base material rather than peeling apart, confirming good adhesion. The REMA 4CN bromobutyl elastomer showed superior bonding characteristics and absence of warping or delamination at the conditions tested. The Marseal M-3500 material (PVC/EVA blend with polyester reinforcement) exhibited deformation and debonding in some locations. The cause of the deformation and delamination observed in the Marseal M-3500 material is not fully known, but possibly attributed to thermomechanical stress at immersion temperatures, and the thermoplastic nature of the material. The immersion temperature (68 °C) is slightly greater than the maximum use temperature limit quoted for the Marseal M- 3500 liner (65 °C), though the basis for the service limit is unknown. The testing performed was limited in scope and only for these two liner materials. These tests were primarily performed to screen for severe incompatibility or short-term degradation in Saltstone bleedwater simulants at bounding solution temperatures. Additional testing is recommended to assess long-term performance and the overall service life of the liner.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2023

Coal Plastic Composite Piping Infrastructure Components

This report examines the development and use of coal plastic composite materials for piping applications. Foam materials were developed at bench scale and evaluated according to ASTM specifications. Techno-economic analyses are also reported.

01 COAL, LIGNITE, AND PEAT↗

DOE OSTI2016

Z4B, AREVA NP's most recent material for structural fuel assembly components

Z4B is AREVA NP's advanced material for fuel channels and BWR fuel assembly structural components such as water channels, which are made of zirconium base material. As such, Z4B is envisaged to replace Zircaloy-2 and Zircaloy-4 as a fuel channel and water channel material. The chemical composition of Z4B is similar to that of Zircaloy-4 with the exception of an increased iron and chromium content slightly above the ASTM specification. The manufacturing processes applied to produce Z4B components are the same as those that have been applied for Zircaloy-2 and Zircaloy-4 materials. AREVA NP has irradiated a total of 74 lead fuel channels made of Z4B either in beta-quenched condition or in fully recrystallized condition in eight BWRs worldwide. Sixty-six of these are still in service with 26 of these lead fuel channels on fuel assemblies of various ATRIUM 10 designs and 40 on ATRIUM 11 lead fuel assemblies. In addition to Z4B fuel channels, the ATRIUM 11 design also features fully recrystallized water channels. The first ATRIUM 11 lead fuel assemblies were inserted in-core in 2012. The first Z4B beta-quenched lead fuel channels were inserted in 2009 and will reach an estimated burnup of 60 MWd/kgHM in 2016 after seven annual cycles of irradiation. The first Z4B fully recrystallized lead fuel channels were also inserted in 2009 and have been discharged with EOL burnups of about 47 MWd/kgHM after three biennial cycles of irradiation. Pool-side inspections of these leads have confirmed the superior uniform and shadow corrosion behavior of Z4B fuel channels relative to Zircaloy-4 fuel channels. This increased corrosion resistance combined with a similar hydrogen pickup fraction to Zircaloy-4 will lead to an overall decrease in total hydrogen content and minimize the potential of hydrogen assisted irradiation growth and abnormal bow of fuel channels in the recrystallized condition. The use of Z4B fuel channels in the beta-quenched condition decreases bow even further due to the resulting quasi-isotropic microstructure. Additionally, fuel channels made of Z4B tend to exhibit reduced bulge, which is valid in both conditions, beta-quenched and recrystallized.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2016

Daher-TLI UCSC Wash Process - Lessons Learned from Handling a Legacy Cylinder - 16506

The Daher-TLI UF{sub 6} Cylinder Service Center (UCSC) began operation in 2013 and functions as a dedicated wash, re-certification, storage and disposal facility for 122 cm uranium hexafluoride (UF{sub 6}) cylinders. The primary purpose of the facility is to provide cylinder cleaning and re--certification services to the UF{sub 6} industry for cylinders that previously contained natural or depleted UF6. The facility also has the ability to recover most of the uranium in the form of uranyl peroxide (UO{sub 4}) or triuranium octoxide (U{sub 3}O{sub 8}). Small residues of UF{sub 6} (commonly referred to as a heel) from natural cylinders are removed and treated in a patented three-step purification process that recovers U{sub 3}O{sub 8} that meets the ASTM specification. The wastewater ordinarily contains a mixture of sodium salts (77% sodium sulfate, 23% sodium nitrate) along with minute traces of uranium (1 - 2 mg/L) and fluoride (10 - 20 mg/L). Over a period of 6 months, lab analyses were performed on the filtrate from a legacy cylinder in an attempt to separate uranium and fluoride from this stream. These pilot results established near quantitative recovery of uranium (< 1 mg/L) and near complete separation of fluorides (5 - 15 mg/L). This paper follows the efforts of the Daher-TLI UCSC to process the abnormal heeled UF{sub 6} cylinder. This paper also documents the lessons learned from this experience and how those lessons were used to improve the UCSC wash process. These modifications served to recover 99.87% of the input uranium as UO{sub 4} while simultaneously creating a waste stream with only trace amounts of impurities. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2016

Impact of a Diesel High Pressure Common Rail Fuel System and Onboard Vehicle Storage on B20 Biodiesel Blend Stability

Adoption of high-pressure common-rail (HPCR) fuel systems, which subject diesel fuels to higher temperatures and pressures, has brought into question the efficacy of ASTM International specifications for biodiesel and biodiesel blend oxidation stability, as well as the lack of any stability parameter for diesel fuel. A controlled experiment was developed to investigate the impact of a light-duty diesel HPCR fuel system on the stability of 20% biodiesel (B20) blends under conditions of intermittent use and long-term storage in a relatively hot and dry climate. B20 samples with Rancimat induction periods (IPs) near the current 6.0-hour minimum specification (6.5 hr) and roughly double the ASTM specification (13.5 hr) were prepared from a conventional diesel and a highly unsaturated biodiesel. Four 2011 model year Volkswagen Passats equipped with HPCR fuel injection systems were utilized: one on B0, two on B20-6.5 hr, and one on B20-13.5 hr. Each vehicle was operated over a one-hour drive cycle in a hot running loss test cell to initially stress the fuel. The cars were then kept at Volkswagen's Arizona Proving Ground for two (35 degrees C average daily maximum) to six months (26 degrees C average daily maximum). The fuel was then stressed again by running a portion of the one-hour dynamometer drive cycle (limited by the amount of fuel in the tank). Fuel rail and fuel tank samples were analyzed for IP, acid number, peroxide content, polymer content, and ester profile. The HPCR fuel pumps were removed, dismantled, and inspected for deposits or abnormal wear. Analysis of fuels collected during initial dynamometer tests showed no impact of exposure to HPCR conditions. Long-term storage with intermittent use showed that IP remained above 3 hours, acid number below 0.3 mg KOH/g, peroxides low, no change in ester profile, and no production of polymers. Final dynamometer tests produced only small changes in fuel properties. Inspection of the HPCR fuel pumps revealed no deposits or abnormal wear for any fuel. The results provide some confidence that the ASTM D7467 stability requirement of 6 hr. minimum IP for B6 to B20 blends provides adequate protection for modern engine fuel systems.

30 DIRECT ENERGY CONVERSION↗

DOE OSTI2013

Certification of alternative aviation fuels and blend components

Aviation turbine engine fuel specifications are governed by ASTM International, formerly known as the American Society for Testing and Materials (ASTM) International, and the British Ministry of Defence (MOD). ASTM D1655 Standard Specification for Aviation Turbine Fuels and MOD Defence Standard 91-91 are the guiding specifications for this fuel throughout most of the world. Both of these documents rely heavily on the vast amount of experience in production and use of turbine engine fuels from conventional sources, such as crude oil, natural gas condensates, heavy oil, shale oil, and oil sands. Turbine engine fuel derived from these resources and meeting the above specifications has properties that are generally considered acceptable for fuels to be used in turbine engines. Alternative and synthetic fuel components are approved for use to blend with conventional turbine engine fuels after considerable testing. ASTM has established a specification for fuels containing synthesized hydrocarbons under D7566, and the MOD has included additional requirements for fuels containing synthetic components under Annex D of DS91-91. New turbine engine fuel additives and blend components need to be evaluated using ASTM D4054, Standard Practice for Qualification and Approval of New Aviation Turbine Fuels and Fuel Additives. This paper discusses these specifications and testing requirements in light of recent literature claiming that some biomass-derived blend components, which have been used to blend in conventional aviation fuel, meet the requirements for aviation turbine fuels as specified by ASTM and the MOD. The 'Table 1' requirements listed in both D1655 and DS91-91 are predicated on the assumption that the feedstocks used to make fuels meeting these requirements are from approved sources. Recent papers have implied that commercial jet fuel can be blended with renewable components that are not hydrocarbons (such as fatty acid methyl esters). These are not allowed blend components for turbine engine fuels as discussed in this paper.

09 BIOMASS FUELS↗