Search NASA⌕ Search

SEARCH · Search NASA

Results for “flash point”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records

A systematic method for selecting molecular descriptors as features when training models for predicting physiochemical properties

Machine learning has proven to be a powerful tool for accelerating biofuel development. Although numerous models are available to predict a range of properties using chemical descriptors, there is a trade-off between interpretability and performance. Neural networks provide predictive models with high accuracy at the expense of some interpretability, while simpler models such as linear regression often lack in accuracy. In addition to model architecture, feature selection is also critical for developing interpretable and accurate predictive models. We present a method for systematically selecting molecular descriptor features and developing interpretable machine learning models without sacrificing accuracy. Our method simplifies the process of selecting features by reducing feature multicollinearity and enables discoveries of new relationships between global properties and molecular descriptors. To demonstrate our approach, we developed models for predicting melting point, boiling point, flash point, yield sooting index, and net heat of combustion with the help of the Tree-based Pipeline Optimization Tool (TPOT). For training, we used publicly available experimental data for up to 8351 molecules. Our models accurately predict various molecular properties for organic molecules (mean absolute percent error (MAPE) ranges from 3.3% to 10.5%) and provide a set of features that are well-correlated to the property. This method enables researchers to explore sets of features that significantly contribute to the prediction of the property, offering new scientific insights. To help accelerate early stage biofuel research and development, we also integrated the data and models into a open-source, interactive web tool.

09 BIOMASS FUELS↗

A structured framework for predicting sustainable aviation fuel properties using liquid-phase FTIR and machine learning

Sustainable aviation fuels have the potential to improve efficiency, reduce emissions, and enhance energy security. To help identify viable sustainable aviation fuels and accelerate research, machine learning models have been developed to predict relevant physicochemical properties. However, many models have limited applicability, leverage data from complex analytical techniques with confined spectral ranges, or use feature decomposition methods that offer limited interpretability. Using liquid-phase Fourier Transform Infrared (FTIR) spectra, this study presents a structured method for creating accurate and interpretable property prediction models for neat molecules, aviation fuels, and blends. Liquid FTIR spectra can be collected quickly and consistently, offering high reliability, sensitivity, and component specificity using less than 2 ml of sample. The method first decomposes FTIR spectra into fundamental building blocks using non-negative matrix factorization (NMF) to enable scientific analysis of FTIR spectra attributes and fuel properties. The NMF features are then used to create five ensemble models for predicting final boiling point, flash point, freezing point, density at 15°C, and kinematic viscosity at -20°C. All models were trained using experimental property data from neat molecules, aviation fuels, and blends. The models accurately predict key properties across a broad range of neat molecules and representative fuels and blends, while enabling interpretation of relationships between compositional elements, such as functional groups or chemical classes, and their resulting properties. This demonstrates strong potential to support sustainable aviation fuel research and development. The models and data are available on an interactive web tool.

Fourier transform infrared spectroscopy↗

Properties and Autoignition Reactivity of Diesel Boiling Range Ethers Produced from Guerbet Alcohols

We examine the properties of diesel boiling range ethers made from coupling of alcohols produced by oligomerization of ethanol (Guerbet alcohols) for their utility as low-carbon liquid fuel blendstocks. Basic properties of boiling point, flash point, freezing point, density and viscosity are well suited for blending into diesel fuels. For the mixture of ethers the lightest component, di-n-butyl ether, can be present at up to 20 vol% while still having adequately high flashpoint for safe handling. Soot formation tendency (as yield sooting index) is well below that of conventional diesel. The ethers have similar compatibility with elastomers as conventional diesel, based on Hansen solubility parameter analysis. Oxidation stability was assessed for 30 vol% blends of individual ethers in a conventional diesel fuel using a long-term storage test. Over 6 weeks we observed no formation of peroxides or degradation. n-alkyl ethers with carbon number of 8 or higher have cetane number over 100, which is outside the defined range of cetane number, while branched ethers are over 70. The ethers also blend antagonistically into conventional diesel for cetane number, meaning that the blend cetane value is lower than predicted based on a linear by volume, mass, or mole model. We show that aromatics and naphthenes likely act as radical scavengers to slow or shut down autoignition of the highly reactive ethers at low to medium blend levels. Overall, diesel boiling range ethers show significant promise as high quality low-net carbon diesel blendstocks.

09 BIOMASS FUELS↗

Feedstock to Function (F2F) v1

The Feedstock to Function (F2F) tool was designed to help scientists and companies explore viable biofuels and bioproducts early in the R&D cycle to support more productive experimentation, while reducing early-stage exploration from months/years to days/weeks (feedstock-to-function.lbl.gov). The tool focuses on using machine learning to predict biomass-derived molecule properties, while evaluating the cost, benefits, and risks of promising molecules for sustainable aviation fuels. The tool successfully predicts (within 15% of experimental values) high-throughput aviation properties for over 10,000 molecules while enabling users to explore new possibilities and opportunities rapidly and effortlessly. It also links to lightweight life-cycle analysis and techno-economic tools for cost and emissions analyses. Predicted molecule properties include melting point, boiling point, flash point, yield sooting index, and heat of combustion. To date, F2F is more expansive and outperforms several other molecule property prediction models while enabling users (scientists, companies, and policy makers) to explore new possibilities and opportunities rapidly and effortlessly. F2F provides the foundation for developing an adaptive computational tool that predicts properties, cost, benefits, and risk of promising new and uncertified alternative jet fuel pathways and their blending effects.

Rapp, Vi↗

Simulation and Optimization of Volatile Fatty Acid Upgrading Strategies for Sustainable Transportation Fuel Production

Underutilized wet waste is a promising feedstock for production of carbon-neutral or carbon-negative liquid transportation fuels. Arrested methanogenesis of wet wastes by microbes, which produces mixtures of C2-C8 carboxylic acids (volatile fatty acids, VFAs), is practiced industrially at a pilot scale and the VFA products can be catalytically upgraded to molecules suitable for use as transportation fuels (alcohols and alkanes) via sequential ketonization and hydrogenation, both steps of which have been demonstrated with high (>90%) yield at the lab scale. We present in this work a simulation-based decision-making framework which evaluates upgrading strategies of VFAs to alcohol- and hydrocarbon-based neat and blended diesel, jet, and gasoline fuels. The processes utilize sequential upgrading steps (ketonization and hydrogenation) accompanied by one distillation step (either separating VFAs before ketonization or alcohols after ketone hydrogenation) to form two liquid streams: a light alcohol stream best suited as a light-duty fuel and a heavy alcohol or hydrocarbon stream best suited as a diesel or jet fuel. Suitability of the liquid products as transportation fuels and maximum blending levels with petrofuels comes from simulation of critical fuel properties (boiling point, flash point, lower heating value, viscosity, melting point, water solubility, and cetane/octane number). Catalytic upgrading steps and fuel property mixing models used by the simulation are experimentally validated. We demonstrate the flexibility of the decision-making algorithm by evaluating processing scenarios for experimentally-observed VFA profiles with varied carbon chain length distributions. Processing scenarios are optimized for either maximum total renewable carbon utilization or production of heavy-duty (jet or diesel) fuels. We evaluate the economic viability and CO2 emissions of each proposed upgrading scenario using techno-economic and life cycle analyses. The decision-making framework developed in this work can also be used to down-select promising strategies for upgrading of other bio-based feedstocks to sustainable fuels and chemicals.

aviation fuel↗

Evaluation of methods and improvement of predictions for specification properties of petroleum-based and alternative aviation fuels

To support our research and process modeling for liquid fuels, including blends, from petroleum and synthetic sources such as from biomass intermediates, we evaluated composition-based prediction methods and improved predictions for five key specification properties of petroleum-based and alternative aviation fuels, namely distillation temperatures (10 % distilled, t 10 , and final boiling point, t FBP ), density, flash point, net heat of combustion, and freezing point. The types of fuels included were petroleum-based jet fuels, jet-fuel surrogate mixtures, synthetic blending components obtained from different sources, and blends of Jet A with many synthetic blending components. Expanded datasets to update associated parameters allowed significant improvements for one of the prediction methods used in earlier work, namely the Modified Weighted Average method published initially by Shi et al. By considering the importance of lighter compounds for flash points and heavier compounds for freezing points, the revised Modified Weighted Average method was further improved. For liquid density, the revised Modified Weighted Average method gave the best overall results. The revised Modified Weighted Average method, the American Society for Testing and Materials D7215 method, and the D7215 method modified by another group gave comparable results for flash point, while the revised Modified Weighted Average and D3338 methods gave the best results for net heat of combustion. Freezing point was well predicted using the revised Modified Weighted Average method and showed the most significant improvements over current predictions. Distillation temperature t 10 was not well predicted, while t FBP was predicted with a mean absolute error comparable to experimental reproducibility.

09 BIOMASS FUELS↗

Dielectric Fluids for the Direct Forced Convection Cooling of Power Electronics

The future of electrification of vehicles and other systems will require the creation of high-power density power electronics with low junction-to-fluid thermal resistance cooling solutions. One way to create this solution is to move high-heat-flux liquid cooling (single- or two-phase) as close to the power electronics components as possible. One novel approach involves submersion in dielectric fluids as the cooling solution. We first provide the range of fluid properties and develop a figure of merit (FOM) to aid in dielectric fluid selection. Next, we perform computational fluid dynamics/heat transfer (CFD/HT) modeling using single-phase cooling (submerged jet impingement on an enhanced surface) to validate the dielectric fluid FOM. Results of the study show that the developed FOM is a good representation of the performance of the fluids when compared to the results of the CFD/HT analysis. Both FOM and the CFD/HT analysis show that based on pure thermohydraulic considerations, several commercially available fluids present higher performance, on the order of 5% of water. Finally, the FOM can be used to quickly assess the thermohydraulic performance of a dielectric fluid, as well as the secondary application-specific properties such as boiling point, saturation pressure, flash point, and global warming potential, thereby allowing for fluid candidates to be readily compared.

computational fluid dynamics↗

Fuel Properties of Oxymethylene Ethers with Terminating Groups from Methyl to Butyl

Oxymethylene ethers (OMEs) have been studied as possible additives or replacements for diesel fuels. Typically, studies have considered only methyl-terminated OMEs. Recent structure-property relationship models suggest that extended-alkyl OMEs may provide improvements to many of the properties of methyl-terminated OMEs that make them less suitable as diesel fuel blendstocks. In this work, we describe the synthesis and characterization of 16 different OMEs with methyl, ethyl, propyl, butyl, isopropyl, and isobutyl terminating alkyl groups with varying oxymethylene chain length. Indicated Cetane Number, Lower Heating Value, Flash Point, Density, Viscosity, Vapor Pressure, and Oxidative Stability are tested via ASTM standard methods. Additionally, Water Solubility, Boiling Point, seal material compatibility, and sooting propensity (via the Yield Sooting Index) are measured for these fuels. For diesel compatibility, all tested OMEs except smaller methyl and ethyl OMEs, and the branched isopropyl OME, meet cetane number requirements. Further, extending the alkyl end group increases the heating value, but all OMEs, due to their oxygen content, have heating values less than diesel; despite this, all OMEs show significant reductions in soot production per unit heating value. Only the heaviest OMEs meet diesel viscosity requirements, and most are higher density than diesel. OMEs with larger alkyl groups show the highest stability under accelerated auto-oxidation conditions. Increases in alkyl group length cause order of magnitude reduction in water solubility, from hundreds of g/L for methyl terminated OMEs to hundreds of mg/L for butyl terminated OMEs. Limited seal material testing indicates that PEEK polymers are unaffected by OMEs; while extended alkyl groups may improve compatibility with FKM (Viton), other common elastomers (NBR, silicone) remain incompatible with all tested OMEs. Overall, it is found that methyl-terminated OMEs exhibit the most potential for soot reduction, but OMEs with larger propyl and butyl terminating alkyl groups show improved compatibility with existing diesel systems.

09 BIOMASS FUELS↗

Blended fuel property analysis of butyl-exchanged polyoxymethylene ethers as renewable diesel blendstocks

Methyl-terminated polyoxymethylene ethers (MM-POMEs), having the formula CH 3 O-(CH 2 O)n-CH 3 (n = 3-6), are a class of oxygenates with desirable diesel-like fuel properties including high cetane number and low soot formation. However, their low energy density and high water-solubility present barriers to their adoption. Both concerns were recently addressed by our research group by synthesizing a mixture of POME structures having butyl end-groups and n = 1-6, termed B*POME1-6. B*POME1-6 maintained the advantageous properties of the parent MM-POMEs, and exhibited improved energy density and most notably, dramatically decreased water solubility. For evaluation against a set of criteria for a blended diesel blendstock, a 20 vol% blend of B*POME1-6 with a base diesel fuel was investigated here. Oxidation stability, cetane number, sooting tendency, lubricity and conductivity were improved in the B*POME1-6 blend compared with the base diesel, while also maintaining the flash point, cloud point, energy density, viscosity, and boiling point requirements. The B*POME1-6 product demonstrated a synergistic blending behavior at 10 vol% and a linear blending behavior at 20-30 vol% blends, in agreement with similar POME blends at comparable blend levels. Finally, common environmental and toxicity models performed on B*POME1-6 component molecules suggested they have a greater propensity to partition into the water compartment compared to a common diesel surrogate, but with a lower tendency to bioaccumulate.

33 ADVANCED PROPULSION SYSTEMS↗

Rational Electrolyte Design for Elevated-Temperature and Thermally Stable Lithium-Ion Batteries with Nickel-Rich Cathodes

As the energy density of lithium-ion batteries (LIBs) increases, the shortened cycle life and the increased safety hazard of LIBs are drawing increasing concerns. To address such challenges, a series of localized high-concentration electrolytes (LHCEs) based on a solvating-solvent mixture of tetramethylene sulfone and trimethyl phosphate and a high flash-point diluent 1H,1H,5H-octafluoropentyl 1,1,2,2-tetrafluoroethyl ether were designed. The LHCEs exhibited non-flammability and greatly suppressed heat release at high temperatures, which would potentially improve the safety performance of the LIBs. Moreover, the optimal LHCE achieved capacity retentions of 87.1% and 81.7% in graphite||LiNi 0.8 Mn 0.1 Co 0.1 O 2 cells after 500 cycles at 25 °C and 45 °C, respectively, which were significantly better than the conventional electrolyte, whose capacity retentions were only 75.2% and 38.5% under the same condition. Mechanistic studies revealed that the LHCE not only formed a more robust solid electrolyte interphase, but also exhibited improved anodic stability, compared with the conventional electrolyte. Further, this work sheds light in rational electrolyte design for high energy density LIBs with high battery performance and low safety concerns.

25 ENERGY STORAGE↗

Ethanol to diesel: a sustainable alternative for the heavy-duty transportation sector

The combustion of middle distillates (diesel and jet fuel) is responsible for the emission of more than 2 GTon of CO 2 per year worldwide. While sustainable alternatives exist for gasoline and jet fuel, we still lack sustainable alternatives for diesel. This fact is especially relevant if we consider that electrification of sectors where diesel is used is challenging. One sustainable approach for diesel production is the catalytic upgrading of ethanol. While most work in this field has focused on the dehydration/oligomerization of ethanol, this approach is limited to producing fuels that have a high degree of branching and low cetane number. Another approach is the sequential use of ethanol Guerbet coupling, leading to higher alcohols, followed by etherification, leading to large ethers which, importantly, result in a product with high cetane number. In this work, we explore the catalytic upgrading of ethanol into diesel following an approach based on the initial Guerbet coupling of ethanol followed by etherification. The results presented are a collaborative and synergic effort among process and systems engineers, experimentalist in the area of catalysis, and fuel property modelers. Here, we demonstrate experimentally the feasibility of upgrading ethanol into a diesel fuel with properties that surpass its fossil counterpart. The diesel produced has a predicted cetane number of ~70 and outstanding cold flow properties, while maintaining other properties (viscosity, density, and flash point) within expected ranges. A technoeconomic analysis performed based on a detailed biorefinery model shows that the MFSP is ~5.89$ per Gal in 2021 dollars when lignocellulosic ethanol is used, with the most relevant economic driver the cost of the ethanol feedstock. The upgrading process can be performed with a net energy gain (EROI = 1.49 > 1). An LCA analysis of greenhouse gas (GHG) emissions reveals that the use of lignocellulosic ethanol may lead to more than 50% reduction in GHG emissions compared to fossil diesel. Depending on the CO 2 emissions associated with the production of ethanol we show that in some instances the production of carbon neutral diesel fuel is possible.

09 BIOMASS FUELS↗

Cycloalkane-rich sustainable aviation fuel production via hydrotreating lignocellulosic biomass-derived catalytic fast pyrolysis oils

Sustainable aviation fuel (SAF) produced from lignocellulosic biomass is emerging as an ideal alternative to conventional jet fuel for aviation sector decarbonization. Catalytic fast pyrolysis (CFP) can convert lignocellulosic biomass into relatively stable bio-oil that can be selectively transformed to various transportation fuels through hydroprocessing under conditions of different severities. In this contribution, two CFP oils produced from pine-based feedstocks over different types of catalysts (i.e., ZSM-5 and Pt/TiO 2 catalysts) were hydrotreated at 125 bar in a non-isothermal process with a maximum temperature of 385 °C over a sulfided NiMo/Al 2 O 3 catalyst to produce SAF with high cycloalkane concentrations of 89–92 wt%. Cycloalkanes are an important component of jet fuel with advantageous fuel properties, such as high energy density, low sooting, and potential for replacing aromatic hydrocarbons to provide good seal swelling properties. The hydrotreating process successfully converted 91–92% of the biogenic carbon in the CFP oil intermediates to liquid-phase hydrotreated products. Through distillation, 39–40 wt% of the hydrotreated oils were collected in the jet-fuel range as SAF fractions. The rest of the hydrotreated product could be valorized as fuels (e.g., diesel) or chemicals. The SAF fractions with oxygen contents below the detection limit (<0.01 wt%) met ASTM D7566 finished fuel blend and D4054 Tier 1 specifications with respect to density, lower heating value (LHV), volatility, flash point, and freeze point. These results indicate hydrotreating lignocellulosic biomass-derived CFP oil as a promising pathway to produce high-quality SAF rich in cycloalkanes. Continued research is required to increase the SAF yield by process improvements, such as increased CFP oil yields, and an enhanced production of SAF-range molecules via e.g., cracking of high-molecular weight compounds either during CFP or hydrotreating, as well as evaluation of a broader range of jet fuel properties and performance requirements.

09 BIOMASS FUELS↗

Toward net-zero sustainable aviation fuel with wet waste–derived volatile fatty acids

Significance To meet the growing demand for sustainable aviation fuels (SAF), conversion pathways are needed that leverage wet waste carbon and meet jet fuel property specifications. Here, we demonstrate SAF production from food waste–derived volatile fatty acids (VFA) by targeting normal paraffins for a near-term path to market and branched isoparaffins to increase the renewable content long term. Combining these distinct paraffin structures was shown to synergistically improve VFA-SAF flash point and viscosity to increase the renewable blend limit to 70%. Life cycle analysis shows the dramatic impact on the carbon footprint if food waste is diverted from landfills to produce VFA-SAF, highlighting the potential to meet jet fuel safety, operability, and environmental goals.

09 BIOMASS FUELS↗

Upgrading biocrude oil into sustainable aviation fuel using zeolite-supported iron-molybdenum carbide nanocatalysts

Food waste is an underdeveloped source for production of sustainable aviation fuel (SAF). Now, there is no certified conversion process of food waste for SAF by American Society for Testing and Materials (ASTM). We report the use of zeolite-supported molybdenum carbide nanocatalysts in upgrading biocrudes, produced from food wastes through HTL, into SAF precursors. Our data show a complete removal of oxygen from the biocrude through hydrodeoxygenation and a higher heating value of 46.5 MJ/kg, which is comparable to that of Jet A (46.1 MJ/kg). The prescreening tests (tier alpha and beta) show the average carbon number of the distillation cut (150° to 230°C) of upgraded fuel is 10.6, close to the value of 11.4 for average conventional jet fuel, and the specifications of properties including surface tension, viscosity, heating value, flash point, and freezing point were found to meet the standards of SAF. The metal carbide nanocatalysts were reusable in upgrading tests, and the activity of deoxygenation was retained.

10 SYNTHETIC FUELS↗

Assessment of BQ-9000 Biodiesel Properties for 2020 (CRADA CRD-15-593)

Biodiesel producers in the United States and Canada can voluntarily participate in the industry's BQ-9000 quality assurance program. This is the fourth in a series of reports documenting biodiesel quality from participating producers. Participants in the BQ-9000 program were requested to voluntarily provide data to a third-party team. This team anonymized and randomized the data prior to providing to the National Renewable Energy Laboratory (NREL) for analysis and reporting. The critical quality parameters analyzed are: sodium and potassium, calcium and magnesium, phosphorus, flash point and alcohol control, water and sediment, cloud point, acid number, free and total glycerin, monoglycerides, sulfur, oxidation stability, and cold soak filterability test (CSFT). The statistical analysis for these parameters is presented in Table ES-1.

09 BIOMASS FUELS↗

Assessment of BQ-9000 Biodiesel Properties for 2021

This is the fifth in a series of reports documenting the quality of biodiesel from U.S. and Canadian-based producers that participate in the BQ-9000 program, the biodiesel industry voluntary quality assurance program. Participants agreed to provide monthly data on critical quality parameters for calendar year 2021. The quality data was provided to a team of experts, who removed any identifying company information and provided anonymized and randomized data to the National Renewable Energy Laboratory (NREL) for statistical analysis. The critical quality parameters analyzed were: sodium and potassium (Na+K); calcium and magnesium (Ca+Mg); phosphorus (P); flash point and alcohol control; water and sediment; cloud point; acid number; free and total glycerin; monoglycerides; sulfur; oxidation stability; and cold soak filterability test (CSFT). The data was not weighted for production volume.

09 BIOMASS FUELS↗

Additives in Localized High Concentration Electrolytes for Safe Lithium-Ion Batteries

In this work, the effects of various additives in a localized high concentration electrolyte (LHCE) on the cycling performance of lithium (Li)-ion batteries were studied. The LHCEs utilize trimethyl phosphate as a flame-retarding solvent and 1H,1H,5H-octafluoropentyl 1,1,2,2-tetrafluoroethyl ether as a medium-high flash point diluent, for the purpose to reduce the electrolyte flammability and improve the battery safety, which are not possessed by the conventional electrolytes of LiPF 6 in organic carbonates due to their high flammability. The LHCEs have unique solvation structure which enables the use of flame-retardant solvents to greatly decrease the electrolyte flammability as well as enhance the battery cycling stability. However, the additives added in the LHCEs result in different battery performances. The organic carbonate additives largely reduce the initial capacities although the cell capacity can be partially recovered with cycling. The two phosphate salt additives behave better than the organic carbonate additives in terms of cell capacity and cycling stability. More cell performance evaluation will be conducted and the detailed characterization will be performed to investigate the root causes of different behaviors of additives in the LHCEs on battery performances.

25 ENERGY STORAGE↗

Opportunities and Challenges for Hydrotreating of Catalytic Fast Pyrolysis Oil to Fuels

Catalytic fast pyrolysis (CFP) provides a versatile platform for producing fuels to combat climate change and meet decarbonizing targets. In this contribution, we will discuss the hydroprocessing of CFP oils to a variety of fuels, including sustainable aviation fuel (SAF), diesel, and marine fuel. Both standalone and co-hydroprocessing with petroleum streams will be covered. Hydrotreating CFP oil at temperatures around 400 Degrees Celsius can produce a highly deoxygenated product with oxygen contents below the detection limit. However, the quality of fuel fractions produced has been a problem, manifesting as low octane numbers for the gasoline-range fraction and low cetane numbers for the diesel-range fraction. Incorporating an initial transition zone for hydrogenation during hydrotreating was shown to dramatically increase the diesel fraction cetane number from 24 to 45. A similar approach enabled the production of a cycloalkane-rich SAF fraction meeting key ASTM 4054 guidelines with respect to density, viscosity, heating value, volatility, freeze and flash point. Over 400 hours of hydrotreating for SAF was demonstrated with no signs of catalyst bed fouling, measured by pressure drop over the catalyst bed. Compared to other fuels, marine fuel is unique in that it does not require complete deoxygenation. We investigated the minimum hydrotreating requirements to produce fuel compatible with very low sulfur fuel oil, and the results suggested 30% reduction in hydrotreating costs for this approach. Co-hydroprocessing offers an opportunity to take advantage of refinery infrastructure and economies of scale although the operation is less flexible with respect to operating conditions. Co-hydroprocessing CFP oil with petroleum streams gave efficient deoxygenation at milder conditions (e.g. at temperatures of 320 Degrees Celsius) than required for standalone hydrotreating. Over 90% incorporation of biogenic carbon in the CFP oil was confirmed by carbon-14 analysis. Hydrotreating of CFP oil, whether by standalone or co-processing, can produce a variety of fuel cuts, whose quality can be tailored by changing process conditions. Challenges remain, including long-term catalyst performance and determining CFP oil quality requirements.

09 BIOMASS FUELS↗