Figure - uploaded by R. M. El-Maghraby
Content may be subject to copyright.
Source publication
Aviation industry is considered one of the contributors to atmospheric CO 2 emissions. It is forced to cut off carbon dioxide emission starting 2020. Current trends in bio-jet production involve mega projects with million dollars of investments. In this study, bio-jet fuel production by blending bio-diesel with traditional jet fuel at different con...
Contexts in source publication
Context 1
... biodiesel was produced from the transesterification of waste oil specially palm oil using methanol and NaOH, see Fig. 1. The specifications of biodiesel (B100) are listed in Table 2 against biodiesel ASTM D 6751 standards. ...Context 2
... palm oil-based biodiesel specifications listed in Table 2 against Jet A-1ASTM D1655 standards, it is clear that there are some properties that are readily in match with the Jet A-1 standards such as total sulfur content and corrosion copper strip. While other properties (main physicochemical properties) are completely off specification (highlighted in red in Table 2) such as acid number, density, flash point, etc. ...Context 3
... palm oil-based biodiesel specifications listed in Table 2 against Jet A-1ASTM D1655 standards, it is clear that there are some properties that are readily in match with the Jet A-1 standards such as total sulfur content and corrosion copper strip. While other properties (main physicochemical properties) are completely off specification (highlighted in red in Table 2) such as acid number, density, flash point, etc. To test if our blending method will produce bio-jet fuel that meets all ASTM D1655 standards for Jet A-1 or Jet A; we need to consider those off specifications properties in our blends (B5, B10, B15 and B20). ...Similar publications
In this study, experimental vapor-liquid equilibria data of the ternary Pb-Sn-Sb alloy system are determined using a new experimental method. The experimental VLE data passed the thermodynamic consistency test(Van Ness test), suggesting that the experimental results are reliable. The activities of the components of Pb-Sn-Sb ternary alloy and those...
Citations
... The surface tension of mixtures was determined using Saxena et al.'s formula [21]. The heating value of fuel blends was determined using El-Maghraby's formula [22]. As can be seen in Table 7, Biodiesel is denser and more viscous than Jet A-1. ...
... Furthermore, co-processing drop-in biofuels with conventional petroleum refining can eliminate capital production costs; the production of aviation biofuels along with other value-added chemicals would also be beneficial [85]. Recently, El-Maghraby [86] investigated the blending of biodiesel with jet fuel for bio-jet fuel production. Biodiesel was produced via transesterification of waste palm oil and blended (at four different concentrations) with Jet A fuel. ...
... El-Maghraby and Rehab [20] looked into the manufacturing of bio-jet fuel by blending biodiesel with conventional jet fuel at several biodiesel concentrations (5, 10, 15, 20 vol. percent). ...
The search for environmentally sound, socially responsible, and economically viable renewable fuel generation methods is a major global concern. A type of aviation fuel called jet fuel or often spelled avtur is intended for use in aeroplanes with turbine (gas) engines. Jet fuel appears colourless. The fuels Jet A and Jet A-1 are the most frequently used ones in commercial aviation sector. Other than Jet B, which is utilised for its enhanced cold-weather operation, there are no other jet fuels that are frequently used in gas-turbine-engine in the aviation industry. Renewable aviation fuel or known as bio-jet fuels represent a sizable sector for the consumption of fossil fuels. The production of bioethanol and biodiesel for piston engine vehicles in internal combustion engines has already shown that biofuel can play a significant role in the development of sustainable renewable aviation jet fuel. Here, we also provide a book review on the potential bio-jet fuel as a renewable aviation jet fuel.
... This fact was used as the basis for the calculations of the HDO process. The products obtained from the HDO process are shown in Table 4. Aromatics in this upgraded bio-oil, along with cycloalkanes if further hydrogenation is carried out, could provide essential properties for elastomeric swelling, material compatibility, and lubricity that are not found in other current bio-jet fuels, which until now have required blending with traditional petroleum oils [44]. The primary advantage of lignin bio-oils is that their chemical composition is comparatively simple, being comprised almost entirely of aromatic hydrocarbons, which would allow easier blending with other biofuels such as fatty acid methyl ester (FAME) or fossil fuel-derived stocks. ...
... The profitability of this process depends heavily on the market price for upgraded bio-oil, which would arguably be at least as valuable as FAME biodiesel, possibly more in the case of jet fuel blends, as they require a minimal aromatics content, which until now required blending with oil-derived fuel [44]. The process used is based on [36], where the production cost of the biofuel is 0.41 USD/L compared to price of gasoline in Japan at 1.16 USD/L, however, it must be kept in mind that the value from this study does not rely on green hydrogen to upgrade the biofuel, making this value only an estimate. ...
In order to reduce global greenhouse gas emissions, renewable energy technologies such as wind power and solar photovoltaic power systems have recently become more widespread. However, Japan as a nation faces high reliance on imported fossil fuels for electricity generation despite having great potential for further renewable energy development. The focus of this study examines untapped geographical locations in Japan’s northern most prefecture, Hokkaido, that possess large wind power potential. The possibility of exploiting this potential for the purpose of producing green hydrogen is explored. In particular, its integration with a year-round conversion of Kraft lignin into bio-oil from nearby paper pulp mills through a near critical water depolymerization process is examined. The proposed bio-oil and aromatic chemical production, as well as the process’ economics are calculated based upon the total available Kraft lignin in Hokkaido, including the magnitude of wind power capacity that would be required for producing the necessary hydrogen for such a large-scale process. Green hydrogen integration with other processes in Japan and in other regions is also discussed. Finally, the potential benefits and challenges are outlined from an energy policy point-of-view.
The depletion of fossil fuel sources and the urgency to combat global warming have led to extensive research into
renewable energy alternatives. Among these alternatives, biofuel is emerging as a promising replacement for
petroleum fuel. The aviation industry, which produces significant CO2 emissions annually, recognizes the need
for sustainable solutions to minimize its carbon footprint. Biomass-to-liquid thermochemical routes, a cornerstone in sustainable hydrocarbon fuel production, are particularly pivotal for bio-jet fuel synthesis. Among the
diverse thermal conversion technologies, pyrolysis holds promise for transforming waste biomass and plastic into
liquid fuels. However, the ensuing oil from renewable biological sources and/or waste plastics from pyrolysis
poses significant challenges due to its inferior quality, characterized by oxygenated compounds and high water
content. The resulting oil from renewable biological sources and/or waste plastics is chemically unstable,
viscous, and corrosive, necessitating thorough upgrading for its viable use as a kerosene fraction or blend. This
review focuses on catalytic post-treatment strategies for enhancing oil from renewable biological sources and/or
waste plastics quality, specifically emphasizing catalytic processes, including catalytic pyrolysis, deoxygenation,
isomerization, and cracking. Drawing insights from the latest literature, the article navigates through recent
advancements and challenges in converting authentic pyrolysis oil alternative jet fuel. Special attention is given
to elucidating the intricate conversion pathways, shedding light on catalytic pyrolysis and hydrogenation/
hydrodeoxygenation routes.
Montmorillonite clay was chemically modified by grafting of 3-mercaptopropyl trimethoxy silane on the clay surface, followed by sulfonation of the terminal thiol groups. The chemical structures and surface characteristics of the prepared catalysts were characterized by FTIR, XRD, TPD, and BET analysis. The catalytic pyrolysis of Jatropha curcas oil and waste cooking oil for the production of biofuels was stimulated using the prepared catalyst. The conversion of oils into biofuels was performed at 350 °C using different catalysts amounts (0.2–1%). The obtained biofuels were characterized using density, flash, pour, and cloud points, water, sulfur, and ash contents, in addition to kinematic viscosity, copper strip, and carbon residue. Furthermore, the obtained biofuels were fractionated at 250 °C to obtain the light hydrocarbon components, which were evaluated as biojet fuel. The physical and fuel properties of biodiesel-petroleum diesel blends (B10), and biojet-JET A-1 blends were following the ASTM and IP specifications. The most suitable catalyst ratio during the catalytic cracking process was monitored at 0.8%.
