WO2015188096A1 - Fuel marin à faible teneur en soufre - Google Patents

Fuel marin à faible teneur en soufre Download PDF

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Publication number
WO2015188096A1
WO2015188096A1 PCT/US2015/034474 US2015034474W WO2015188096A1 WO 2015188096 A1 WO2015188096 A1 WO 2015188096A1 US 2015034474 W US2015034474 W US 2015034474W WO 2015188096 A1 WO2015188096 A1 WO 2015188096A1
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WO
WIPO (PCT)
Prior art keywords
fuel
fuel oil
low sulfur
marine
blend
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Application number
PCT/US2015/034474
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English (en)
Inventor
Keith D. Buchanan
Original Assignee
Sunoco Partners Marketing & Terminals L.P.
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Publication date
Application filed by Sunoco Partners Marketing & Terminals L.P. filed Critical Sunoco Partners Marketing & Terminals L.P.
Publication of WO2015188096A1 publication Critical patent/WO2015188096A1/fr

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Classifications

    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/02—Use of additives to fuels or fires for particular purposes for reducing smoke development
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0438—Middle or heavy distillates, heating oil, gasoil, marine fuels, residua
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0438—Middle or heavy distillates, heating oil, gasoil, marine fuels, residua
    • C10L2200/0446—Diesel
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L2270/00—Specifically adapted fuels
    • C10L2270/02—Specifically adapted fuels for internal combustion engines
    • C10L2270/026—Specifically adapted fuels for internal combustion engines for diesel engines, e.g. automobiles, stationary, marine

Definitions

  • the invention relates to low sulfur marine fuel compositions and methods of producing the same.
  • the invention relates to low sulfur marine fuels with a sulfur content of less than 1000 ppm.
  • Diesel engines have been the workhorses of the marine industry since shortly after the development of the diesel engine by Rudolf Diesel in 1892. In particular, four-stroke diesel engines have been operational in surface ships and submarines since the 1910s. Since that time a series of innovations and improvements have been made to marine diesel engines and to the fuels that can be used in those engines. However, a persistent problem since the introduction of marine diesel engines is the high volume of objectionable emissions produced by these engines and in particular the emission of sulphur oxides. Recently there has been widespread international regulatory efforts designed to reduce the sulfur emissions from marine engines, especially close to land and cities, where air pollution is a never ending problem.
  • ISO 8217 In response to the sulfur emission problem, and other emissions, an international ISO standard, ISO 8217, was established in 1987.
  • the stated purpose of ISO 8217 is to define the requirements for petroleum fuels for use in marine diesel engines and boilers, prior to appropriate treatment before use, and is provided for the guidance of interested parties such as marine equipment designers, suppliers and purchasers of marine fuel.
  • the sulfur content of a marine fuel depends on the crude oil origin and the refining process. Sulfur is an undesirable component in fuels since it causes the release of sulfur oxides into the atmosphere leading to a variety of environmental issues, such as acid rain, creates corrosive combustion by-products and increases deposits on fuel injection and combustion systems. Some sulfur can be removed during the refining process. Hydrodesulfurization (“HDS”) is the industry's standard method of removing unwanted sulfur compounds in petroleum refining operations and is sometimes referred to as "hydrotreating". The process utilizes a variety of catalysts to add hydrogen to sulfur compounds.
  • HDS Hydrodesulfurization
  • Vacuum tower bottoms are the final bottom product of distillation, which is processed in cokers to be upgraded into gasoline, diesel and gas oil.
  • the VTBs are typically highly viscous, high in sulfur content, and relatively inexpensive. Therefore, it is unlikely that VTB based fuel oils can be used within ECAs once reduced sulfur emission standards are enforced.
  • the hydrocarbon products produced by the distillation process described above can be divided into two broad categories, the first being distillate fuel oil products and the second being residual fuel oil products. Typically, distillate fuel oil products have a low viscosity and low sulfur content, whereas residual fuel oil products are highly viscous and generally high in sulfur content.
  • the marine engines can change from a high sulfur fuel to a low sulfur fuel when they enter ECAs, but in many instances this is problematic because the marine engines are designed to burn a certain type of fuel and are not capable of changing back and forth between high sulfur and low sulfur fuels.
  • many of the high sulfur content fuels are so viscous that they require pre-heating before they can be used. Such preheating is not necessary, and in fact is undesirable, in the low sulfur content, higher volatility fuels used in ECA areas.
  • the industry has been skeptical of the functional capabilities of blends of distillate fuel oil products (low viscosity and low sulfur content) with residual fuel oil products (high viscosity and high sulfur content).
  • Residual fuel oil refers to a mixture of heavy oils, No: 5 and No. 6 fuel oils, that remain in refinery operations after the distillate fuel oils and lighter hydrocarbons are distilled away. It is often used in large ships, primarily because of its low cost. Residual fuel oil presents some special problems since it is so viscous and therefore has to be heated with a special heating system before use and because it contains relatively high amounts of pollutants, particularly sulfur, which forms sulfur dioxide upon combustion. A very common form of residual fuel oil used in maritime applications is No. 6 fuel oil, which must be stored at around 100° F and heated to 150-250° F before it can be easily pumped, and in cooler temperatures it can congeal into a tarry semisolid. Despite these deficiencies No.
  • the sulfur content of different sources of No. 6 fuel can vary from - 0.3 to +3.5 % by weight.
  • the VTB component of these No. 6 fuels are generally of a similar sulfur level or marginally higher.
  • the VTB is generally blended with lower sulfur distillate or cutter stocks to meet the No. 6 fuel sulfur specification.
  • ultra low sulfur diesel (ULSD) has an sulfur level of a maximum of 15 ppm.
  • the current invention provides methods of producing compositions of fuel oils with a sulfur content of less than 1000 ppm.
  • the current invention provides marine fuel oils with a sulfur content of less than 1000 ppm that can by burnt by maritime vessels inside EC As as required by MARPOL Annex VI by January 1 , 2015 .
  • the current invention provides methods of producing and compositions of fuel with a sulfur content of less than 1000 ppm that comprise mixing blends of residual fuel oil from about 15% to about 50% and distillate fuel oils from about 50 to 85% by volume of the final marine fuel blend.
  • the current invention provides a low sulfur marine fuel composition having a sulfur content of less than or equal to 1000 ppm having a blend of a residual fuel oil and a distillate fuel oil.
  • the residual fuel oil has a vacuum tower bottoms component and the distillate fuel oil contains an ultra low sulfur diesel oil (ULSD) component or a ultra low sulfur component.
  • ULSD ultra low sulfur diesel oil
  • the residual fuel oil constitutes from about 15% to about 50% of the final blend and in other embodiments 28% to about 38% by volume of the final blend.
  • the low sulfur marine fuel constitutes distillate fuel from about 50% to about 85% by volume of the final marine fuel blend and in other preferred embodiments from about 62% to about 72% by volume of the final marine fuel blend.
  • the residual fuel oil can be grade No. 6 fuel oil and/or the distillate fuel oil can be a grade No. 2 fuel oil.
  • Other embodiments of the invention provide a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm such that the low sulfur marine fuel constitutes a blend of grade No. 2 fuel oil and grade No. 4 fuel oil.
  • the low sulfur marine fuel further contains a grade No. 6 fuel oil component.
  • the low sulfur marine fuel of this invention can comprise a blend of No. 2 fuel oil, No. 4 fuel oil, and No. 6 fuel oil such that the final blended marine fuel product has a sulfur content of less than or equal to 1000 ppm.
  • the invention also includes a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm that can be adapted for use in Category 3 marine diesel engines operating in emission control areas.
  • a low sulfur marine fuel comprises a blend of from 15% to 50% of a residual fuel oil containing a vacuum tower bottoms component, and from about 50% to about 85% of a distillate fuel oil component containing an ultra low sulfur diesel oil component.
  • the residual fuel oil comprises grade No. 6 fuel oil and the distillate fuel oil comprises grade No. 2 fuel oil.
  • the invention also provides for a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm adapted for use in Category 3 marine diesel engines operating in emission control areas, such that the low sulfur marine fuel has a blend of vacuum tower bottoms and ultra low sulfur diesel.
  • the current invention also provides a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm suitable for use in Category 3 marine diesel engines operating in emission control areas, comprising a blend of a first hydrocarbon component which includes a distillate fuel oil having an ultra low sulfur diesel component characterized by a flashpoint of 120° F or higher and a sulfur content of less than about 50 ppm, such that the first hydrocarbon component has about 50% to about 85% by volume of the final marine fuel blend; and a second hydrocarbon component including a residual fuel oil component having a vacuum tower bottoms component characterized by a flashpoint of 200° F or higher and a sulfur content of 2000 ppm or higher, such that the second hydrocarbon component comprises from about 15% to about 50% by volume of the final marine fuel blend; and such that the final marine fuel blend of the first and second hydrocarbon components has a sulfur content of less than 1000 ppm.
  • a first hydrocarbon component which includes a distillate fuel oil having an ultra low sulfur diesel component characterized by a flashpoint of 120° F or higher
  • the sulfur content of the vacuum tower bottoms is greater than 2300 ppm or may even be greater than 3500 ppm.
  • the first hydrocarbon component comprises from 62% to 72% by volume of the final marine fuel blend and the second hydrocarbon component comprises from 28% to 38% by volume of the final marine fuel blend.
  • the sulfur content of the final blend is less than 1000 ppm and the flashpoint of the final blend is at least 140° F.
  • the current invention provides a method for producing a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm, comprising the step blending a residual fuel oil with a distillate fuel oil.
  • the current invention provides a method for producing a low sulfur marine fuel having a sulfur content of less than or equal to 1000 ppm, suitable for use in Category 3 marine diesel engines operating in emission control areas, such that the method includes the step of blending a first hydrocarbon component with a second hydrocarbon component wherein the first hydrocarbon component is a distillate fuel oil having an ultra low sulfur diesel component and is further characterized by a flashpoint of 100° F or higher, a sulfur content of less than about 50 ppm, and comprises from about 50% to about 85% by volume of said final marine fuel blend; and the second hydrocarbon component is a residual fuel oil with a vacuum tower bottoms component characterized by a flashpoint of 200° F or higher, a sulfur content of 2000 ppm or higher and comprises from about 15% to about 50% by
  • Figure 1 is a block diagram depicting blending of various components to yield a finished ECA fuel that has less than 1000 ppm sulfur specification.
  • Components include No. 6 fuel oil, VTB, No. 4 fuel oil and any combinations thereof for the heavy, high sulfur portion of the blend.
  • low sulfur components including ULSD, ULSD components and low sulfur No. 2 fuel oil.
  • Figure 2 is a block diagram depicting the various unfinished products and end products resulting from the distillation of crude oil.
  • Embodiments of the present disclosure provide for fuel compositions and mixtures having a sulfur content of less than 0.1 wt. % or 1000 ppm.
  • the desired final product of this invention is a hydrocarbon based fuel that can be used in marine vessels both inside and outside of established Emission Control Zones, but is functionally effective at a commercially reasonable price.
  • the end product is preferably a blend of a distillate fuel oil and a residual fuel oil.
  • Such a product must be competitive, both functionally and commercially, with current marine fuels, many of which far exceed recently enacted sulfur limitations and other environmental constraints.
  • the basic hydrocarbon component of the blended fuel final product of this invention is crude oil that has been distilled in a distillation tower to separate the various hydrocarbon components.
  • the crude oil feedstock is separated into at least six product streams, each of which can be used to formulate a desired end product.
  • At the top of the distillation tower range are typically light ends, naphtha, and kerosene.
  • the light ends are further separated into propane, normal butane, and isobutene and sold as a cooking and heating fuel.
  • Naphtha can be blended into motor gasoline and kerosene is generally treated and used as jet fuel.
  • next distillation product streams are identified as diesel distillate, medium gas oil, and heavy gas oil. All of these products are further treated and then blended or used as diesel fuel, gasoline or home heating oil. These hydrocarbon products are less volatile and less expensive than the product streams having a lower boiling point, such as naphtha and kerosene.
  • VTB Vacuum Tower Bottoms
  • Figure 2 provides a schematic representation of the typical processing of crude oil into final products.
  • crude oil is initially subjected to atmospheric distillation resulting is a variety of products such as fuel gas, LPG, naphtha, kerosene/jet fuel, and home heating oil/diesel fuel. All of these products are considered to be “distillate fuel products" within the meaning of this invention and application. All of the distillate fuel products are potentially subject to additional processing in distillation towers, catalytic reformers, hydro treatment and other well-known hydrocarbon processing methods and apparatus.
  • a dotted line is provided in Fig. 2 to separate the "distillate fuel products" from the "residual fuel products.”
  • the crude oil feedstock for residual fuel products is provided by the “bottoms" of the atmospheric distillation tower and is referred to as "reduced crude oil” in Fig. 2.
  • the reduced crude oil feedstock is further processed in a vacuum distillation tower resulting is products typically identified as light vacuum gas oil, medium or heavy gas oil, and vacuum tower bottoms. These materials are typically viscous and high in sulfur content and are referenced for purposes of this patent application as "residual fuel products.”
  • the residual fuel products may be subject to additional processing steps such as a fluidized catalytic cracker or other well-known hydrocarbon treatment methods and apparatus.
  • the residual fuel products of this invention are typically more viscous, higher in sulfur content, and therefore less expensive than distillate fuel products.
  • the residual fuel product and distillate fuel product are obtained from commercial vendors and can be prepared in any of a number of methods, some of which are well known, as described hereinabove, and some of which are proprietary to the individual vendor. The particular method of distilling or otherwise processing the crude oil feedstock is not considered to be part of this invention.
  • Fuel Oil Grade No. 1 is a middle distillate intended for use in burners of the vaporizing type in which the oil is converted to a vapor by contact with a heated surface or radiation. High volatility is necessary to ensure that evaporation proceeds with a minimum of residue.
  • Fuel Oil Grade No. 2 is a middle distillate somewhat heavier than grade 1.
  • Grade 2 fuel oil is intended for use in atomizing type burners which spray the oil into a combustion chamber where the tiny droplets burn while in suspension.
  • Fuel Oil Grades No. 1 and 2 are typically characterized by very low sulfur content and would be considered distillates.
  • Fuel Oil Grade No. 4 is a heavy distillate fuel oil or distillate/residual fuel blend meeting the ASTM specification viscosity range. It is intended for use both is pressure atomizing commercial industrial burners not requiring higher cost distillates and in burners equipped to atomize oils of higher viscosity. Its permissible viscosity range allows it to be pumped and atomized at relatively low storage temperatures. Thus, in all but extremely cold weather it requires no preheating for handling.
  • Fuel Oil Grade No. 5 is a residual fuel of intermediate viscosity and is intended for use in burners capable of handling fuel more viscous than Fuel Oil Grade No. 4 without preheating. Preheating may be necessary in some types of equipment for burning and in colder climates for handling.
  • Fuel Oil Grade No. 6, sometimes referred to as Bunker C, is a high- viscosity oil used mostly in commercial and industrial heating. It requires preheating in the storage tank to permit pumping, and additional preheating at the burner to permit atomizing.
  • Fuel Oil Grade No. 6 or Bunker fuel is the type of fuel oil used in ocean going marine vessels, especially those with Category 3 engines. It is well known that residual fuel oils, such of Grade 6 Fuel Oil, have to be heated with a special heating system before use and that such fuels contain high amounts of pollutants, especially sulfur, which forms sulfur dioxide upon combustion. However, these undesirable properties also make Grade 6 Fuel Oil very inexpensive and therefore desirable for the marine industry, where outside of Emission Control Areas, pollution is for the most part unregulated. A chart containing a comparison of characteristics of residual fuel oil and distillate fuel oil is provided :
  • the preferred marine fuel of this invention is a blend of a first hydrocarbon component and a second hydrocarbon component wherein the final blend has a sulfur content of 1000 ppm or less.
  • the final blended product is functionally effective in marine diesel engines, especially Category 3 marine diesel engines, and can be used both inside and outside of ECAs.
  • the first hydrocarbon component is a residual fuel oil product having a sulfur content substantially in excess of 1000 ppm.
  • the second hydrocarbon component is a distillate fuel product having a sulfur content of less than 1000 ppm.
  • the ratio in the final blend of the first hydrocarbon component and the second hydrocarbon component is such that the sulfur content of the final blend is 1000 ppm or less.
  • the first hydrocarbon component is preferably a residual fuel oil product, more particularly a Grade No. 6 fuel oil product, that contains a substantial portion of vacuum tower bottoms.
  • the first hydrocarbon component comprises from about 15% to about 50% by volume of the final blended product, and in a more preferred embodiment from about 35% to about 45% by volume of the final blended product.
  • the first hydrocarbon component is characterized by a flashpoint of 200° F or higher and a sulfur content of 2000 ppm or higher.
  • the second hydrocarbon component is preferably a distillate fuel oil product, more particularly a Grade No. 2 fuel oil product, that contains a substantial portion of ultra low sulfur diesel oil.
  • the second hydrocarbon component comprises from about 50% to about 85% by volume of the final blended product, and in a more preferred embodiment from about 55% to about 65% by volume of the final blended product.
  • the second hydrocarbon component is characterized by a flashpoint of 100° F or higher and a sulfur content of less than about 50 ppm.
  • any blending process as known by a skilled in the art may be used.
  • Adequate mixing is important to ensure reaching a homogeneous state.
  • the final blended product must meet the specification requirement of less than 1000 ppm sulfur content as well as other product specifications that may vary from customer to customer or product to product.
  • the method of this invention involves two hydrocarbon supply streams, the first hydrocarbon supply stream comprising a residual fuel product, and the second hydrocarbon fuel stream comprising a distillate fuel oil product, both as defined hereinabove. As the two hydrocarbon streams are blended in conventional mixing equipment it is important that the mixing process and equipment result in a homogeneous blended product.
  • the following paper blending experiment examined how much ULSD is required to meet a maximum of 1000 ppm sulfur content. This represents a scenario based on sulfur levels in vacuum towers bottoms as low as 2300 ppm blended with ULSD at 15 ppm. The resultant product is at ⁇ 1000 ppm sulfur representing at 42% VTB and 58% ULSD blend.
  • the following paper blending experiment examined how much ULSD is required to meet a maximum of 1000 ppm sulfur content. This represents a scenario based on sulfur levels in vacuum towers bottoms as high as 4500 ppm blended with ULSD at 15 ppm. The resultant product is at ⁇ 1000 ppm sulfur representing at 42% VTB and 58% ULSD blend.
  • Wiil depend on VTB flash

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)

Abstract

L'invention se rapporte à des compositions de fuel marin ayant une teneur en soufre inférieure ou égale à 1000 ppm et à des procédés de production de ces dernières. Les fuels marins à faible teneur en soufre sont conformes pour être utilisés dans des zones d'émission contrôlée de soufre (SECA) de soufre à compter du 1er janvier 2015. Les compositions comprennent un mélange d'un mazout lourd et un mazout léger. Le mazout lourd peut constituer d'environ 15 % à environ 50 % en volume du mélange final et le mazout léger d'environ 50 % à environ 85 %. Dans certains modes de réalisation, le mazout lourd contient un constituant de type produit de fond de tour de distillation sous vide caractérisé par un point d'éclair supérieur ou égal à 200 °F et le mazout léger un constituant diesel à très faible teneur en soufre caractérisé par un point d'éclair supérieur ou égal à 120 °F. L'invention concerne également des procédés de production de fuel marin à faible teneur en soufre, comprenant le mélange d'un mazout lourd avec un mazout léger.
PCT/US2015/034474 2014-06-05 2015-06-05 Fuel marin à faible teneur en soufre WO2015188096A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US201462008372P 2014-06-05 2014-06-05
US62/008,372 2014-06-05
US201462060362P 2014-10-06 2014-10-06
US62/060,362 2014-10-06
US14/548,160 2014-11-19
US14/548,160 US20150353851A1 (en) 2014-06-05 2014-11-19 Low sulfur marine fuel

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WO2015188096A1 true WO2015188096A1 (fr) 2015-12-10

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