Escolar Documentos
Profissional Documentos
Cultura Documentos
1.INTRODUCTION
1.1 GENERAL
heavy distillates as blending components into the diesel pool. For the above
reasons, the refining industry today faces on the one hand tighter
specifications and on the other hand higher production demands for diesel.
As a result, refiners worldwide have started revamping or optimising the
existing middle-distillate hydrotreaters to achieve deep desulphurisation.
The tightening of diesel fuel specifications began in 1993 when the
USA lowered sulphur to 500ppmw maximum. The California Air
Resources Board (CARB) went one step further by mandating a maximum
aromatic level as well as a minimum cetane level. Similar specifications
2
laid down specification for auto fuels. Inline with global specification,
India has also reduced diesel fuel sulphur level from 1.0 wt%
(10000ppmw) down to 350ppmw (Euro-III or Bharat-III equivalent norms)
over the last decade and is likely to be reduced further to 50ppmw (EuroIV or Bharat-III equivalent norms) by April 1, 2010.
Initially, the diesel hydrodesulphurisation units in India were
designed to produce 500ppmw sulphur that consists of two reactors
operating in series. The typical operating conditions of the industrial units
are as follows: reactor temperature of 340oC,Reactor pressure of 40kg/cm2,
LHSV of 2.0h-1 and hydrogen-to-oil ratio of 200L/L
Current diesel specifications in India and proposed changers are
compared with Euro-III and Euro-IV specifications in table 1.1.
Characteristics
Density @ 15o C , kg/cm3
Kinematic viscosity @ 40o
C,cSt
Flash point, o C
Pour point , oC, max.,
Winter
Summer
Cetane Number, min
Cetane Index , min
RCR on 10 % Residue
max.
Total Sulphur, wt.% max.
Polycyclic Aromatic
Hydrocarbon (PAH), wt.%
, max.
Distillation , 95 vol.%
Recovery@ oC, max.
Bharat-III
(current)
820-845
2.0-4.5
BharatIV
820-845
2.0-4.5
Euro- III
Euro- IV
820-845
2.0-4.5
820-845
2.0-4.5
35
3
15
35
-
35
-
51
46
0.3
51
-
51
46
0.3
51
48
0.3
0.035
11
0.005
11
0.035
11
0.005
11
370
360
360
360
thousands of
other products
called
weight (specific
gravity). Heavier crudes yield more heat upon burning, but have
lower API gravity and market price in comparison to light (or sweet)
crudes.
1.2.1 COMPOSITION OF CRUDE OIL
84-89
0.1-4.5
0.0-0.01
Paraffins
2.
Oleffins
3.
Naphthenes
6
4.
Aromatics
1.2.3.DISTILLATION COLUMN
virtually all petroleum refineries. It distills the incoming crude oil into
various fractions of different boiling ranges, each of which are then
processed further in the other refinery processing units.
The incoming crude oil is preheated by exchanging heat with some
of the hot, distilled fractions and other streams. It is then desalted to
remove inorganic salts (primarily sodium chloride).
Following the desalter, the crude oil is further heated by exchanging
heat with some of the hot, distilled fractions and other streams. It is then
heated in a fuel-fired furnace (fired heater) to a temperature of about
398 C and routed into the bottom of the distillation unit.
The cooling and condensing of the distillation tower overhead is
provided partially by exchanging heat with the incoming crude oil and
partially by either an air-cooled or water-cooled condenser. Additional heat
is removed from the distillation column by a pump around system as shown
in the diagram below.
9
1.2.5.MAJOR PRODUCTS
Petroleum products are usually grouped into three categories: light
distillates (LPG, gasoline, naphtha), middle distillates (kerosene, diesel),
heavy distillates and residuum (heavy fuel oil, lubricating oils, wax,
asphalt). This classification is based on the way crude oil is distilled and
separated into fractions (called distillates and residuum) as in the above
drawing.
Liquified
Naphtha
Diesel fuel
Fuel oils
Lubricating oils
Paraffin wax
Petroleum coke
11
LITERATURE REVIEW
12
2.LITERATURE REVIEW
2.1.GENERAL
Babich
and
Moulijin (2003)
reported
that
organosulfur
contains
mercaptans,
mainly the
aliphatic
organosulfur
compounds:
predominantly
contain
13
thiophennic
rings. These
compounds
include
thiophenes
their
benzthiophenes,
alkylbenzthiophenes,
as
dibenzothiophenes
well
as
(DBT)
polynuclear
organic
and
sulphur
most
rective
thiophene>BT>alkylated
to
least
BT>DBT
reactive);
and
thiophene>alkylated
alkylated
DBT
without
to ultra-deep
These
compounds
are
higher
molecular
weight
4-methyldibenzothiophene
(4-
the equation)
can be
16
For Ni-Mo catalyst both terms are important, and the removal of
the inhibitors has to be solves simultaneously in the rate equation.
Lappas et al.(1999) carried out hydrodesulfurisation of LCO and
SRGO blend in a continuous flow, trickle bed hydrotreating pilot plant unit
using a commercial Co-Mo catalyst and investigated the effect of operating
parameters
(temperature,
sulphur diesel
17
18
Table 2.1. Relative reaction rates and boiling points of various sulphur
species
Sulphur species
Relative Reaction
Boiling Point, oF
Rate
Thiophene
100
185
Benzothiophene
30
430
Dibenzothiophene
30
590
Methyl Dibenzothiophene
5
600-620
Dimethyl Dibenzothiophene
1
630-650
Trimethyl Dibenzothiophene
1
660-680
The basic reactions that take place during hydrodesulfurisaton are
as follows,
RH +H2S
Mercaptans
RSH + H2
Sulfides
Disulfides
Aromatics
19
reactive
compounds
(up
to and
including non-substituted
dibenzothiophene) has been removed. Typically, conventional Cobaltmolybdenum (Co-Mo) catalysts and low-to-moderate reactor pressure are
applied to favour this reaction mechanism.
Salvatore and Michael (2004) reported that removing sulfur from
most difficult compounds such as 4,6-dimethyldibenzothiophene, generally
follows the hydrogenation route. It is easier to break the sterically hindered
carbon-sulfur bond if one of the aromatic rings is first saturated. Saturating
the ring changes the molecules spatial configuration and makes the sulfur
atom more accessible to react with the catalysts active sites. After the
aromatic ring is hydrogenated, the sulfur atom can be removed via
hydrogenolysis. Nickel-molybdenum (Ni-Mo) catalysts and higher pressure
help promote the hydrogenation reaction mechanism.
20
have a relatively
higher
selectivity for
21
FEED USED
22
3.DIESEL
Diesel is produced from the fractional distillation of crude oil
between 200 C and 380 C at atmospheric pressure , resulting in a
mixture of carbon chains that typically contain between 8 and 21 carbon
atoms per molecule.
The
Stocks,
and cycloparaffins),
(ii) 25%
aromatic
hydrocarbons
(including
naphthalenes
and alkylbenzenes).
The average chemical formula for common diesel fuel is C12H23, ranging
approximately from C10H20 to C15H28.
3.3.DIESEL PROPERTIES
Sulphur content
Affects wear, depsits, and particulate emmissions. Diesel fuels
contain varying amounts of various sulphur compounds which increase oil
acidity. Legislation has reduced sulphur content of highway fuels to 05%
by weight. Off road fuel has an average of 0.29% sulphur by weight.
Cetane number
A measure of the starting and warm-up characteristics of a fuel. In
cold weather or in service with prolonged low loads, a higher cetane
number is desirable. Legislation dictates the Cetane Index shoud be 40 or
above.
Aromatic content
By definition, aromatic content is characterised by the presence of
the benzene family in hydrocarbon compounds that occur naturally in the
refining of diesel fuel. In the chemical
24
API gravity
Related to heat content, affecting power and economy. Gravity is an
indication of the energy content of the fuel. A fuel with a high density (low
API gravity) contains more BTU's per gallon than a fuel with a low density
(higher API gravity).
API gravity
141.5
specific gravity at 60 o F
131.5
60o F
Ash
Measures inorganic residues - The small amount of noncombustable metallic material found in almost all petroleum products is
commonly called ash. Ash content should not exceed 0.02 mass percent.
25
Water sediment
Affect the life of fuel filters and injectors. The amount of water and
solid debris in the fuel is generally classified as water and sediment. It is
good practice to filter fuel while it is being put into the fuel tank. More
water vapor condenses in partially filled tanks due to tank breathing caused
by temperature changes. Filter elements, fuel screens in the fill pump, and
fuel inlet connections on injectors must be cleaned or replaced when they
become dirty. These screens and filters, in performing intended function,
will become clogged when using a poor or dirty fuel and will need to be
changed more often. Water and sediments should not exceed 0.1 volume
percent.
Viscosity
Affects injector lubrication and atomization. The injector system
works most effectively when the fuel has the proper "body" or viscosity.
Fuels that meet the requirements of 1-D or 2-D diesel fuels are satisfactory
with Cummins fuel systems.
26
Carbon residue
Measures residue in fuel - can influence combustion. The
tendency of a diesel fuel to form carbon deposits in an engine can be
estimated by various tests to determine the carbon residue after 90% of
the fuel has been evaporated .
3.4.INFERENCE
It is found that
1.
GENERAL
HYDROCARBON
CHARACTERISTICS
O
1.
FORMULA
n-paraffins
CnH2n+2
Iso-paraffins
(Straight chain)
cetane number
CnH2n+2
(Branch Same sp.gr as 1 but lower
Cycloparaffins
chain)
CnH2n
CnH2n-6
CnH2n-12
2.
3.
4.
5.
Benzenes
Naphthalenes
power
2.
Smoking and Odor-high volatility will give better mixing and lower
4.
Ease of Handling-should have low pour point and viscosity for ease
of handling but high flash and fire point for safety and fire hazard.
5.
38
0.05
52
0.05
288
282
338
288
1.3-2.4
338
1.9-4.1
Ash, Max
Sulphur wt, max
0.01
0.05
0.01
0.05
D 445
D 2622
29
HYDROTREATING
4.1HYDROTREATING
for
treating
petroleum
fractions
naphthas,
from
middle
distillates, reformer feeds, residual fuel oil, and heavy gas oil) and other
petroleum (e.g., cat cracked naphtha, coker naphtha, gas oil, etc.) in the
30
4.2HYDROTREATING REACTIONS
The chemical reactions that are of primary interest in hydrotreating
include
1.
2.
3.
4.
5.
6.
Hydrodesulfurisation (HDS)
Hydrodenitrogenation (HDN)
Hydrodeoxygenation (HDO)
Hydrogenation of aromatic compounds
Saturation of olefins
Hydrodemetallation (HDM)
4.2.1.HYDRODESULPHURISATION
Hydrodesulfurization (HDS) is a catalytic chemical process widely
used to remove sulfur (S)
gasoline or petrol, jet fuel, kerosene, diesel fuel. The purpose of removing
the sulfur is to reduce the sulfur dioxide (SO2) emissions that result from
using those fuels in automotive vehicles, aircraft, railroad locomotives,
31
ships, gas or oil burning power plants, residential and industrial furnaces,
and other forms of fuel combustion.
R-S-R + 2H2 RH + RH +H2S
4.2.2.HYDRODENITROGENATION
The hydrogenolysis reaction is also used to reduce the nitrogen
content of a petroleum stream and removes as ammonia in a process
referred to as hydrodenitrogenation (HDN). The rate of HDN reaction
was little lower than the rate of HDS reaction.
R=N-R+ 3H2 RH + RH
4.2.3.HYDRODEOXYGENATION
During hydrotreating, oxygen compounds in the form of naphthenic
acids, phenols, alcohols, aldehydes etc were also removed as water vapour
from the feed.
R-O-R + 2 H2 RH + RH +H2O
4.2.4.HYDRODEMETALLATION
Metals like nickel, vanadium, iron, copper, sodium etc present in
traces get adsorbed over the catalyst
32
R-M + H2 + A RH + M-A
4.2.6.SATURATION OF OLEFINS
Olefins combines with hydrogen and get saturated
R=R + H2 HR-RH
4.3.UNDESIRABLE REACTIONS
The undesirable reactions that occur in hydrotreating are
1.
2.
Hydrocracking
Coking
molecules are adsorbed on the acidic site of the catalyst and reduce the
catalytic activity
Reaction temperature
Hydrogen partial pressure
Liquid hourly space velocity and
Hydrogen-to-oil ratio
Reaction temperature :
Reactor temperature has strong influence on hydrotreating
reactions. Increasing reactor temperature increases conversion of sulphur,
nitrogen and oxygen compounds. But increasing the reactor temperature
also increases the side reactions namely, hydrocracking and coking.
Hydrogen partial pressure
Hydrogen partial pressure can be increased by increasing the
hydrogen recycle rate or hydrogen purity at a given feed rate. Increasing
hydrogen partial pressure reduces coke formation by suppressing
polymerization and condensation reactions. Adequate hydrogen-to-oil ratio
is to be maintained to have desirable cycle length.
34
35
CATALYST USED
37
38
PROCESS FLOWSHEET
39
40
PROCESS DESCRIPTION
41
6.PROCESS DESCRIPTION
The experiments have been carried out in a pilot plant that
was designed and assembled to perform hydrotreating operation . The
reactor of this pilot plant is a 500 cm 3
pressure of 90Kg/cm2 . the flow chart
catalyst is done by
dimethyl disulfide (DMDS), which is added to the Isomax gas oil, and
circulated through the reactor bed.
This is performed to strengthen the activity and selectivity of
catalyst. To execute the procedure, an inert gas followed by a pure H 2
stream is fed to the reactor. Then the reactor temperature is raised to a
certain value.
42
43
Reducing throughputs
Reducing feed rates can decrease liquid hourly space velocities in
the reactor and thus increase the rates of hydrodesulphurisation and result
in lower product sulphur. The required throughput reduction is estimated to
be 8 times lower for the production of ULSD from a current level of 350
ppmw product sulphur making this option impractical.
45
Reactor internals
Reactor internals play a key role in improving the contact of the
reactant with the catalyst. Improper distribution of the reactants over the
catalyst will contribute to channelling through the catalyst bed, resulting in
an inefficient utilisation of the catalyst, development of hot spots and
premature catalyst deactivation due to coke formation. It was reported that
around one percent of bypassing of feed over catalyst an contribute 50 to
150 ppmw sulphur in the diesel product. Properly designed reactor internals
with good distribution of reactants over catalyst surface is necessary while
producing ultra low level of sulphur.
46
EXPERIMENTAL
DETAILS
47
7.EXPERIMENTAL DETAILS
Pilot plant studies were carried out to evaluate the performance of
DHDT catalyst.
The objective of the present work is to evaluate the DHDT catalyst
to study the effect of temperature on the performance of Diesel
hydrotreating catalyst.
The catalyst evaluation studies were carried out in a high pressure
catatest unit Procured from Vinci Technologies, France. The hydrotreating
reactions were carried out in co-current down flow mode of operation
without hydrogen recycle.
Feedstock Details
A straight run diesel sample collected from crude distillation
column was used in the pilot plant study. The characteristics of the straight
run
diesel
feed
are
presented
in
table
1.
Catalyst evaluated:
The DHDT catalyst is from procatalyse is NiO-MoO 3/Al2O3 type.
The characteristics of this catalyst are tabulated in table-2.
48
206
0.55
0.737
2.1
12.7
Max
18.0
Min
6.9
1.01
Ni O content ,wt %
4.2
Co O content ,wt %
Mo O3 content ,wt %
18.0
Properties
Reactor Temp,o C
LHSV , hr
Density @15o C
Operating conditions
310
320
330
0.7
0.7
0.7
0.8410 0.8392 0.8365
g/ml
API Gravity
36.8
o
Viscosity @ 40 C 4.47
,cSt
Cetane Index
52.9
Sulfur , ppmw
254
o
Aniline Point, C 76
ASTM D-86 Dist, Vol % ,o C
IBP
245
5
258
10
263
20
271
30
279
50
298
60
310
70
325
80
344
90
369
340
0.7
0.8345
350
0.7
0.8318
360
0.7
0.8289
37.1
4.34
37.7
4.32
38.1
4.21
38.7
4.19
39.3
4.13
53.4
137
76.5
54.4
88
78
55.7
67
79
56.7
55
81.5
57.7
42
83
241
256
261
269
277
297
309
324
342
368
238
253
259
268
276
295
308
322
344
366
235
255
261
269
277
296
307
323
341
365
233
254
259
267
276
295
307
322
340
364
232
249
256
265
273
293
305
320
339
362
7.1.EFFECT OF TEMPERATURE
The
between
77.7 Kg/cm2.
The tables show the effect of reactor temperature on product
sulfur hydrotreated over catalyst NiO-MoO 3/Al2O3
at a hydrogen-to-oil
ratio of 150L/L.
With catalyst and 77.7kg/cm2 reactor pressure, the product with a
sulfur content of
7.2.EFFECT OF PRESSURE
The data show that the increase in the reactor pressure improved
product quality. The API gravity and cetane number of the hydrotreated
products increased and the sulfur and aromatic contents decreased with
increased reactor pressure. The rate of hydrodesulfurisation reaction is
faster at higher pressure. The reason for this effect of pressure is considered
to be that the higher the pressure better is the contact between hydrogen,
and hydrocarbons and the catalyst. In general, the effect is considerably
weaker at higher pressures i.e., sulfur conversion decreases with increasing
pressure. However, very high pressures reduce the activity of the catalyst,
owing to the adhesion of carbon to its surface.
At higher operating pressures, the effect of pressure on sulfur
conversion
becomes
insignificant.
The
partial
pressure
and
the
52
7.4.EFFECT OF IBP
According to American Society for Testing and Materials
petroleum- analysis distillation procedures, the recorded temperature when
the first drop of distilled vapor is liquefied and falls from the end of the
condenser.
The initial boiling point in the feed is actually higher than that of
the product. So when the initial boiling point is taken for 5 vol % it has a
certain higher temperature and finally if the temperature is noted for 90
vol % certainly it will have a temperature less than the 5 vol %.
53
1 1
1
k(n 1)
n 1 n 1
Sp Sf
LHSV
where S is the sulfur content in the feedstock (wt%), S the sulfur content in
the product (w%). n the apparent reaction order and k is the kinetic
constant.
The data at various space velocities, temperatures and product
sulfur contents were used for kinetic data analysis and to determine the
following apparent reaction orders and activation energies.
Diesel indx
The Diesel Index indicates the ignition quality of the fuel. It is
found to correlate, approximately, to the cetane number of commercial
fuels. It is obtained by the following equation
54
Diesel Index
aniline po int
100
Diesel Index and cetane number are usually about 50. Lower values will
result in smoky exhaust
Cetane improvement
Cetane number or CN is a measurement of the combustion quality
of diesel fuel during compression ignition. It is a significant expression of
the quality of a diesel fuel. Cetane has improved significantly . as the
temperature is increased the cetane number is increased 52.9 to 57.7.
Cetane improvers
These are compounds that readily decompose to give free radicals
and thus enhance the rate of chain initiation in diesel combustion. They
promote fast oxidation of fuels and thus improve their ignition
characteristics. Chemical compounds such as alkyl nitrates, ether nitrates,
dinitrates of polyethylene glycols and certain peroxides are well known
cetane improvers. In general, however, in view of their low cost and ease
of handling, most commercial significance has been attached to different
primary alkyl nitrates.
Cetane index
55
56
DESIGN OF FEED
VESSEL & SEPERATOR
OF A PILOT PLANT
8.2.DESIGN CRITERIA
The Code design criteria consist of basic rules specifying the design
method, design load, allowable stress, acceptable material, and fabrication,
inspection certification requirements for vessel construction.The design
method known as "design by rule" uses design pressure, allowable stress,
and a design formula compatible with the geometry of the part to calculate
the minimum required thickness of the part. This procedure minimizes the
amount of analysis required to ensure that the vessel will not rupture or
undergo excessive distortion. In conjunction with specifying the vessel
thickness, the Code contains many construction details that must be
followed. Where vessels are subjected to complex loadings such as
cyclic, thermal, or localized loads, and where significant discontinuities
exist, the Code requires a more rigorous analysis to be performed. This
method is known as the "design by analysis" method.
8.3.SPECIFICATIONS
58
1.
2.
= (/4) d2 L
MATERIAL OF CONSTRUCTION:
1.
2.
18100.
3.
It can withstand temp of about 500 o C & pressure of about
150 Kg/cm2 .
59
TABLE8.4.Thickness calculation
DIMENSIONS
Design pressure
Design temperature
Inside radius
Maximum allowable stress
Joint efficiency (from table uw12)
Circulated thickness (circular stress)
Circulated thickness (longitudinal stress)
Internal corrosion allowance
External corrosion allowance
Total thickness
Desired thickness
UNIT
Kg/cm2
o
C
Mm
PSI
%
Mm
Mm
Mm
Mm
Mm
Mm
VALUES
3
150
100
18100
0.7
3.42
1.71
0
1.25
4.67
12
UPTO
SS 316
SS 316L
SS 304
MS
100OF
200
300
400
37.7OC
93.33
148.89
204.44
18800
18400
18100
14100
12700
11700
15700
14100
12900
11500
11500
11500
60
500
600
650
700
750
800
850
900
950
260.00
315.56
343.33
371.11
398.89
426.67
454.44
482.22
510.00
18000
17000
16700
16300
16100
15900
15700
15600
15400
10900
10400
10200
10000
9800
9600
9400
12100
11400
11200
11100
10800
10600
10400
10200
10000
11500
11500
11500
11500
25.4 =
3.42
Total thickness :
(C.T.C+I.C.A+E.C.A)
(3.42+ 0 + 1.25 ) = 4.67
61
External pressure : 0
62
bottom
of
the
vessel,
where
it
is
withdrawn.
In low
63
SPECIFICATIONS
1.
Operation : Continous
2.
gas.
3.
4.
5.
6.
7.
: 1 lt
: 165/90 = 1.8
: 165 mm
Diameter : 90 mm
: SS316.
8.8.Thickness calculation
DIMENSIONS
Design pressure
Design temperature
Inside radius
Maximum allowable stress
Joint efficiency (from table uw12)
Circulated thickness (circular stress)
Circulated thickness (longitudinal stress)
Internal corrosion allowance
External corrosion allowance
Total thickness
Desired thickness
UNIT
Kg/cm2
o
C
Mm
PSI
%
Mm
Mm
Mm
Mm
Mm
Mm
VALUES
77.7
400
45
18100
0.7
1.6
1.6
0
1.25
2.85
12
((M.A.S*J.E) 0.6*D.P*14.5))*25.4
(
((D.P*14.5)*(I.R/25.4)/((2*M.A.S*J.E) + (0.4*D.P*14.5))*25.4
((77.7*14.5) * (45/25.4) / ((2*18100*0.7) +(0.4*77.7*14.5))*25.4 = 1.6
Total thickness :
(C.T.C+I.C.A+E.C.A)
(1.6+ 0 + 1.25 ) = 2.85
External pressure : 0
65
66
Applications
1.
67
RESULTS &
DISCUSSIONS
68
1.
CONCLUSIONS
The pilot plant studies help in concluding the demand less than
50ppm product sulphur can be achieved from high sulphur Raw Diesel
Sample. The Cetane improvement is remarkable from Diesel feed which
has high aromatic content.
APPENDIX
2)
3)
3o C at which the oil is observed to flow when cooled and examined under
prescribed conditions.
The Pour Point was determined using Pour Point apparatus. The
Pour Point is an index of the lowest temperature of its utility for certain
applications.
After preliminary heating, the sample was cooled at a specified rate
and examined at intervals of 3o C for its flow characteristics. The lowest
temperature at which movement of the sample occurred was observed and
recorded as the pour point.
70
4)
5)
6)
71
is
made
for
determining
the
proper
operating
7)
8)
20L
9)
73
ANTEK
N2
10)
86)
The distillation characteristics of the sample were determined using
ASTM D-86 Distillation apparatus.
A 100 mL specimen of the sample was distilled under prescribed
conditions. The distillation was performed in a laboratory batch distillation
unit at ambient pressure under conditions that were designed to provide
approximately one theoretical plate fraction. Systematic observations of
temperature readings and volumes of condensate were made. The volume
of the residue and the losses were also recorded.
At the conclusion of the distillation the observed vapor
temperatures can be corrected for barometric pressure and the data were
examined for conformance to procedural requirements, such as distillation
rates. The test was repeated if any specified conditions have not been met.
Test results are commonly expressed as percentage recovered and
corresponding temperature in a table.
74
REFERENCES
References
75
1. Babich I.V. and Moulijn J.A. (2002), science and technology of novel
processes for deep sulfurisation of oil refinery streams : a review, fuel,
vol.82,pp.607-631.
2. Bhaskar M.,
Eng.Chem
Res., Vol.43,pp.6654-6669.
5. Chunshan Song (2003), An overview of
desulfurization for ultra-clean gasoline, diesel fuel and jet fuel, Catalysis
today , Vol.86,pp.211-263.
6. Lamourelle A.P and Nelson D.E.(2001), Ultra low aromatic diesel,
Petroleum Technology Quarterly , june 2001.
7.
76
8.
77