FAME The Saga Continues

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Clinton Watts
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1 Don t lose focus PRODUCT QUALITY MATTERS! FAME The Saga Continues IATA Fuel Forum November 4-6, 2010 Los Angeles, CA USA

2 Progress is in the eye of the beholder Joint Industry Project to approve 100 ppm FAME moving forward (tentative completion in 4Q10) Aviation OEMs have defined an Emergency Clearance Procedure to sustain airport flight operations if the [FAME] is between 5 & 30 ppm (JIG Bulletin in preparation) EI test methods to measure FAME published with precision statements (GC-MS, HPLC-ELSD & FIJI) Ballot to list FAME as an incidental material in ASTM D 1655 closes 24 May AFC ExCo to decide how impending 100 ppm FAME approval will be implemented in Defence Standard

BUT As the percentage of FAME increases to comply with legislative mandates, the

3 100 ppm FAME approval will not be salvation 100 ppm approval provides a much needed cushion to reduce the risk of a supply disruption, airport disruption or stock-out, BUT As the percentage of FAME increases to comply with legislative mandates, the cushion begins to shrink Normal performance checks will not detect FAME at 5, 100 or 400 ppm! 3

4 To test or not to test that is the question Please no more letters requesting guarantees for zero FAME! We are doing our best but cannot guarantee <5 ppm in every batch delivered to airports. Why not? Why can t you test for FAME before releasing fuel to an airport? It depends on the location but reasons include: Availability of equipment - is there a local lab with the kit to measure FAME? Turnaround time - can the FAME result be provided fast enough without impacting airport operations? Cost of testing - FAME testing is not cheap why do it if the risk of contamination is nil? FAME testing should be based on risk, and the only way to determine if the risk justifies testing is by conducting a FAME risk assessment! 4

Is FAME blended at the Refinery? Is FAME imported by ship? Are jet & biodiesel imported/exported through shared lines/manifolds or loading arms? Valve integrity?

Multi-product pipelines & vessels what about pumps, manifolds, meters, proving loops, dead legs, valve integrity? Change of grade procedures?

Refinery Primary Transport [P/L, Ship, Road, Rail] Knowledge & Awareness Careful! of the FAME risk is Supply the & Distribution key!

5 Is FAME blended at the Refinery? Is FAME imported by ship? Are jet & biodiesel imported/exported through shared lines/manifolds or loading arms? Valve integrity? Supply chain risk review do Dedicated transportation? you know where the weak points are? Multi-product pipelines & vessels what about pumps, manifolds, meters, proving loops, dead legs, valve integrity? Change of grade procedures? Dedicated/segregated system? Interface management? Is biodiesel stored/blended here? What about pumps, manifolds, meters, dead legs, valve integrity? Refinery Primary Transport [P/L, Ship, Road, Rail] Knowledge & Awareness Careful! of the FAME risk is Supply the & Distribution key! Facility Secondary Transport [P/L, Barge, Road, Rail] Dedicated transportation? Change of grade procedures? Are truck pump-offs common? Airport Depot No need to test at the airport if we mitigate the upstream risks! A good RA provides assurance that fuel will be <5 ppm here Into-Plane 5

6 Multi-product receipt manifold What is wrong with this multiproduct receipt manifold? What QC scheme would you put in place for aviation fuel deliveries? The interface line at this position does What not modification clear the previous would you make to fix matters? material from the manifold. Interface lines must never leave the pipeline before Super segregated Unleaded Premium Unleaded product off-take points. Jet A1 Diesel Interface Line Pipeline In 6

7 Multi-product receipt manifold What is wrong with this multiproduct receipt manifold? What QC scheme would you put in place for aviation fuel deliveries? This design sweeps the manifold volume past all the What modification would you make to fix matters? product offtake points so the line is cleared of previous product before accepting the TK1 Interface aviation batch. TK4 TK2, 3 This is also essential to stop high sulfur jet fuels from contaminating ULSD. TK5, 7 TK6 The QC scheme should include regular batch testing for FAME to confirm the flushing procedure effectively displaces previous product. 7

8 Coaster stowage What is wrong with this stowage plan? What QC scheme would you put in place for aviation fuel loading/discharge? What modification would you make to fix matters? The ship is a small coaster with 5 storage tanks and 3 manifolds. Each manifold can deliver to all tanks. Each manifold is correctly segregated from the others. Looking at the manifolds, why Previous Three voyages Previous use a manifold previously 2nd 3rd Grade Volume Manifold Order of Load Grade in lines containing Tank Previous diesel? Previous It makes Previous much 1 better Diesel sense Diesel to use Kerosene manifold C. The ship proposed JET A1 500 B The 1 crew Diesel wants to load Jet this into sequence 2 Petrol to reduce Petrol Petrol loading TK1 where the previous cargo time at loadport due to line Diesel 1500 C 1 Kerosene 3 Diesel Diesel Gas Oil The quality control scheme would was include diesel. a Given cargo size configuration. & Often an inspector FAME Petrol test of 700the ship s Bcomp or first 2 Jet A1 Heavy Heavy compatibility, foot TK5 is a much must 4 be familiar EM PTY with the entire Fuel Oil Fuel Oil after load to confirm no cross contamination. Proposed Stowage better choice. supply chain to be aware of Use the FAME golden rules : these 5 issues Kerosene & make Kerosenethe Gas correct Oil Cargo Tank recommendations. 1 never load aviation fuel into a tank previously containing biodiesel Cargos to Carry Heavy Fuel Oil 800 A 1 Heavy Fuel Oil Diesel H.F.O. Diesel Petrol JET A1 never load aviation fuel through a manifold previously containing biodiesel

9 Multi-product pipeline trial Here is a schematic of a multiproduct pipeline. The pipeline has run successfully for many years with no quality issues. One of the shippers (Refinery A) wants to introduce biodiesel. CONFIGURATION INTERMEDIATE TERMINAL (IT) AVIATION IMPORRT TERMINAL(AIT) Pumps & meter loop AVIATION TERMINAL B (ATB) REFINERY AVAITION TERMINAL A (ATA) GROUND FUELS TERMINAL (GFT) 9

10 Pipeline volumes AIT to main pipeline: 100m 3 Refinery to main pipeline: 500m 3 Main pipeline to IT: 5000m 3 IT to ATA: 2000m 3 IT to GFT junction: 5000m 3 GFT junction to GFT: 100m 3 GFT junction to ATB: 2000m 3 100m3 5000m3 5000m3 2000m3 AIT 500m3 IT 100m3 ATB 2000m3 GFT Refinery ATA 10

11 Each week the pipeline must handle: Grade Volume (m 3 ) Source Destination Jet A AIT ATB Jet A AIT ATA Diesel Refinery GFT Gasoline Refinery GFT Gas Oil (marked) 3500 Refinery GFT Kerosene 3500 Refinery GFT 11

12 Pipeline equipment Once each week the meter proving loop must be used to verify the volumes entering the pipe. A different grade must be checked each week. The pump used is changed each week so each pump is used in rotation FROM AIT & REFINERY P1 TO MAIN PIPE P2 P3 METER PROVING LOOP 12

13 Other pipeline equipment In summer, the volume of diesel, Jet and gasoline increases by 10% so a booster pump is used at IT terminal to speed up deliveries. It must run for 10 hours a week and speeds up the pipeline to 500m 3 /hour FROM AIT AND REFINERY TANKS TO ATA and ATB Booster Pump 13

14 Design a pipeline trial Design a pipeline trial to verify if biodiesel can be carried on the pipeline. What exact sampling and testing must be completed? How many samples? Tested for what properties? What rules must be added to the pipeline procedures to ensure biodiesel contamination of Jet A1 is always <5ppm? What sequence may products be pumped in? What restrictions must be applied to pipeline equipment? What happens in case of emergency if rules cannot be followed? 14

15 Final recommendations based on 2 trials 15

Guidance on Changes to ASTM D1655 and Def Stan to Increase Allowable FAME Limits to 50 mg/kg

Guidance on Changes to ASTM D1655 and Def Stan 91-91 to Increase Allowable FAME Limits to 50 mg/kg The latest revisions to the two major western jet fuel specifications, ASTM D1655-15 (primarily used in