SIST-TP CEN/TR 16389:2012
(Main)Automotive fuels - Paraffinic diesel fuel and Background to the parameters required and their limits and determination
Automotive fuels - Paraffinic diesel fuel and Background to the parameters required and their limits and determination
This Technical Report explains the requirements and test methods for marketed and delivered paraffinic diesel from synthesis (XTL) or hydrotreatment (HVO) and of blends thereof with fatty acid methyl esters (FAME) according to European fuel specifications. It provides background information to judge the (approval of the) final text of the standard and gives guidance and explanations to the producers, blenders, marketers and users of paraffinic automotive diesel.
Kraftstoff für Kraftfahrzeuge - Paraffinischer Dieselkraftstoff und Kraftstoff-Mischungen - Hintergrund zu den erforderlichen Parametern, den entsprechenden Grenzwerten und deren Bestimmung
Carburants pour automobiles - Gazole paraffinique - Historique sur la définition des paramètres requis, de leurs limites et de leurs déterminations respectives
Goriva za motorna vozila - Parafinsko dizelsko gorivo in izhodišča zahtevanih parametrov, mejnih vrednosti in določevanja
To tehnično poročilo pojasnjuje zahteve in preskusne metode za parafinsko dizelsko gorivo iz sinteze (XTL) ali postopka s hidrogeniranjem (HVO) in za mešanice tega goriva z metilnimi estri maščobnih kislin (FAME) v skladu z evropskimi specifikacijami za gorivo pri prodaji in dobavi. Zagotavlja dodatne informacije za oceno (odobritve) končnega besedila standarda ter navodila in pojasnila za proizvajalce, pripravljavce mešanic, trgovce in uporabnike parafinskega dizelskega goriva za motorna vozila.
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TP CEN/TR 16389:2012
01-oktober-2012
*RULYD]DPRWRUQDYR]LOD3DUDILQVNRGL]HOVNRJRULYRLQL]KRGLãþD]DKWHYDQLK
SDUDPHWURYPHMQLKYUHGQRVWLLQGRORþHYDQMD
Automotive fuels - Paraffinic diesel fuel and Background to the parameters required and
their limits and determination
Kraftstoff für Kraftfahrzeuge - Paraffinischer Dieselkraftstoff und Kraftstoff-Mischungen -
Hintergrund zu den erforderlichen Parametern, den entsprechenden Grenzwerten und
deren Bestimmung
Carburants pour automobiles - Gazole paraffinique - Historique sur la définition des
paramètres requis, de leurs limites et de leurs déterminations respectives
Ta slovenski standard je istoveten z: CEN/TR 16389:2012
ICS:
75.160.20 7HNRþDJRULYD Liquid fuels
SIST-TP CEN/TR 16389:2012 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TP CEN/TR 16389:2012
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SIST-TP CEN/TR 16389:2012
TECHNICAL REPORT
CEN/TR 16389
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
August 2012
ICS 75.160.20
English Version
Automotive fuels - Paraffinic diesel fuel and blends -
Background to the parameters required and their respective
limits and determination
Carburants pour automobiles - Gazole paraffinique - Kraftstoff für Kraftfahrzeuge - Paraffinischer Dieselkraftstoff
Historique sur la définition des paramètres requis, de leurs und Kraftstoff-Mischungen - Hintergrund zu den
limites et de leurs déterminations respectives erforderlichen Parametern, den entsprechenden
Grenzwerten und deren Bestimmung
This Technical Report was approved by CEN on 9 July 2012. It has been drawn up by the Technical Committee CEN/TC 19.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2012 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16389:2012: E
worldwide for CEN national Members.
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CEN/TR 16389:2012 (E)
Contents Page
Foreword .3
1 Scope .4
2 Normative references .4
3 Summary of the XTL-HVO taskforce work .4
4 Record of the work to date .5
4.1 Context .5
4.2 Paraffinic diesel fuel and FAME blending Task Force .6
4.3 Planning .6
5 The draft paraffinic diesel fuel specification .7
5.1 Parameters included .7
5.2 Considerations on the parameters .8
5.2.1 Cetane number .8
5.2.2 Density .9
5.2.3 Flash point . 10
5.2.4 Viscosity . 10
5.2.5 Distillation characteristics . 11
5.2.6 Lubricity . 13
5.2.7 Total aromatics content . 14
5.2.8 Sulfur content . 14
5.2.9 Contamination . 15
5.2.10 Copper strip corrosion . 16
5.2.11 Oxidation stability . 16
5.2.12 FAME . 17
5.2.12.1 FAME content . 17
5.2.12.2 FAME contamination issues . 17
5.3 Parameters considered and not included in the draft specification . 18
5.3.1 Poly-cyclic aromatic hydrocarbon and olefin content . 18
5.3.3 Cetane index . 20
6 Conclusions . 20
7 Acknowledgement . 20
Bibliography . 21
2
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CEN/TR 16389:2012 (E)
Foreword
This document (CEN/TR 16389:2012) has been prepared by Technical Committee CEN/TC 19 “Gaseous and
liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of
which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document presents all decisions that led to the proposed draft of CEN/TS 15940 in order to support the
enquiry ballot. This document includes all decisions that have been taken following comments and further
investigations leading to the effective publication of the specification for paraffinic diesel from synthesis (XTL)
or hydrotreatment (HVO).
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CEN/TR 16389:2012 (E)
1 Scope
This Technical Report explains the requirements and test methods for marketed and delivered paraffinic diesel
from synthesis (XTL) or hydrotreatment (HVO) and of blends thereof with fatty acid methyl esters (FAME)
according to European fuel specifications. It provides background information to judge the (approval of the) final
text of the standard and gives guidance and explanations to the producers, blenders, marketers and users of
paraffinic automotive diesel.
NOTE 1 This document is directly related to the development of CEN/TS 15940 and will be updated once further
publications take place.
NOTE 2 For the purposes of this document, the term “% (m/m)” and “% (V/V)” are used to represent the mass
fraction, µ, and the volume fraction, φ, respectively.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 590:2009/A1:2010, Automotive fuels – Diesel – Requirements and test methods
1)
EN 14214:2012 , Liquid petroleum products — Fatty acid methyl esters (FAME) for use in diesel engines and
heating applications — Requirements and test methods
CEN/TS 15940, Automotive fuels — Paraffinic diesel fuel from synthesis or hydrotreatment — Requirements
and test methods
3 Summary of the XTL-HVO taskforce work
Following the 68th CEN Technical Board meeting, CEN/TC 19 had been requested to check eventually existing
conflicts between the scope of work as proposed for Workshop 61 on "Automotive fuels - Blends of paraffinic
diesel from synthesis (XTL) or hydrotreatment (HVO) and fatty acid methyl esters (FAME) - Requirements and
test methods". At a CEN/TC 19/WG 24 meeting on 30 November 2010, the consensus was that there was a
possible conflict between EN 590 and the Workshop 61. The advice to both the proposers and CEN/TC 19 was to
take upon the work on XTL/HVO. A TF under WG 24 was established in order to address the matter and also
allowing specific paraffinic diesel fuel and engine experts to exchange information.
On 13 December 2010, the workshop 61 proposers had a teleconference with the TC Chairman and Secretary on
the way forward for the agreed upon TF under WG 24. In the spirit of harmonisation, they thought it advisable that
the already existing CWA 15940 should also be revised. That document had been developed in 2007 – 2009 by a
CEN Workshop 38 and was meant for dedicated fleet usage. As already in 2010, XTL product were already
reaching the EU and certain fleets had expressed interest in purchases on the basis of CWA 15940, the
CWA would need to stay in place until any revisions had been completed.
Hence, a proposal to accept the idea of Workshop 61 as an active work under CEN/TC 19, followed by a revision
of CWA 15940 was balloted. At the plenary meeting of May 2011, CEN/TC 19 accepted the two proposals for new
work. In view of the time pressure, the paraffinic diesel - FAME blends needed to be specified via a CEN/TS.
The work on the specifications was developed during a series of Paraffinic diesel fuel and FAME blending Task
Force (TF XTL-HVO) meetings between May and November 2011, and is presented by means of this Technical
Report. The draft technical specification, now referenced by the identification CEN/TS 15940, comprises a set of
properties and limit values to define an adequate quality of the paraffinic diesel fuel and recommendations for
precautions to be taken.
1) Under publication
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Discussion in the TF started with the task to handle only blends with FAME; CWA 15940 was to remain for the
short term as an assurance for the industry for a non-FAME containing product. This meant that the actual
situation from 0 % to 7 % as in EN 590 was copied. Because CWA 15940 allowed limited FAME blending for
lubricity, the TF concluded that distinguishing (for instance via classes) between no FAME and up to 7 %
FAME would be highly artificial. Therefore, a suggestion to CEN/TC 19 was made to draft the CEN/TS as a
replacement of CWA 15940 and to use it for up to 7 % blending.
It should be noted that the draft standard has been considered on the basis of the FAME blend component
specification EN 14214:2012 (FAME) and the last version of the EN 590 (diesel) standard. Revision discussion on
those documents has been included in the discussions. However CEN/TS 15940 still contains some pending
issues, which are noted as such in the text of this Technical Report.
Many of the test methods proposed by the test methods experts are being examined to determine their
applicability to paraffinic fuel and to determine if their precision is sufficient to support the limit values proposed.
This activity is being undertaken in several other CEN working groups where the specialists in methods are
present.
4 Record of the work to date
4.1 Context
From an environmental perspective, paraffinic diesel is a high quality, clean burning fuel with virtually no sulfur
and aromatics. Paraffinic diesel fuel can be used in existing diesel engines, substantially reducing regulated
and unregulated emissions. In order to have the greatest possible emissions reduction, a specific calibration
may be necessary. Paraffinic diesel fuel will also offer a meaningful contribution to the target of increased non-
petroleum/renewable content in transportation fuel pool.
As some production processes result in a fuel containing cyclo-paraffins, next to n paraffins and iso paraffins,
they show different cetane number compared to other paraffinic diesel fuels. Hence, two classes, showing
improved ignition quality compared to regular diesel fuel, have been defined. Both are intended for use in
dedicated diesel vehicle fleets.
Worldwide, energy policy makers are increasingly keen to move away from petroleum-based fuels to more
diverse or renewable sources of energy for reasons of environmental protection, energy security and
continued economic development. Amongst the available solutions are the synthetic paraffinic fuels, already
discussed in a CEN workshop WS 38, which led to the workshop specification CWA 15940. Typical production
processes, covered by that workshop, are:
1) Fischer Tropsch synthesis (XTL),
2) Hydrotreatment of vegetable oils (HVO), and
3) Conversion of olefins to distillates (COD).
The WS 38 activity in 2007 to 2009 covered the requirements and test methods for the B0 variants of
paraffinic fuels (where B0 indicates no addition of FAME components). However, against the background of
the EU Renewable Energy Directive (RED, 2009/28/EC [1]) and also the latest EN 590 regular diesel
specification which allows B7 FAME blends, there is now a pressing requirement to allow for Bx variations of
those paraffinic fuels, which are not already classified as being from renewable resources.
Allowing a Bx variant of paraffinic diesel up to B7, in the same way that the EN 590 specification allows for
refinery diesel up to B7, would have the following advantages:
a) Gives flexibility of synthetic diesel supply within EU against the backdrop of both the Renewable Energy
Directive and the Fuels Quality Directive (2009/30/EC [2]), which demand total fuel supply contains
certain percentages of bio-components, to decrease fossil energy usage.
b) Brings a synthetic diesel CWA specification totally in line with the EU refinery diesel specification EN 590.
5
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CEN/TR 16389:2012 (E)
The original intention of CEN/TC 19 was to redraft the CWA into a CEN Technical Specification for the FAME
blend up to 7 %, based on the publication of EN 14214 and EN 590. The aim of the TF was to keep the
specification simple and straightforward, allowing blends to be introduced in the market for dedicated vehicles
or fleets. The original idea was to ensure basic car functionality, for which the existing CWA succeeded. From
the beginning it was felt advantageous for the market to first draft a FAME blend specification and thus not
immediately replace the CWA. However, because technically one could not sufficiently distinguish the two and
any "no-FAME" guarantee could only be given in a purchase contract, it was decided to continue on the path
of replacing the CWA by a specification for paraffinic diesel fuel in general, assuming it could be blended up to
7 % (V/V) of FAME.
This document is the report on the work to date carried out by the TF XTL-HVO towards establishing a
European Technical Specification for paraffinic diesel – FAME blends.
4.2 Paraffinic diesel fuel and FAME blending Task Force
CEN, requested CEN/TC 19/WG 24 to convene a task force and begin work on a draft paraffinic diesel fuel
and FAME blend standard. A call was made to the industries concerned for experts to participate in the TF
XTL-HVO. The experts that have contributed to the work during the years are listed in Table 1.
Table 1 — Membership of the taskforce
Name Organisation Country
Andras Hollo MOL MSZT
Andreas Eklund EcoPar SIS
Benoit Engelen Total NBN
Gérald Crépeau PSA AFNOR
Jörg Ullmann Robert Bosch DIN
Jose Gomez-Martinech Cepsa AENOR
Ludivine Pidol IFP AFNOR
Markku Kuronen Neste Oil SFS
Pascal Manuelli Total AFNOR
Piet Roets Sasol TC19
Richard Clark Shell NEN
Róbert Auer MOL MSZT
Sören Eriksson Preem SIS
Thierry Chapus IFP AFNOR
Thomas Wilharm ASG Analytik-Service DIN
Ulrich Nowak MB Holding UPEI
Wolfgang Dörmer BP Europe SE Global Fuels Technology DIN
Wolfgang Lueke * Shell NEN
The task force has met on the following occasions:
0) 24 October 2010, Brussels, kick-off meeting WS 61
1) 6 May 2011, Brussels, first meeting
2) 7 June 2011, Brussels, second meeting
3) 21 July 2011, Paris, third meeting
4) 7 September 2011, Brussels, fourth meeting
5) 7 November 2011, Brussels, fifth meeting
4.3 Planning
The initial planning of the paraffinic diesel fuel specification was: CEN/TS enquiry text to be provided to
WG 24 in November 2011, enquiry ballot to start in February 2012, comments to be handled July 2012 and
the final text to be delivered to CEN/CMC in October 2012.
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CEN/TR 16389:2012 (E)
The draft paraffinic diesel fuel specification
5
5.1 Parameters included
The original CWA had been established for dedicated vehicle use, although it was at that time felt that there would
be no need to exclude other uses as long as someone would guarantee the engine functioning. The first scope of
work given to the task force was to present a specification for captive fleets. At the third meeting that limitation
was accepted and it was suggested copying the captive fleet description of the B30 TF. As it presented some
further understanding difficulties towards the original CWA scope, that was reformulated into: "This document
specifies requirements and test methods for marketed and delivered paraffinic diesel fuel blended with fatty acid
methyl ester (FAME) up to a level 7 % (V/V), for use in diesel engine vehicles. Paraffinic diesel fuel originates from
synthesis or hydrotreatment processes."
All parameters discussed in this document are either based on the paraffinic nature of the XTL and HVO (and
thus of importance for the replacement of CWA 15940) and on the introduction of FAME complying with
EN 14214 as a blending component (thus specific to the Bx-blend specification).
The parameters chosen by the TF are those presented in Table 1 (general requirements) and in 5.7 (seasonal
th
requirements) of CEN/TS 15940:2012. After the 4 meeting, all-but-two of the parameters were agreed upon in
full consensus, where the seizure and cavitation prevention needed further clarification from outside the taskforce.
All the test methods applicability had been checked within CEN/TC 19 or are under improvement process (like
EN 116). An overview of the assessment is presented in Table 2, the last three columns. These respectively
present an idea on the applicability of the test method as is, where a test method revision is needed to incorporate
paraffinic diesel fuel in the scope or where an assessment by a full Round Robin study is required.
NOTE 1 Exact references to the test methods are given in CEN/TS 15940.
NOTE 2 Parameters not included are presented in 5.3.
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Table 2 — Test methods' assessment
Property Unit Test method
Applicability Precision Assessment
not needed
available
Cetane number EN ISO 5165 X X
a
EN 15195 X X
3
Density at 15 °C kg/m EN ISO 3675 X
EN ISO 12185 X
Flash point °C EN ISO 2719 X
2
Viscosity at 40 °C mm /s EN ISO 3104 X X
Distillation °C or EN ISO 3405 X
% recovered
b
Lubricity, corrected wear scar µm EN ISO 12156-1 X X
diameter (wsd 1,4) at 60 °C
FAME content % (V/V) EN 14078 X X
Total aromatics content % (m/m) EN 12916 X X
SIS 155116 X X
c
Sulfur content mg/kg EN ISO 20846 X X
c
EN ISO 20884 X X
Carbon residue % (m/m) EN ISO 10370 X X
(on 10 % distillation residue)
Ash content % (m/m) EN ISO 6245 X
Water content mg/kg EN ISO 12937 X
b
Total contamination mg/kg EN 12662 X X
Copper strip corrosion rating EN ISO 2160 X
(3 h at 50 °C)
3
Oxidation stability g/m EN ISO 12205 X
h EN 15751 X
b
CFPP °C EN 116 X X
Cloud point °C EN 23015 X
b
Cetane index EN ISO 4264 [3] X
a
Depending on the outcome of the work of CEN/TC 19/WG 35
b
Method under revision
c
Depending on the outcome of consultation of CEN/TC 19/WG 27
5.2 Considerations on the parameters
5.2.1 Cetane number
Cetane number is a measure of the compression ignition behaviour of a fuel; it influences cold startability,
exhaust emissions and combustion noise. The cetane number is measured on a test engine or determined by
DCN equipment and reflects the combination of the natural self-ignition properties and the effects of cetane
improver additives.
The choice of 2 different classes originates from the aspect of the differences between the processes that
result in different chemical composition. The processes are the low-temperature and high-temperature
Fischer-Tropsch (LTFT and HTFT). Because, a higher cetane number is an advantage for some applications,
the specific distinction between regular diesel class (minimum cetane of 51) and a high-cetane fuel (minimum
70) has been incorporated in the CEN/TS.
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As the composition of LTFT GTL is highly paraffinic, the linear paraffins of these diesel fuels have very high
cetane numbers, in excess of 73. Generally, a high cetane number leads to a reduction in white smoke, noise,
engine misfire, emissions and improve cold starting in some engines, especially in engines without pilot
injection. HTFT GTL will in general be produced with a cetane between 52 and 65. A clear cut for the LTFT
and HVO processes was 70, it being a clear identification of the products advantage. The number has been
based on good experience, also looking at the test method's precision. In earlier discussions in the CWA a
maximum cetane had been considered by the OEMs, but such would at this stage be difficult to correctly
measure.
In the CWA 15940 the goal was to clarify that the product had an improved cetane. Therefore originally a
minimum of 55 had been included. The OEMs wished to have a certain band in order to tune the engine
where possible. The original band was 55 to 70. Because 55 was really borderline for the HTFT producers,
the minimum was lowered to 51 and the maximum to 66 in order to preserve the band width.
At the fourth meeting, of the new TF, the classes were reviewed. Based on the test method precision the two
classes cannot correctly be distinguished. With the four points gap, it might happen that a producer has a
correct product for the high cetane class, but cannot constantly measure 68 due to the test method
imprecision. At such moment the producer would not be be allowed to sell a correct product. The taskforce
agreed to remove the middle ground and to delete the maximum on class B (regular cetane).
The effective correlation between DCN and CN for regular diesel and paraffinic diesel fuel is still under study.
Pending further clarification within CEN/TC 19, the limits need to be assessed again.
5.2.2 Density
Paraffinic diesel fuel density is often lower than a diesel fuel in the field. FAME density is higher than that of
fossil diesel fuel, with the specific values depending on fatty acid composition and purity. Most batches of
FAME contain only about ten different molecules with densities usually within a very narrow range.
Contamination can significantly affect FAME density, so this property can be used to indicate contamination
by some unwanted compounds and to monitor fuel quality.
The diesel fuel injection is controlled volumetrically or by timing of the solenoid valve. Variations in fuel density
(and viscosity) result in variations in engine power and, consequently, in engine emissions and fuel
consumption. Therefore, in order to optimise engine performance and tailpipe emissions, OEMs prefers both
minimum and maximum density limits be defined in a fairly narrow range. Moreover, the (volumetric) injection
quantity is a control parameter for other emission control systems like the exhaust gas recirculation (EGR).
Variations in fuel density therefore result in non-optimal EGR-rates for a given load and speed point in the
engine map and, as a consequence, influence the exhaust emission characteristics.
Car makers prefer a narrow range of density for a good driveability. For durability a minimum limit and for
exhaust emission a maximum limit is important, therefore the range should be maximum 40 points.
Generally, FAME is known to have density values in the region of 0,880 kg/l, which are higher than the density
values of paraffinic diesel fuels such as LTFT diesel. Therefore, it is expected that the blending of most FAME
fuels with paraffinic diesel fuels will increase the density of the resulting blends. Work carried at Sasol on
blends of FAME and (LTFT) paraffinic diesel confirmed that the density of the resulting blends is higher than
the paraffinic diesel (see Table 3 and Figure 1).
At the fifth TF meeting, information was presented by one producer that density ranges for some production
3
facilities will be just below the 770 kg/m lowest limit of class A. In order not to unnecessarily exclude any
3
actual paraffinic diesel process routes, the group agree to lower the limit to 765 kg/m . As this differs from
earlier ranges, it may create additional validation needs.
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3
Table 3 — Density examples (in kg/m ) for paraffinic diesel FAME blends
Diesel FAME blends
% (V/V) FAME
FAME blend 0,0 0,5 1,0 5,0 7,0 10,0 20,0
stock density
881,1 769,5 770,1770,7775,5777,6781,4793,2
879,4 769,5 770,1770,7774,8777,7781,2792,9
Key
♦ soy X-axis FAME content (% (V/V) )
2
■ rapeseed Y-axis density at 15 °C (kg/mm )
Figure 1 — Density of paraffinic diesel and FAME blends
5.2.3 Flash point
The flash point temperature is the minimum temperature at which the fuel will ignite (flash) on application of an
ignition source under specified conditions. It is used to classify fuels for transport and storage according to
hazard level; minimum flash point temperatures are (legally) required for proper safety and handling of the
fuel. Flash point varies inversely with the fuel’s volatility, and FAME’s flash point can decrease rapidly as the
amount of residual alcohol increases.
Flashpoint is a legal requirement for diesel grade fuels. Flash point of a diesel fuel is defined as the lowest
temperature at which fuel vapours above the liquid will ignite upon exposure to an ignition source. As the flash
point of a diesel fuel is associated with the light (lower boiling) material, a diesel fuel with too much light
material (shorter carbon chain length molecules) will have a low flash point and it will be hazardous to handle.
Generally, the flash point of neat FAME (soya, rapeseed and palm) fuels is higher than that of LTFT GTL
diesel and conventional crude-derived diesel fuels. As a result, all the FAME/LTFT GTL blending studies
carried out indicated higher flash points for the blends.
The parameter is needed for safety and transport reasons and due to legal requirements. Flash point
requirement would be "above 55°C", as in EN 590.
5.2.4 Viscosity
Kinematic viscosity is an inherent property of diesel and FAME’s different feedstocks that affects injector
lubrication and fuel atomization. Kinematic viscosity for paraffinic type fuels is similar than in mineral diesel.
FAME fuel blends generally have improved lubricity; however, their higher viscosity levels tend to form larger
droplets on injection which can cause poor combustion and increased exhaust smoke under certain operating
conditions
...
SLOVENSKI STANDARD
oSIST-TP FprCEN/TR 16389:2012
01-maj-2012
*RULYD]DPRWRUQDYR]LOD3DUDILQVNRGL]HOVNRJRULYRLQL]KRGLãþD]DKWHYDQLK
SDUDPHWURYPHMQLKYUHGQRVWLLQGRORþHYDQMD
Automotive fuels - Paraffinic diesel fuel and Background to the parameters required and
their limits and determination
Kraftstoff für Kraftfahrzeuge - Paraffinischer Dieselkraftstoff und Kraftstoff-Mischungen -
Hintergrund zu den erforderlichen Parametern, den entsprechenden Grenzwerten und
deren Bestimmung
Carburants pour automobiles - Gazole paraffinique - Historique sur la définition des
paramètres requis, de leurs limites et de leurs déterminations respectives
Ta slovenski standard je istoveten z: FprCEN/TR 16389
ICS:
75.160.20 7HNRþDJRULYD Liquid fuels
oSIST-TP FprCEN/TR 16389:2012 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST-TP FprCEN/TR 16389:2012
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oSIST-TP FprCEN/TR 16389:2012
TECHNICAL REPORT
FINAL DRAFT
FprCEN/TR 16389
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
March 2012
ICS 75.160.20
English Version
Automotive fuels - Paraffinic diesel fuel and blends -
Background to the parameters required and their respective
limits and determination
Carburants pour automobiles - Gazole paraffinique - Kraftstoff für Kraftfahrzeuge - Paraffinischer Dieselkraftstoff
Historique sur la définition des paramètres requis, de leurs
und Kraftstoff-Mischungen - Hintergrund zu den
limites et de leurs déterminations respectives erforderlichen Parametern, den entsprechenden
Grenzwerten und deren Bestimmung
This draft Technical Report is submitted to CEN members for Technical Committee Approval. It has been drawn up by the Technical
Committee CEN/TC 19.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
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shall not be referred to as a Technical Report.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2012 CEN All rights of exploitation in any form and by any means reserved Ref. No. FprCEN/TR 16389:2012: E
worldwide for CEN national Members.
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Contents Page
Foreword .3
1 Scope .4
2 Normative references .4
3 Summary of the XTL-HVO taskforce work .4
4 Record of the work to date .5
4.1 Context .5
4.2 Paraffinic diesel fuel and FAME blending Task Force .6
4.3 Planning .6
5 The draft paraffinic diesel fuel specification .7
5.1 Parameters included .7
5.2 Considerations on the parameters .8
5.2.1 Cetane number .8
5.2.2 Density .9
5.2.3 Flash point . 10
5.2.4 Viscosity . 11
5.2.5 Distillation characteristics . 12
5.2.6 Lubricity . 13
5.2.7 Total aromatics content . 14
5.2.8 Sulfur content . 15
5.2.9 Contamination . 15
5.2.10 Copper strip corrosion . 16
5.2.11 Oxidation stability . 16
5.2.12 FAME . 17
5.2.12.1 FAME content . 17
5.2.12.2 FAME contamination issues . 17
5.3 Parameters considered and not included in the draft specification . 18
5.3.1 Poly-cyclic aromatic hydrocarbon and olefin content . 18
5.3.2 Elastomer compatibility . 19
5.3.3 Cetane index . 20
6 Conclusions . 20
7 Acknowledgement . 20
Bibliography . 21
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Foreword
This document (FprCEN/TR 16389:2012) has been prepared by Technical Committee CEN/TC 19 “Gaseous
and liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of
which is held by NEN.
This document is currently submitted to the Technical Committee Approval.
This document presents all decisions that led to the proposed draft of FprCEN/TS 15940 in order to support
the enquiry ballot. This document includes all decisions that have been taken following comments and further
investigations leading to the effective publication of the specification for paraffinic diesel from synthesis (XTL)
or hydrotreatment (HVO).
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1 Scope
This document explains the requirements and test methods for marketed and delivered paraffinic diesel from
synthesis (XTL) or hydrotreatment (HVO) and of blends thereof with fatty acid methyl esters (FAME) according to
European fuel specifications. It provides background information to judge the (approval of the) final text of the
standard and gives guidance and explanations to the producers, blenders, marketers and users of paraffinic
automotive diesel.
NOTE 1 This document is directly related to the pending development of FprCEN/TS 15940 and should be updated
once further publications take place.
NOTE 2 For the purposes of this document, the term “% (m/m)” and “% (V/V)” are used to represent the mass
fraction, µ, and the volume fraction, φ, respectively.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
1
EN 590, Automotive fuels – Diesel – Requirements and test methods
prEN 14214:2011, Liquid petroleum products — Fatty acid methyl esters (FAME) for diesel engines —
Requirements and test methods
CWA 15940, Automotive fuels — Paraffinic diesel from synthesis or hydrotreatment —Requirements and test
methods
3 Summary of the XTL-HVO taskforce work
Following the 68th CEN Technical Board meeting, CEN/TC 19 had been requested to check eventually existing
conflicts between the scope of work as proposed for Workshop 61 on "Automotive fuels - Blends of paraffinic
diesel from synthesis (XTL) or hydrotreatment (HVO) and fatty acid methyl esters (FAME) - Requirements and
test methods". At a CEN/TC 19/WG 24 meeting on 30 November 2010, the consensus was that there was a
possible conflict between EN 590 and the Workshop 61. The advice to both the proposers and CEN/TC 19 was to
take upon the work on XTL/HVO. A TF under WG 24 was established in order to address the matter and also
allowing specific paraffinic diesel fuel and engine experts to exchange information.
On 13 December 2010, the workshop 61 proposers had a teleconference with the TC Chairman and Secretary on
the way forward for the agreed upon TF under WG 24. In the spirit of harmonisation, they thought it advisable that
the already existing CWA 15940 should also be revised. That document had been developed in 2007 – 2009 by a
CEN Workshop 38 and was meant for dedicated fleet usage. As already in 2010, XTL product were already
reaching the EU and certain fleets had expressed interest in purchases on the basis of CWA 15940, the CWA
would need to stay in place until any revisions had been completed.
Hence, a proposal to accept the idea of Workshop 61 as an active work under CEN/TC 19, followed by a revision
of CWA 15940 was balloted. At the plenary meeting of May 2011, CEN/TC 19 accepted the two proposals for new
work. In view of the time pressure, the paraffinic diesel - FAME blends needed to be specified via a CEN/TS.
The work on the specifications was developed during a series of Paraffinic diesel fuel and FAME blending Task
Force (TF XTL-HVO) meetings between May and November 2011, and is presented by means of this Technical
Report. The draft technical specification, now referenced by the identification FprCEN/TS 15940, comprises a set
of properties and limit values to define an adequate quality of the paraffinic diesel fuel and recommendations for
precautions to be taken.
1
Revision pending
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Discussion in the TF started with the task to handle only blends with FAME; CWA 15940 was to remain for the
short term as an assurance for the industry for a non-FAME containing product. This meant that the actual
situation from 0% to 7% as in EN 590 was copied. Because CWA 15940 allowed limited FAME blending for
lubricity, the TF concluded that distinguishing (for instance via classes) between no FAME and up to 7%
FAME would be highly artificial. Therefore, a suggestion to CEN/TC 19 was made to draft the CEN/TS as a
replacement of CWA 15940 and to use it for up to 7% blending.
It should be noted that the draft standard has been considered on the basis of the FAME blend component
specification prEN 14214:2011 (FAME) and the last version of the EN 590 (diesel) standard. Revision discussion
on those documents has been included in the discussions. However FprCEN/TS 15940 still contains some
pending issues, which are noted as such in the text of this Technical Report.
Many of the test methods proposed by the test methods experts are being examined to determine their
applicability to paraffinic fuel and to determine if their precision is sufficient to support the limit values proposed.
This activity is being undertaken in several other CEN working groups where the specialists in methods are
present.
4 Record of the work to date
4.1 Context
From an environmental perspective, paraffinic diesel is a high quality, clean burning fuel with virtually no sulfur
and aromatics. Paraffinic diesel fuel can be used in existing diesel engines, substantially reducing regulated
and unregulated emissions. In order to have the greatest possible emissions reduction, a specific calibration
may be necessary. Paraffinic diesel fuel will also offer a meaningful contribution to the target of increased non-
petroleum/renewable content in transportation fuel pool.
As some production processes result in a fuel containing cyclo-paraffins, next to n paraffins and iso paraffins,
they show different cetane number compared to other paraffinic diesel fuels. Hence, two classes, showing
improved ignition quality compared to regular diesel fuel, have been defined. Both are intended for use in
dedicated diesel vehicle fleets.
Worldwide, energy policy makers are increasingly keen to move away from petroleum-based fuels to more
diverse or renewable sources of energy for reasons of environmental protection, energy security and
continued economic development. Amongst the available solutions are the synthetic paraffinic fuels, already
discussed in a CEN workshop WS 38, which led to the workshop specification CWA 15940. Typical production
processes, covered by that workshop, are:
1) Fischer Tropsch synthesis (XTL),
2) Hydrotreatment of vegetable oils (HVO), and
3) Conversion of olefins to distillates (COD).
The WS 38 activity in 2007 to 2009 covered the requirements and test methods for the B0 variants of
paraffinic fuels (where B0 indicates no addition of FAME components). However, against the background of
the EU Renewable Energy Directive (RED, 2009/28/EC [1]) and also the latest EN 590 regular diesel
specification which allows B7 FAME blends, there is now a pressing requirement to allow for Bx variations of
those paraffinic fuels, which are not already classified as being from renewable resources.
Allowing a Bx variant of paraffinic diesel up to B7, in the same way that the EN 590 specification allows for
refinery diesel up to B7, would have the following advantages:
a) Gives flexibility of synthetic diesel supply within EU against the backdrop of both the Renewable Energy
Directive and the Fuels Quality Directive (2009/30/EC [2]), which demand total fuel supply contains
certain percentages of bio-components, to decrease fossil energy usage.
b) Brings a synthetic diesel CWA specification totally in line with the EU refinery diesel specification EN 590.
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The original intention of CEN/TC 19 was to redraft the CWA into a CEN Technical Specification for the FAME
blend up to 7%, based on the publication of EN 14214 and EN 590. The aim of the TF was to keep the
specification simple and straightforward, allowing blends to be introduced in the market for dedicated vehicles
or fleets. The original idea was to ensure basic car functionality, for which the existing CWA succeeded. From
the beginning it was felt advantageous for the market to first draft a FAME blend specification and thus not
immediately replace the CWA. However, because technically one could not sufficiently distinguish the two and
any "no-FAME" guarantee could only be given in a purchase contract, it was decided to continue on the path
of replacing the CWA by a specification for paraffinic diesel fuel in general, assuming it could be blended up to
7 % (V/V) of FAME.
This document is the report on the work to date carried out by the TF XTL-HVO towards establishing a
European Technical Specification for paraffinic diesel – FAME blends.
4.2 Paraffinic diesel fuel and FAME blending Task Force
CEN, requested CEN/TC 19/WG 24 to convene a task force and begin work on a draft paraffinic diesel fuel
and FAME blend standard. A call was made to the industries concerned for experts to participate in the TF
XTL-HVO. The experts that have contributed to the work during the years are listed in Table 1.
Table 1 — Membership of the taskforce
Name Organisation Country
Andras Hollo MOL MSZT
Andreas Eklund EcoPar SIS
Benoit Engelen Total NBN
Gérald Crépeau PSA AFNOR
Jörg Ullmann Robert Bosch DIN
Jose Gomez-Martinech Cepsa AENOR
Ludivine Pidol IFP AFNOR
Markku Kuronen Neste Oil SFS
Pascal Manuelli Total AFNOR
Piet Roets Sasol TC19
Richard Clark Shell NEN
Róbert Auer MOL MSZT
Sören Eriksson Preem SIS
Thierry Chapus IFP AFNOR
Thomas Wilharm ASG Analytik-Service DIN
Ulrich Nowak MB Holding UPEI
Wolfgang Dörmer BP Europe SE Global Fuels Technology DIN
Wolfgang Lueke * Shell NEN
The task force has met on the following occasions:
0) 24 October 2010, Brussels, kick-off meeting WS 61
st
1) 6 May 2011, Brussels, 1 meeting
nd
2) 7 June 2011, Brussels, 2 meeting
rd
3) 21 July 2011, Paris, 3 meeting
th
4) 7 September 2011, Brussels, 4 meeting
th
5) 7 November 2011, Brussels, 5 meeting
4.3 Planning
The initial planning of the paraffinic diesel fuel specification was: CEN/TS enquiry text to be provided to
WG 24 in November 2011, enquiry ballot to start in February 2012, comments to be handled July 2012 and
the final text to be delivered to CEN/CMC in October 2012.
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The draft paraffinic diesel fuel specification
5
5.1 Parameters included
The original CWA had been established for dedicated vehicle use, although it was at that time felt that there would
be no need to exclude other uses as long as someone would guarantee the engine functioning. The first scope of
work given to the task force was to present a specification for captive fleets. At the third meeting that limitation
was accepted and it was suggested copying the captive fleet description of the B30 TF. As it presented some
further understanding difficulties towards the original CWA scope, that was reformulated into: "This document
specifies requirements and test methods for marketed and delivered paraffinic diesel fuel blended with fatty acid
methyl ester (FAME) up to a level 7 % (V/V), for use in diesel engine vehicles. Paraffinic diesel fuel originates from
synthesis or hydrotreatment processes."
All parameters discussed in this document are either based on the paraffinic nature of the XTL and HVO (and
thus of importance for the replacement of CWA 15940) and on the introduction of FAME complying with
EN 14214 as a blending component (thus specific to the Bx-blend specification).
The parameters chosen by the TF are those presented in Table 1 (general requirements) and in 5.7 (seasonal
th
requirements) of FprCEN/TS 15940:2012. After the 4 meeting, all-but-two of the parameters were agreed upon
in full consensus, where the seizure and cavitation prevention needed further clarification from outside the
taskforce. All the test methods applicability had been checked within CEN/TC 19 or are under improvement
process (like EN 116). An overview of the assessment is presented in Table 2, the last three columns. These
respectively present an idea on the applicability of the test method as is, where a test method revision is needed
to incorporate paraffinic diesel fuel in the scope or where an assessment by a full Round Robin study is required.
NOTE 1 For exact references to the test methods, see FprCEN/TS 15940.
NOTE 2 For not included parameters see 5.3.
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Table 2 — Test methods' assessment
Property Unit Test method
Applicability Precision Assessment
not needed
available
Cetane number EN ISO 5165 X X
a
EN 15195 X X
3
Density at 15 °C kg/m EN ISO 3675 X
EN ISO 12185 X
Flash point °C EN ISO 2719 X
2
Viscosity at 40 °C mm /s EN ISO 3104 X X
Distillation °C or EN ISO 3405 X
% recovered
b
Lubricity, corrected wear scar µm EN ISO 12156-1 X X
diameter (wsd 1,4) at 60 °C
FAME content % (V/V) EN 14078 X X
Total aromatics content % (m/m) EN 12916 X X
SIS 155116 X X
c
Sulfur content mg/kg EN ISO 20846 X X
c
EN ISO 20884 X X
Carbon residue % (m/m) EN ISO 10370 X X
(on 10 % distillation residue)
Ash content % (m/m) EN ISO 6245 X
Water content mg/kg EN ISO 12937 X
b
Total contamination mg/kg EN 12662 X X
Copper strip corrosion rating EN ISO 2160 X
(3 h at 50 °C)
3
Oxidation stability g/m EN ISO 12205 X
h EN 15751 X
b
CFPP °C EN 116 X X
Cloud point °C EN 23015 X
b
Cetane index EN ISO 4264 [3] X
a
Depending on the outcome of the work of CEN/TC 19/WG 35
b
Method under revision
c
Depending on the outcome of consultation of CEN/TC 19/WG 27
5.2 Considerations on the parameters
5.2.1 Cetane number
Cetane number is a measure of the compression ignition behaviour of a fuel; it influences cold startability,
exhaust emissions and combustion noise. The cetane number is measured on a test engine or determined by
DCN equipment and reflects the combination of the natural self-ignition properties and the effects of cetane
improver additives.
The choice of 2 different classes originates from the aspect of the differences between the processes that
result in different chemical composition. The processes are the low-temperature and high-temperature
Fischer-Tropsch (LTFT and HTFT). Because, a higher cetane number is an advantage for some applications,
the specific distinction between regular diesel class (minimum cetane of 51) and a high-cetane fuel (minimum
70) has been incorporated in the CEN/TS.
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As the composition of LTFT GTL is highly paraffinic, the linear paraffins of these diesel fuels have very high
cetane numbers, in excess of 73. Generally, a high cetane number leads to a reduction in white smoke, noise,
engine misfire, emissions and improve cold starting in some engines, especially in engines without pilot
injection. HTFT GTL will in general be produced with a cetane between 52 and 65. A clear cut for the LTFT
and HVO processes was 70, it being a clear identification of the products advantage. The number has been
based on good experience, also looking at the test method's precision. In earlier discussions in the CWA a
maximum cetane had been considered by the OEMs, but such would at this stage be difficult to correctly
measure.
In the CWA 15940 the goal was to clarify that the product had an improved cetane. Therefore originally a
minimum of 55 had been included. The OEMs wished to have a certain band in order to tune the engine
where possible. The original band was 55 to 70. Because 55 was really borderline for the HTFT producers,
the minimum was lowered to 51 and the maximum to 66 in order to preserve the band width.
At the fourth meeting, of the new TF, the classes were reviewed. Based on the test method precision the two
classes cannot correctly be distinguished. With the four points gap, it might happen that a producer has a
correct product for the high cetane class, but cannot constantly measure 68 due to the test method
imprecision. At such moment the producer would not be be allowed to sell a correct product. The taskforce
agreed to remove the middle ground and to delete the maximum on class B (regular cetane).
The effective correlation between DCN and CN for regular diesel and paraffinic diesel fuel is still under study.
Pending further clarification within CEN/TC 19, the limits need to be assessed again.
5.2.2 Density
Paraffinic diesel fuel density is often lower than a diesel fuel in the field. FAME density is higher than that of
fossil diesel fuel, with the specific values depending on fatty acid composition and purity. Most batches of
FAME contain only about ten different molecules with densities usually within a very narrow range.
Contamination can significantly affect FAME density, so this property can be used to indicate contamination
by some unwanted compounds and to monitor fuel quality.
The diesel fuel injection is controlled volumetrically or by timing of the solenoid valve. Variations in fuel density
(and viscosity) result in variations in engine power and, consequently, in engine emissions and fuel
consumption. Therefore, in order to optimise engine performance and tailpipe emissions, OEMs prefers both
minimum and maximum density limits be defined in a fairly narrow range. Moreover, the (volumetric) injection
quantity is a control parameter for other emission control systems like the exhaust gas recirculation (EGR).
Variations in fuel density therefore result in non-optimal EGR-rates for a given load and speed point in the
engine map and, as a consequence, influence the exhaust emission characteristics.
Car makers prefer a narrow range of density for a good driveability. For durability a minimum limit and for
exhaust emission a maximum limit is important, therefore the range should be maximum 40 points.
Generally, FAME is known to have density values in the region of 0,880 kg/l, which are higher than the density
values of paraffinic diesel fuels such as LTFT diesel. Therefore, it is expected that the blending of most FAME
fuels with paraffinic diesel fuels will increase the density of the resulting blends. Work carried at Sasol on
blends of FAME and (LTFT) paraffinic diesel confirmed that the density of the resulting blends is higher than
the paraffinic diesel (see Table 3 and Figure 1).
At the fifth TF meeting, information was presented by one producer that density ranges for some production
3
facilities will be just below the 770 kg/m lowest limit of class A. In order not to unnecessarily exclude any
3
actual paraffinic diesel process routes, the group agree to lower the limit to 765 kg/m . As this differs from
earlier ranges, it may create additional validation needs.
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3
Table 3 — Density exammples (in kg/m ) for paraffinic diesel FAME bleends
Diesel FAME blends
% (V/V) FAME
FAME blend 0,00 0,5 1,0 5,0 7,0 10,0 220,0
stock density
881,1 769,5 770,1 770,7 775,5 777,6 781,4 7793,2
879,4 769,5 770,1 770,7 774,8 777,7 781,2 7792,9
Key
♦ soy X-axis FAME content (% (V/V) )
2
■ rapeseed Y-axis density at 15 °C (kg/mm )
Figure 1 — Dennsity of paraffinic diesel and FAME blends
5.2.3 Flash point
The flash point temperature is the minimum temperature at which the fuel will ignite (flashh) on application of an
ignition source under specified conditionns. It is used to classify fuels for transport and storage according to
hazard level; minimum flash point tempperatures are (legally) required for proper safetyy and handling of the
fuel. Flash point varies inversely with thee fuel’s volatility, and FAME’s flash point can decrease rapidly as the
amount of residual alcohol increases.
Flashpoint is a legal requirement for dieesel grade fuels. Flash point of a diesel fuel is ddefined as the lowest
temperature at which fuel vapours abovee the liquid will ignite upon exposure to an ignitionn source. As the flash
point of a diesel fuel is associated withh the light (lower boiling) material, a diesel fuel with too much light
material (shorter carbon chain length moolecules) will have a low flash point and it will be hhazardous to handle.
Generally, the flash point of neat FAMEE (soya, rapeseed and palm) fuels is higher thaan that of LTFT GTL
diesel and conventional crude-derived diesel fuels. As a result, all the FAME/LTFT GGTL blending studies
carried out indicated higher flash points ffor the blends.
The parameter is needed for safety aand transport reasons and due to legal requirrements. Flash point
requirement would be "above 55°C", likee in EN 590.
1
...
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