A blended homogeneous oil composition and blending method with reduced environmental footprint using a blend of a biomass liquefaction oil derived from solvolysis with an integral fossil-based oil component. The resulting blended product has a reduced capital cost for the blending system and a reduced per barrel costs as compared to a non-blended biomass derived oil composition.

Marine diesel fuel/fuel blending component compositions and fuel oil/fuel blending component compositions are provided that are derived from crude oils having high naphthenes to aromatics volume and/or weight ratios and a low sulfur content. In addition to having a high naphthenes to aromatics ratio, a low sulfur content, and a low but substantial content of aromatics, such fuels and/or fuel blending components can have a reduced or minimized carbon intensity relative to fuels derived from conventional sources. The unexpected ratio of naphthenes to aromatics contributes to the fuels and/or fuel blending components further having additional unexpected properties, including low density, low kinematic viscosity, and/or high energy density.

This invention relates to a fuel oil composition, containing a low-sulfur marine diesel having a sulfur content of less than 1 wt. % and (A) at least one ethylene copolymer and (B) at least one comb polymer.

Methods are provided to prepare a low sulfur fuel from hydrocarbon sources, such as light tight oil and high sulfur fuel oil, often less desired by conventional refiners, who split crude into a wide range of differing products and may prefer presence of wide ranges (C3 or C5 to C20 or higher) of hydrocarbons. These fuels can be produced by separating feeds into untreated and treated streams, and then recombining them. Such fuels can also be formulated by combinations of light, middle and heavy range constituents in a selected manner as claimed. Not only low in sulfur, the fuels of this invention are also low in nitrogen and essentially metals free. Fuel use applications include on-board large marine transport vessels but also on-shore for large land based combustion gas turbines, boilers, fired heaters and transport vehicles and trains.

A low value aromatic fuel blending composition containing dissolved waste polystyrene materials having a caloric value comparable to the heavy aromatic compounds in which it is dissolved is disclosed, along with a process for its production from a mixture of heavy aromatic hydrocarbons recovered as the bottoms/reject streams from a variety of refinery aromatics recovery units.

A multi-stage process for reducing the Environmental Contaminants in a Feedstock Heavy Marine Fuel Oil that is compliant with ISO 8217: 2017 Table 2 as a residual marine fuel except for the concentration of Environmental Contaminants, the process involving a core hydrotreating process and either a pre-treating step or post-treating step to the core process that is selected from a) a sulfur absorption process unit; b) an oxidative desulfurizing process unit; and c) a microwave treatment process unit. The Product Heavy Marine Fuel Oil is compliant with ISO 8217 Table 2 as residual marine fuel and preferably has a sulfur level has a maximum sulfur content (ISO 14596 or ISO 8754) between the range of 0.05% wt. to 0.5% wt. A commercial scale process plant for conducting the process is disclosed.

Fuel oil compositions, and methods for blending such fuel oil compositions, to enhance initial compatibility and longer term stability when such fuel oil compositions are blended to meet IMO 2020 low sulfur fuel oil requirements (ISO 8217). In one or more embodiments, asphaltenic resid base stocks are blended with high aromatic slurry oil to facilitate initial compatibility such that low sulfur cutter stocks, e.g., vacuum gas oil and/or cycle oil, may be further blended therein to cut sulfur content while maintaining longer term stability. These fuel oil compositions are economically advantageous when used as marine low sulfur fuel oils because greater concentrations of high viscosity resids are present in the final blend.

Lubricity additives for hydrocarbon fuels are presented according to formula I:
R.sup.1[(—O—R.sup.2).sub.n-Q].sub.p  (I)
wherein p is 3 or greater; each n is independently selected from integers equal to 2 or greater; R.sup.1 is a C3-C20 aliphatic hydrocarbon group of valence p which is branched or linear and which is substituted or unsubstituted; each R.sup.2 is independently selected from C2-C20 divalent aliphatic or aromatic hydrocarbon groups which are branched or linear and which are substituted or unsubstituted; and each Q is independently selected from —NH.sub.2 or a moiety according to formula II: ##STR00001##
wherein each R.sup.3 is independently selected from C8-C60 alkenyl groups which are substituted or unsubstituted, providing that at least one Q is the moiety according to formula II.

For the shipping industry, these fuels provide solutions to long outstanding technical problems that heretofore hindered supply of low sulfur marine fuels in quantities needed to meet worldwide sulfur reduction goals. When ships on the open seas burn cheap low grade heavy bunker oils high in sulfur, nitrogen and metals, the SOx, NOx, and metal oxides go to the environment. This invention converts essentially all of each barrel of crude feed to a single ultraclean fuel versus conventional refining where crude feed is cut into many pieces, and each piece is sent down a separate market path meeting various different product specifications. When in port, ships can generate and sell electricity to land based electrical grids to offset fuel cost in an environment-friendly manner.

A method of preparing non-volatile bituminous material in solid form includes first accessing molds having mold cavities defining an irregularly shaped brick having a plurality of non-planar surfaces and preparing the bituminous material for casting by heating it until it is suitably viscous for casting and optionally blending it with an additive. Then, the molds can be filled with the bituminous materials, preferably using a retractable conduit that progressively fills each mold cavity from its bottom to its top. Next, the bituminous material in the molds is solidified until substantially solid bricks are formed. Optionally, a skeleton with optional additional buoyant features can be placed in each mold cavity prior to casting so that the resulting brick has increased buoyancy throughout, and the skeleton and any buoyant features can be customized according to the needs of the customer. The resulting bricks can be removed for transport.