Let’s discuss the feasibility of using naphtha from the diesel hydrodesulfurization unit as a feedstock for the kerosene hydrogenation unit
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As titled: Winter Grade -35 diesel scheme; the yield of diesel hydrotreated dewaxing naphtha is 7-10% per month. This naphtha is designed to be fed into continuous reforming, but due to the possible presence of trace amounts of water and a sulfur content of around 150 ppm, it cannot be used in the reforming process and instead ends up in the gasoline fraction, thereby reducing the octane number of that fraction. In terms of its properties, dewaxing naphtha overlaps with the feedstock used in aviation fuel hydrotreatment units, and its elemental composition is similar to that of conventional naphtha (used as aviation fuel feedstock), with a comparable sulfur content. Since kerosene is a high-value product, it can help improve economic efficiency. 1. Is it possible to incorporate dewaxing naphtha into the aviation fuel feedstock? 2. If it is introduced, what adverse effects will it have on the aviation kerosene hydrogenation unit? 3. Has anyone done this? Manager Discussion Group
Keep an eye on this post. The sulfur content in the diesel hydrotreated naphtha here is not that high, so it can be used as a feedstock for reforming. We also have supporting aromatic units (naphtha aromatization). The topic raised by the original poster is great; it’s worth discussing
The addition of antifreeze naphtha to the jet fuel hydrogenation unit increases the load on the top of the distillation tower; if all the overlapping fraction is included in the jet fuel, the remaining light naphtha can be used as a feedstock for hydrogen production units, or it can be fed into reformers again, at which point the sulfur content is also reduced