Episode 46: Driving energy innovation – ASTM’s role in shaping the future of fuel standards
As the global fuels and lubricants industry accelerates its transition toward sustainability, ASTM International’s Committee D02 is at the centre of ensuring quality and performance standards keep pace. At the helm of this influential committee is Dr. James J. Simnick, chair of ASTM D02 and a veteran of the refining and fuels sector, who recently joined the F+L Webcast to discuss his four-decade journey and the future of fuels and lubricants standardisation.
Simnick began his career at Amoco Corporation after earning a PhD in chemical engineering from Purdue University, in West Lafayette, Indiana, in the United States.Purdue is a public research university known for its strong engineering, science, and technology programmes.
Following the Amoco-BP merger in 1998, he spent more than 41 years at the energy major, including as senior technical advisor at BP’s Global Fuels Technology Department, before founding his own consultancy in 2020. His career has straddled refining, marketing, fuels technology, and regulatory engagement—making him a leading authority on both conventional and alternative fuels.
His involvement with ASTM International dates back to 1995, when he was first introduced to Committee D02, which oversees standards for petroleum products, liquid fuels, and lubricants. “I had no idea what I was doing at my first meeting,” he recalled. Over time, he not only became deeply embedded in the organisation but also assumed leadership roles, including serving on ASTM’s board of directors from 2014 to 2017.
ASTM International, originally the American Society for Testing and Materials, plays a pivotal role in setting the quality bar for products ranging from fuels and lubricants to concrete and steel. Committee D02, the largest within ASTM, develops both specifications for fuels like petrol, diesel, and jet fuel, and test methods to measure key attributes such as carbon content or elemental composition. These standards, though voluntary, are often adopted by national regulators, lending them legal weight.
With participants from around the world—including regulators, OEMs, testing laboratories, and consultants—ASTM standards are developed through a consensus process. “Everyone gets a vote,” said Simnick, noting the delicate balance required between producers, users, and general interest groups. While the process can be slow, it ensures rigour and wide acceptance.
That balance is being tested as the industry navigates the shift toward sustainable fuels. “It’s a brand-new world,” said Simnick, referencing the rise of hydrocarbon-based aviation fuels derived from non-petroleum sources. These fuels, while chemically similar to conventional jet fuels, are produced from renewable or waste-based feedstocks such as used cooking oils, animal fats, municipal solid waste, forestry residues, sugars, and biomass. Subcommittee J on aviation fuels has already approved eight synthetic jet fuel pathways under ASTM D7566, including those based on Fischer-Tropsch synthesis, hydroprocessed esters and fatty acids (HEFA), alcohol-to-jet technologies, and sugar-derived iso-paraffins. But adoption remains cautious. “Safety is everything in aviation,” he stressed. “We’re being deliberate in how we step through the approvals.”
Simnick also highlighted emerging trends in diesel and gasoline, such as the increased use of renewable diesel and ethanol. While renewable diesel is chemically indistinguishable from its petroleum counterpart and can be used as a drop-in fuel, its economic viability still hinges on government incentives and credits. “Without subsidies, it’s simply more expensive than petroleum,” he explained.
Subcommittee P, once a modest group focused on re-refined products, is now expanding its remit to cover new feedstocks and circular economy initiatives. This includes developing standards for fuels made from waste oils, fats, and even post-consumer plastics. “As sustainability gains momentum, the role of Subcommittee P will only grow,” said Simnick.
Looking ahead, the key challenge remains aligning fuel innovation with infrastructure readiness. “We can’t just raise blend walls or introduce new fuels without considering engine compatibility,” Simnick cautioned. Ethanol and biodiesel, for example, require material adjustments to engine parts beyond certain concentrations.
Despite these complexities, Simnick remains optimistic. “The consensus process may be slow, but it’s thorough. And that’s what you need when lives, engines, and global supply chains are at stake,” he said.
As ASTM Committee D02 continues to evolve, Simnick’s steady leadership ensures that the industry’s pivot to sustainability is built on a solid foundation of science, safety, and consensus.
