biodiesel overvie · – storage tank housekeeping issue/biocide treatment – also an issue for...

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Biodiesel Overview

Wendy ClarkNational Renewable Energy LaboratoryGolden, Colorado

What is biodiesel?

• Mono-alkyl esters of fatty acids (i.e. methyl or ethyl esters)

• Must meet the quality requirements of ASTM D6751• Typically used as blend with petrodiesel (up to 20%)• $1/gal tax credit for agri-biodiesel (vegetable oil/animal fat), $0.5/gal for

waste cooking oil – initiated in January 2005

100 lb triglyceride + 10 lb alcohol = 10 lb glycerine (byproduct) + 100 lb Mono-alkyl estersoy oil methanol Biodiesel

O OO

OCH3 OCH3 OCH3

Methyl Oleate Methyl Linoleate Methyl Linolenate

How is Biodiesel being used in the USA?

• As a blending stock with petrodiesel (B20)– Federal, state, and alternative fuel provider fleets– EPAct and Executive Order Compliance– School Buses– Emissions Reductions

• In low levels with petrodiesel (B2)– Lubricity and Ultra Low Sulfur Diesel Fuel– Agriculture supporting its own product

• Very limited B100 Use

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Biodiesel is truly renewable

Petroleum diesel uses 1.2 MJ of fossil energy to produce 1 MJ of fuel product energy.

Fossil energy ratio = 0.83

Biodiesel uses 0.31 MJ of fossil energy to produce 1 MJ of fuel product energy

B100 Fossil energy ratio = 3.2

B20 reduces life cycle petroleum consumption by 19%B20 reduces life cycle CO2 emissions by 16%

Analysis from NREL/TP-580-24772, May 1998

There is enough to make a difference

Feedstock analysis from NREL/TP-510-34796, June 2004

•1.7 billion annual gallon resource•3.6 billion annual gallons by 2020•Long-Term Potential: 10 billion annual gallons by 2030 (optimistic scenario)

•US on-road market: 40 billion annual gallons

Soy

Other Vegetable Oils

Animal Fats

Greases

New Animal Fats

New Vegetable Oils

Existing Feedstock Supplies: 1.7 billion annual gallon

Potential New Feedstock Supplies: 1.9 billion annual gallons

Other

U.S. Biodiesel Feedstock Supply

Normal growth in animal fat productionIncreased soy oil yieldRecovery of corn oil from ethanol productionConversion of wheat acreage to canolaOther oil seed crops

Biodiesel Production

•NBB predicting 150 million gallons for 2006•Current production capacity is more than 290 million annual gallons•More than 570 million annual gallons under construction or planned

0

10,000,000

20,000,000

30,000,000

40,000,000

50,000,000

60,000,000

70,000,000

80,000,000

Gal

lon

s p

er Y

ear

1999 2000 2001 2002 2003 2004 2005

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Biodiesel Production Process –Crude Products

Fat or Vegetable Oil

Excess Methanol

Catalyst(caustic soda, NaOH)

Crude Biodiesel for Purification

Crude Glycerol for Sale or Purification

Methanol for Purification and

Recycle

Potential Impurities in Biodiesel• Methanol

– Degrades some plastics and elastomers, corrosive– Can lower flashpoint to unsafe levels (fire safety)

• Unconverted/partly converted fat (bound glycerin)– Results in very poor cold flow properties, injector and

in-cylinder deposits, potential engine failure

• Glycerin (free glycerin)– Results in injector deposits, clogged fuel filters, deposit

at bottom of fuel storage tank

• Catalyst– Excessive injector, fuel pump, piston, and ring wear,

filter plugging, issues with lubricant

ASTM D6751-06e Limits Impurities

• Flashpoint 130ºC minimum – Limits methanol to very low level

• Total glycerin is limited to 0.24 wt% maximum

• Free glycerin is limited to 0.02wt% maximum

• Sodium + Potassium limited to 5 ppm max and sulfated ash is limited to 0.020 wt%– Limits catalyst and other impurities

• It is critical to insure that all B100 meets D6751 limits

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Biodiesel Degradation• Biodiesel can degrade in storage:• Oxidation

– Increases acidity (limited in D6751-06e to 0.5)– Forms gums– A stability requirement will likely be added to D6751

• Microbial contamination– Biodiesel is biodegradable– Microbes form films or mats that can plug filters– Requires water in storage tank– Storage tank housekeeping issue/biocide treatment– Also an issue for petroleum fuels

ASTM Specification For Blends

•Engine manufacturer’s top priority

•Need ASTM specifications for biodiesel blends

•Do not exist today

•Critical for protection of engines from poor quality fuel

•A necessary requirement is an oxidation stability specification for B100

•These issues are preventing engine manufacturer’s from offering warranty coverage – thus a significant market barrier

Can B100 Stability Ensure B20 Stability?

Yes, B100 stability appears to be an excellent predictor of blend stability, 3 hour Rancimat ensures low deposits and 6 hr Rancimat in the blend

B100 Rancimat IP, hr

0 2 4 6 8 10

B20

D22

74M

Tot

al In

solu

ble,

mg/

100

ml

0

50

100

150

200

250

0 1 2 3 4 5 6 7 80

5

10

15

20

25

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Stability Study Conclusions

• Similar data available for 5% biodiesel blends• Blend stability is dominated by B100 stability• A 3 hr Rancimat IP for B100 appears to be

adequate to ensure stability of both B5 and B20 blends

Emission Benefits of B20

• Broad agreement on reductions on PM and toxics– 10 to 20% reduction in PM, depending on engine, test

cycle, and other factors– Aggregated toxics ~5% lower

• Impact on NOx emissions is uncertain– But EPA analysis of published data found B20 causing

NOx to go up ~2%– Based on engine testing– Several states have considered outlawing biodiesel

because of this• California and Texas in particular

NREL Vehicle Testing Summary

• Average change in NOx for B20 use is -0.6% – not statistically significant

• Magnitude and direction of NOx impact is cycle dependent

Vehicle Engine MY Cycle NOx % Change1 Cummins ISM Transit Bus 2000 CSHVC -3.82 Cummins ISM Transit Bus 2000 CSHVC -6.23 Cummins ISM Transit Bus 2000 CSHVC -4.14 Cummins ISM Class 8 2005 CSHVC 0.04 Cummins ISM Class 8 2005 WVU Interstate 2.05 International Green Diesel School Bus 2005 RUCSBC 1.55 International Green Diesel School Bus 2005 CSHVC -1.06 Cummins ISB Motorcoach 2003 CSHVC 2.86 Cummins ISB Motorcoach 2003 UDDS 3.4

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Quantitative Fleet Evaluation

• Must include control group operating on diesel– Identical engines– Similar routes– Computer-based system for tracking fuel use, mileage,

and maintenance

• Transit bus – Boulder, Colorado• Postal Service – Florida• Transit Bus – St. Louis

Boulder, Colorado B20 Fleet Evaluation

http://www.nrel.gov/vehiclesandfuels/npbf/pdfs/38364.pdf

• Study Objective: Measure operating costs and engine durability for comparable vehicles operating on B20 and conventional diesel

• 9 mechanically identical buses– 2000 Orion V; Cummins ISM– 5 operated on B20, 4 on diesel– identical duty cycle, Boulder Skip

Route• Documenting mileage

accumulation, fuel use, maintenance costs

• Future tests to document impact on lubricant, wear of engine components

Fuel Economy and Maintenance Costs

•First 20 months of data shown•Exceeded 100,000 miles per vehicle during July•Study concluded in July 2006

•Oil analysis indicates no harm in terms of ZDDP and TBN decay, oxidation, fuel dilution, or viscosity.•Potential advantage in lower soot loading, lower wear metals.

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Replacement Parts

• Very similar parts history for two groups

• One fuel injector for each group

• Two fuel pumps for diesel, one for B20

• Nothing obviously affected by B20

B u s Number

Part Description

Date Replaced

Quantity Total Cost

Diesel Group 2203 Gasket Fuel

Pump 07/13/05 1 $4.81 2203 Gasket Fuel

Pump 07/14/05 1 $4.91 2203 Fuel Pump 07/14/05 1 $622.67 2203 Tube Fuel

Supply 01/24/05 1 $15.31

2204 Gasket Fuel Pump 07/15/05 1 $4.91

2205 Fuel Injector 01/27/0 6 1 $548.49

2206 Gasket Fuel Pump 10/21/04 1 $1.76

2206 Fuel Pump 10/21/04 1 $555.37

2206 Gasket Fuel Pump 02/20/06 1 $4.94

Total $1,763 B20 Group

2208 Fuel Injector 07/08/05 1 $709.2

2208 Fuel Solenoid S/Off 07/08/05 1 $36.47

2208 Oring Injector 07/11/05 1 $1.59 2208 Oring Injector 07/11/05 1 $1.61 2208 Oring Injector 07/11/05 1 $1.78

2209 Gasket Fuel Pump 10/26/04 1 $1.76

2209 Fuel Pump 10/26/04 1 $555.37

2209 Tube Fuel Supply 10/13/05 1 $15.82

Total $1,324

Fleet Evaluation Summary

• Also examining:– Fuel filter plugging issues– Fuel quality– Lube oil degradation– Emissions

• Need to couple with engine dynamometer durability• To have major impact need to complete 5 or 6 similar

studies

Closing Remarks• Biodiesel is a significant sustainable energy resource for the United States• Poor understanding of oxidation stability is limiting development of ASTM specifications for blends

– initial results shows that ensuring B100 stability will ensure the stability of blends

– additional research is required to relate fuel stability to engine durability

• There are not sufficient data to say if B20 blends cause NOx, on average, to go up or down

• Indications are that as little as 5% biodiesel increases the reactivity of PM in a DPF

• Interim results show no difference in operating costs or engine wear for use of petrodiesel versus B20

– much more in-use data is required to fully understand B20 impacts• Major research need is testing of biodiesel in post-2006 engines

http://www.nrel.gov/vehiclesandfuels/npbf/pubs_biodiesel.html

E-85 and the Fleet OperatorPresented by Robert E. Reynolds, Downstream Alternatives Inc.

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E-85 and the Fleet Operator

Presented at

The International Public Works Congress & Exposition

September 12, 2006

Presented by:

Robert E. ReynoldsPresidentDownstream Alternatives, Inc.1657 Commerce Dr. Suite 20 BSouth Bend, IN 46628Reynolds Cell: (574) 250-2811Office Phone: (574) 233-7344

Email: [email protected]


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Slide 1

Introduction/Overview

I appreciate the opportunity to participate in this years Congress and on this panel. My job

today is to discuss a broad range of E-85 topics.

Interest in E-85 has grown dramatically in the past two years. There are a number of factors that have

lead to this increased interest.


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Slide 2

The 2005 Energy Policy Act contained a requirement to use 7.5 billion gallons per year of

renewable fuels. President Bush touted ethanol and biofuels in his State of the Union Address and his

administration advocates the production and use of 60 billion gallons of ethanol by 2030. These ac-

tions are in recognition of rapidly increasing oil prices that result from world politics, unstable supply

sources and increasing world oil demand. And it is now significantly cheaper to produce a gallon of

ethanol than a gallon of gasoline.

Ethanol, used predominantly in E10, has expanded dramatically and ethanol production has

increased in response.


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Slide 3

This slide shows the ethanol plant population as of April 2005. Actually a map of April 2006

would be even more impressive. In April there were 101 active plants at 4.56 billion gallons per year

capacity. There were 36 plants under construction with a total capacity of 1.86 billion gallons per year

and there were also 9 plants undergoing expansion. Another 111 proposed projects with at least 50 of

these likely to be built represent another 4 billion gallons annual capacity. So ethanol is a hot topic, its

use is increasing and new plants are being built. But the lofty ethanol volumes envisioned by the

current administration can only be reached using E-85 in flexible fuel vehicles (FFV).

The automakers, especially GM and Ford, have initiated programs to increase demand for E-85

and their flex fuel product line-up.


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Slide 4

The highest profile program is probably GM’s “Live Green Go Yellow Program” but Ford is

also actively promoting E-85. There are now over 5 million FFV’s in use with hundreds of thousands

being added each year. The product line of vehicles continues to expand.

These slides cover recent and current product offerings listed on the National Ethanol Vehicle

Coalitions website: www.e85fuel.com. As you can see the product line includes a number of vehicles

suitable for fleet applications and government use.


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Slide 5


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Slide 6


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The Benefits of FFV’s

Slide 7

There are a number of motives for considering alternate fuel vehicles. For some fleets it may be

a mandate, for others it may be participation in a Clean Cities Program, or simply a desire to be envi-

ronmentally responsible and / or reduce energy use. There are, of course, options other than FFV’S

such as hybrids and natural gas vehicles. But FFV’s offer some unique advantages. They require no

special or compressed fueling such as with natural gas. They are largely the equivalent of their gaso-

line counterparts. Unlike hybrids they do not cost more or have the added complexity of the electric

drive systems. Should a decision be made to switch between E-85 and gasoline or vice versa, such a

change is readily accommodated. If it is necessary to fuel up away from the central fleet fueling unit


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and E-85 is not readily available you can simply fill up with gasoline. Finally service intervals and

maintenance costs are similar to gasoline vehicles.

The Benefits of E-85

E-85 is a liquid fuel so it is handled similar to gasoline. Existing facilities can often be con-

verted from gasoline to E-85 And perhaps most important of all, it appears that ethanol and E-85 may

in the long term, be cheaper than gasoline. There are, of course, numerous public policy benefits as

well including:

Slide 8


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Considerations for the Fleet Manager-Fuel Costs per Mile

While the motivation for switching to alternative fuel vehicles and fuels may vary, the fleet

manager needs to consider several things before selecting a specific vehicle/fuel combination.

Slide 9


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Obviously the vehicle needs to suit its intended use. For some fleet managers that may be a

Pick -Up, Van or SUV, for others a mid or full size sedan and, in this budget conscience era, for others

perhaps this means a small economy model. FFV’s can fill most of these categories, except that at

present there aren’t many small economy models. Of course FFV’s excel in the cost category because

they have traditionally sold at or near the same price as their gasoline counterparts.

Vehicle maintenance and service frequency is also a consideration because it contributes to the

overall cost of vehicle operation. Once again FFV’s do well in this category because their service

intervals are the same as on the base non-FFV vehicle.

For Centrally Fueled Fleets the manager will need to look at storage and dispensing issues.

Retrofitting or installing an E-85 fueling facility is relatively inexpensive especially when compared to

a compressed gas installation. However, a fleet manager likely will not convert all vehicles at one time.

If they only have one storage tank, but vehicles requiring two different fuels, there will be a need for

new additional equipment or alternative fueling options. I’ll talk more about these issues in greater

detail momentarily.

Vehicle range will be an issue for some fleet managers. Compared to operating on gasoline

FFV’s can only travel about 75% of the distance on a tank of E-85 Rather or not this has any impact is

very fleet, or even fleet segment, specific. Still, FFV’s operating on E-85 will have better range than

gaseous fueled vehicles and can, of course, run on gasoline when circumstances dictate. Ideally the

fuel selected will be widely available. Of course E-85 can be blended at terminals that dispense E10.

As such, it is widely available for bulk purchase for delivery to fleet facilities. However, it is not yet

widely available at retail or card lock facilities so if the fleet is not centrally fueled then fuel availability

would need to be examined in more detail.

Finally, fuel cost on a miles driven basis needs to be considered. This is where things get a little

more complicated. First E-85 is really E75 in the winter, E80 in spring and fall and E-85 in summer.

Ethanol does not contain as much energy as gasoline (lower btu). In fact E-85 (E75, E80) contains

about 73% to 76% the Btu content of gasoline. So the purchase price must be 73% to 76% that of

gasoline to provide the same fuel cost per mile driven.


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Slide 10

In May ethanol was at 282.4 ¢pg and gasoline was at 218.4¢. At those prices E-85 would cost

10 to 11 cents more than gasoline and deliver fewer miles per gallon. With gasoline at 218.4¢ pg what

the numbers should look like are this:


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Slide 11

In this slide we can see that to achieve parity pricing on a miles driven basis you would need to

purchase E-85 at 159.41 ¢pg (E75 at 166.35 ¢pg) to achieve the same fuel cost per mile.

Obviously if you are purchasing on quotes / bulk fuel contracts you need to negotiate a price for

E-85 that reflects the difference in its energy content. So before you make a decision to convert fleet

fueling equipment you want to be sure that E-85 will be competitively priced.


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Considerations For The Fleet Manager – Fuel Specifications

If you contract for bulk purchases of E-85 you want to be sure it will be on specification. The

industry specification for E-85 is ASTM Designation: D5798. Standard Specification for Fuel Ethanol

(Ed 75-Ed 85) for Automotive Spark Ignition Engines.

Slide 12


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Slide 13


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Slide 14

First the Ed 75 – Ed 85 terminology is simply the technical way of acknowledging that the

ethanol portion of the blend is made up of “denatured ethanol” which itself contains 2% to 5% hydro-

carbons. There are three Classes of E 85 based on volatility needs. In cold climate class 3 is required.

It contains more hydrocarbons to aid with cold start and warm up performance. In summer months

Class 1 or 2 is adequate. The ASTM specifications list the grade requirement by month and by state, or

in some cases portions of a state. For instance in Missouri Class 3 is specified for mid October through

mid April, and Class 2 for mid April to mid May and mid September to mid October. From mid May to

mid September Class 1 is required. These requirements minimize the chance that a fuel fails to provide

adequate cold start and warm up performance. There are also requirements specified in ASTM D5798

that address various areas.

ASTM D5798 also includes the test procedures to test these properties, instructions on sam-

pling techniques, and a discussion of the significance of the specified properties. Obviously these are


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not things a fleet operator is going to test for. However, purchase agreements should specify that the E-

85 supplied will meet the most current version of ASTM D5798.

Considerations for the Fleet Manager–Central Fueling Facility Conversions

If you are thinking of converting to E-85 and also converting your central fueling facility to E-

85 (meaning you have identified a source for competitively priced, on spec product) there are some

system requirements that are slightly different than for gasoline. First you must decide if you are

converting existing equipment or installing a new system. If you have multiple tanks and dispensers

you may be able to simply convert existing equipment. If you have only one storage tank it is likely

that you would need to keep it for gasoline storage for existing fleet vehicles. In this case your E-85

fueling system would likely be a new install.

Slide 15


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If you are converting, the first issue is the storage tank. Steel tanks are suitable for E-85 Fiber-

glass tanks must be rated for 100% ethanol. We recommend cleaning the tank before conversion.

Ethanol’s solvent effect will loosen / remove built up gums, sediment, etc. You may be able to avoid

this step if you are converting from E10 by raising the level 1st to E 35 then to E 85.

Regular gasoline dispensers have components that are not compatible with E 85. As such a new

retrofitted dispenser is required (or retrofit of an existing dispenser if available). Dispensers should be

equipped with a 1 to 2 micron filter. Finally the dispenser hose and nozzle need to be alcohol compat-

ible. Anything that is rated for use with methanol is also suitable for use with E 85.

As I was preparing this paper, UL was finalizing draft requirements for E 85 dispensing equip-

ment. The applicable standards are UL 87, UL 25 and UL 79.

There are a number of metals compatible with E 85 but there are also many that are not.

Slide 16

Similarly there are plastics and elastomers that are compatible and those that are not.


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Slide 17

New Installations: If you are installing a new facility your system design will be based on real estate

available, local regulations, permitting requirements, and anticipated storage requirements.


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Slide 18

Above ground storage tanks (ASTs) are an attractive option where excavating for an under-

ground storage tank (UST) is costly or impossible due to subsurface conditions. AST’s are usually

smaller than UST’s often around 3,000 – 4,000 gallons capacity, although larger sizes are available.

However, smaller delivery size will cause the delivery cost per gallon to increase.

AST’s require secondary containment such as impervious dikes to contain spills, overflow, or

leaks due to tank rupture. State requirements for single wall tanks may differ from those for double

wall tanks. Most permits require a high level alarm and automatic shut off to prevent overfill as well as

either a permanently mounted sight gauge or manual “tank sticking” during unloading.

Underground storage tanks are used more frequently than ASTs. Typical tank sizes are 8,000 to

12,000 gallons. Steel tanks or fiberglass tanks that are UL rated for 100% ethanol can be used. Regu-

lations for USTs storing E-85 are the same as the regulations for storing gasoline.


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Obviously, selection of a qualified UST installer is critical. Many states license or otherwise

certify UST installers. Of course, there is a lot more to the UST system than just the tanks. You will

have various piping, electrical, submersible pumps, etc. as well as concrete work. Obviously all

parts of the system in contact with the fuel need to be specified as E 85 compatible.

Above ground the process is similar to the conversion process described earlier. The dis-

penser and all its accessories must be E 85 compatible.

The cost of a new installation can fall in a fairly broad range depending on tank size, excava-

tion difficulties and the type and number of dispensers. I have seen small tank single dispenser

installations below $30,000 up to the $45,000 range.

The AFDC website, which I will provide information on at the end of my presentation, has

actual example quotations for various installations.

You and your contractor should be aware of all codes and standards that must be complied

with.

Slide 19


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These include NFPA codes 30 and 30A and Federal Spill Prevention Measures. Many states

also have spill regulations and product delivery laws, and of course there are usually state and local fire

codes. Finally there are hazardous material regulations. Addressing these issues before starting the

project will eliminate any unpleasant surprises.

There are also various permitting requirements. These requirements and the associated costs

should be the responsibility of the installation contractor. So bid specifications and contracts should

specify this.

You may be able to offset some of the cost of installation through various funding sources.

Slide 20


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There are federal tax credits available that were included in the 2005 Energy Policy Act and

some states such as Colorado and Kansas have tax credits available for E 85 outlets. However, some of

these may only be available for retail outlets. Other funding sources to check with include the National

Ethanol Vehicle Coalition (NEVC) and the Clean Cities Coalition (if you are in a participating area).

Slide 21

No presentation of this type would be complete without some information on safety and fire

fighting. E 85 is a flammable liquid and should be treated with the same caution as gasoline. This

includes an emergency action plan. You should also issue material safety data sheets (MSDS) to per-

sonnel who might come in contact with the fuel. Your local fire department should be advised which

installations are E 85 since extinguishing an E 85 fire is different than extinguishing a gasoline fire. In


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particular, large E 85 fires should be extinguished with an AFFT / ATC fog or foam and water spray.

Additional information on fire fighting is available from the Renewable Fuels Association. For small E

85 fires, carbon dioxide, halon or dry chemical extinguishers marked B, C, BC or ABC should be used.

Turnkey Fueling: One fueling option I did not mention is contractor turnkey fueling. This is where

a contractor brings a truckload of E 85 and fuels the vehicles overnight. Product is metered and

coded by vehicle providing accurate, by vehicle, fueling records. At present I am aware of only a

couple of companies providing this service but as E 85 Fleet Sales increase others may begin to

provide this service. These services can eliminate, or delay, the need for costly installation and may

be particularly attractive during transition from a gasoline only fleet to a flex fuel vehicle fleet.

Obviously I have tried to cover a lot of ground here today and time doesn’t permit going into

extensive detail on every topic. So I want to provide you with a number of information sources

where you can find expanded information on the topics I’ve covered.

Slide 22


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By far the most informative website is the Alternate Fuels Data Center. This is a U.S. DOE

sponsored site which has an E-85 Tool Kit that covers nearly every item I have spoken about today.

This site also includes a number of useful links to such sites as the Clean Cities Coalition, NFPA,

EPA’s UST site, the EIA, EPACT, OSHA and many others. The National Ethanol Vehicle Coalition

also has a website with a variety of information on E-85 and flex fuel vehicles. The Renewable

Fuels Association website has a number of useful documents and information papers. Finally if you

wish to acquire a copy of ASTM D5798 you can also go to the ASTM website. Collectively these

websites and their links will get you about anything you need to know.

I hope the material covered proves useful to you. Thank you and I would be happy to try and

answer your questions if the schedule permits.

biodiesel overvie · – storage tank housekeeping issue/biocide treatment – also an issue for...

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