Biodiesel Future

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B IODIESELB IODIESELOn The Road To Fueling The FutureOn The Road To Fueling The Future

T HE C LEAR C HOICFOR C LEAN A

R IGOROUS S TANDARDSE NSURE B IODIESEL

P ERFORMANCE

B IODIESEL I S L UBRICITY

C ASE H ISTORIES FROMS ELECTED B IODIESEL U SE

A ROUND THE C OUNTRY

In Association With:


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4/204 | Biodiesel:On The Road To Fueling The Future

T HE C LEAR C HOICEFOR C LEAN A IR

By Jenna Higgins, Special Correspondent

Let’s face it, for all its positive traits,the diesel engine has one problem toovercome: its contribution to air pol-

lution. While diesel trucks and busesaccount for about 6% of miles driven, theEPA reports that diesel accounts for 20% of particulate pollution. One answer to thisproblem is biodiesel, the fuel made from soy-

beans and other vegetable oils or fats.

Consider the following:

Biodiesel can help cut emissions of carbon dioxide (CO 2), the primary green-house gas contributing to global warm-ing. The United States’ production andconsumption of petroleum fuels for vehi-cles accounts for more than 7 percent of worldwide CO 2 emissions. Biodieselreduces lifecycle CO 2 emissions byalmost 80% compared to petro-leum diesel.

Biodiesel containsno sulfur, so burn-ing it creates nosulfur dioxide.More than 1.5 mil-lion tons of sulfurdioxide are pro-duced in the USeach year by the

burning of fossilfuels in vehicle engines. Sulfur dioxideis harmful to the eyes, throat, and lungsand can form sulfuric acid, the primarycomponent in acid rain.

Biodiesel has the best energy balance of any liquid fuel. Some alternative fuelsare criticized for using as much energyto make the fuel as the fuel contains.This is not the case with biodiesel.Every unit of energy needed to produce

biodiesel results in 3.24 units offuel energy.

Emissions Drop With BiodieselIndependent studies show the use of

biodiesel in con-ventional dieselengines resultsin a substantialreduction of pol-lutants com-pared to petrole-um diesel fuel.A 1998 biodiesellifecycle studysponsored by theU.S. Department

of Energy and the U.S. Department of Agriculture concluded that pure biodieselreduces net CO

2emissions by 78 percent

compared to petroleum diesel. That makes biodiesel the best fuel for global warmingmitigation. “Biodiesel also reduces emis-sions when blended with petroleumdiesel,” says Ann Hegnauer, program man-ager in the Department of Energy’s Office of Fuels Development. “It’s one of the fewalternative fuels available that works with-in our existing diesel technology infra-structure. That’s a real benefit because

Biodiesel:On the Road to Fueling the Future

Executive EditorKarl Lang,Hart/IRI Fuels Information Services

Editors Jenna HigginsPaul Nazzaro,Advanced Fuel Solutions, Inc.

ContributorsSteve Howell, MARC IVPaul Nazzaro, Advanced Fuel Solutions,Inc.Karl Lang,Hart/IRI Fuels Information ServicesGale Johnson, Special Correspondent

Jenna Higgins, Special Correspondent

DesignLori AdamsMike DeChant

In Association With:

For additional copies contact:

Karl LangHart/IRI Fuels Information Services1201 Seven Locks RoadPotomac, MD 20854

For techical information regarding biodiesel contact:National Biodiesel Board3337A Emerald LaneP.O.Box 104898

Jefferson City, Missouri 65110PHONE: (573) 635-3893FAX:(573) 635-7913www.biodiesel.org

Copyright 2001 National Biodiesel Board

Petroleum-based diesel exhaust

EMISSIONS REDUCTIONS(B100 COMPARED TO PETROLEUM DIESEL )


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T HE C LEAR C HOICE FOR C LEAN A IR

diesel vehicles can last 25 years or more, sothose vehicles are not going to go awayanytime soon. Biodiesel is a way to cleanup the air and improve our domestic ener-gy security without making drastic changesto the system.”

According to independent tests per-formed at Southwest Research Institute, car-

bon monoxide emissions from a heavy-dutydiesel engine were reduced by 50 percentwhen running on pure biodiesel fuel ascompared to petroleum diesel. The data alsoindicated that burning pure biodiesel result-ed in a substantial reduction in emissions of particulate matter and unburned hydrocar-

bons (a major contributor to smog).Emissions of toxic PAH and nitro-PAH com-pounds were reduced dramatically com-

pared to petroleum diesel fuel. When biodiesel was blended with petroleum dieselfuel, similar emission trends were observed,although the changes were smaller than forpure biodiesel.

Dump Trucks Clean Up ActLab studies are great, but how does biodieselwork in the real world? Just fine, accordingto a San Francisco Bay-area recycling com-pany which runs its equipment on pure

biodiesel. In the summer of 2000,

GreenTeam began using pure biodiesel(B100) in all 94 of its recycling and garbagetrucks, making it the first fleet of its sizefueled by pure biodiesel. “We take pride in

being an environmental leader,” says KerynnGianotti, GreenTeam public affairs manager.“I think you’ll start to see more people using100 percent biodiesel, in California especial-ly, because of the air quality laws that arecoming into effect.”

An Arizona concrete company also madethe switch to B100 in an effort to stop con-

tributing to the area’s smog problem. RocklandMaterials operates a fleet of about 100 dieselready-mix trucks, dump trucks and semi trac-tor-trailers. “We had to come up with a betterway for us to contribute to keeping our air

clean,” says GrantGoodman, owner of R o c k l a n dMaterials. “My wifeand my son areasthmatics, andanyone who’s everseen the impactasthma has on peo-ple would probablydo the same thingwe’ve done.”

Greening upParks withBiodieselThe National ParkService (NPS) rou-tinely monitorsthe health of themarine environ-ment at ChannelIslands NationalPark, off the coastof Southern Cali-fornia. The ParkService also con-tributes to the well

being of the envi-

ronment by practicing what it preaches.A two-year pilot program now underway

at the park has the NPS vessel Pacific Ranger

running on biodiesel. Unlike petroleumdiesel, biodiesel is nontoxic and bio-degrad-able, which means not only does it burnclean, a spill in the ocean would not have thesame consequences as a petroleum dieselspill. “Biodiesel degrades about four timesfaster than petroleum diesel,” says Joe Jobe,executive director of the National BiodieselBoard, the industry’s nonprofit trade associ-ation. “Within 28 days, pure biodieseldegrades 85 to 88 percent in water. That’sabout the same rate as Dextrose, a naturalsugar used as a control when testing bio-degradability.” Biodiesel helps improve the

biodegradability of petroleum as well. A 20percent blend of biodiesel improves

biodegradability of the blend by 30 percent.“We’re an environmental organization

and we should be a leader in demonstrat-ing things that have a positive environ-mental impact,” adds Kent Bullard,maintenance supervisor at ChannelIslands National Park. The park is justone of a list of national parks using

bio diesel , inc luding Pictured RocksNational Lakeshore in Munising,Michigan, and Yellowstone NationalPark. “We’re stewards charged with pro-tecting a national treasure and we needto keep looking at how we can best dothat,” concludes Jim Evanoff,Yellowstone National Park managementassistant. “Using biodiesel is one of theways we can protect Yellowstone.”

Chris Case, Facility Mgr.For Pictured Rocks NationaLakeshore, with truck fueled by biodiesel.



Biodiesel:So We Can All Breathe Easier

T here is no doubt that engine emissions released into theatmosphere are a cause for concern. Engine emissions, par-ticularly from cars and trucks,have been linked with can-cer, asthma, and a host of other serious health condi-tions. Biodegradable and non-toxic in the tank,when burned as an alternative to petroleum-based fuel, biodiesel can also significantlyreduce the emissions that threatenhuman health.

Biodiesel is the first and onlyalternative fuel to have a completeevaluation of potential emissions-

related health effects. Submitted tothe U.S. EPA under the Clean AirAct Section 211(b), this evaluationincludes the most stringent emis-sions testing protocols ever requiredfor certification of fuels or fuel addi-tives in the U.S. The data gatheredthrough these tests (performed atSouthwest Research Institute and LovelaceRespiratory Research Institute) provides the mostthorough inventory of environmental and human healtheffects technology allows.

The results show that biodiesel significantly reduces thethreat to human health compared to petroleum diesel. In fact,its use results in a 90 percent reduction in EPA-targeted air tox-ics. According to the Department of Energy (DOE), the cancerrisk associated with biodiesel particulates is at least 80 percentlower than that associated with exposure to petroleum dieselparticulates. Biodiesel emissions have decreased levels of poly-aromatic hydrocarbons (PAH) and nitrated PAH (compoundsidentified as potential cancer-causing agents).Emissions of mostPAH compounds were reduced by 75 to 85 percent whenbiodiesel was compared topetroleum diesel. The emissionof targeted nPAH compoundswas also reduced dramatically,with 2-nitrofluorene and 1-nitropyrene volumes reducedby 90 percent and the rest of the nPAH compounds reducedto only trace levels.

Particulate emissions are a “particular” issue with conven-tional diesel fuel. According to a survey by the Health Effects

Institute across 90 cities, for every increase of 10units of particulates the risk of death rose by

an average of 0.4 percent nationally.Butbiodiesel makes a significant differ-

ence, producing up to 50 per-cent less dangerous particu-

late emissions than petrole-um diesel.

In addition to quanti-tative independent test-

ing results, scores of biodiesel users havetheir own anecdotal evi-

dence to attest to thehealth benefits of biodiesel.

For example: “One of thethings we discovered is that

our mechanics found they have alot less eye irritation when they’re

working on diesel vehicles, because there’snot that diesel smell and eye irritant,” relates John

Van de Vaarst, a fleet manager for the Agricultural ResearchService within the U.S. Department of Agriculture.“That’s beena real positive side benefit that we never expected.”

USDA chemist Sevim Erhan compares clear soy-based product with petroleum-based product.(Courtesy of USDA - ARS)


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RIGOROUS S TANDARDS ENSURE B IODIESELP ERFORMANCE

By Steve Howell, Chemical Engineer, MARC IV and Chairman, Biodiesel Standards Task Force, American Society of Testing and Materials

Since the early 1990s, the biodieselindustry has taken great care to makecertain that questions about biodiesel’s

ability to perform as a high quality fuel wereanswered well before the product hit the mar-ket. As a result, biodiesel is one of the mostthoroughly tested alternative fuels in the mar-ketplace. More than $30 million of researchsponsored by the NationalBiodiesel Board, throughfarmer checkoff invest-

ments. Studies performed by the U.S. Department of Energy(DOE), and the U.S.Department of Agriculture(USDA), at worldrenowned laboratoriessuch as SouthwestResearch Institute, theLovelace Respiratory Research Institute, andthe University of California – Davis, have meas-ured the properties of biodiesel for everythingfrom energy content to cold flow characteristics.

Biodiesel has even passed the “bear” test. Anumber of years ago, when YellowstoneNational Park wanted to begin using biodieselin its diesel vehicles and generators to reduceoffensive emissions, park officials were con-cerned that bears might be attracted to theappealing “french fry” odor of biodieselexhaust. “Park managers didn’t want grizzly

bears coming out of the woods and trailingtourist buses because of the fuel’s odor,” saysHoward Haines, Bioenergy EngineeringSpecialist for the Montana Department of Environmental Quality. Lacking any data onthis aspect of bear behavior, the DEQ carriedout a series of tests (including the BearAttractant and Toxicity Test or BATT). Theresults showed that unlike picnic baskets,

bears were not attracted to biodiesel. Althoughthe BATT is not one of the more widely citedstudies, the fact that it was performed illus-trates the degree to which biodiesel has beentested.

Biodiesel Meets Performance ObjectivesSuccessful alternative fuels meet environmen-tal and energy security priorities while provid-ing the operating performance demanded bytheir users. One of the major advantages of

biodiesel is that it can be used in existingengines and fuel injection equipment with lit-tle impact to operating performance key to

diesel users – power,torque and fuel economy.Laboratory research, more

than 40 million successfulroad miles and countlessoff-road and marine mileshave proven that

biodiesel performs verysimilar to petroleumdiesel fuel. Biodiesel has ahigher cetane number

than most U.S. diesel and also has the highestBtu content of any alternative fuel; a Btu con-tent that is comparable, but slightly less thanmost diesel fuel. Tests indicate there is amarked improvement in lubricity when evenlow levels of biodiesel are added to diesel.

Safety and Stability A High PriorityBiodiesel is also the safest of all fuels to use,handle and store. It has a flash point (thetemperature at which a fuel will ignite whenexposed to aspark) much high-er than that of petroleum diesel(see chart). “If youthrow a match ina bucket of

biodiesel, thematch will goout,” says LeonS c h u m a c h e r ,A s s o c i a t eProfessor of A g r i c u l t u r a lSystems Manage-

ment at the University of Missouri. “I’veeven pointed a propane torch directly at

biodiesel. You wouldn’t want to try that withpetroleum diesel.”

In today’s "just-in-time" business envi-ronment, most fuels are used soon afterthey are purchased. Many diesel fuel sup-pliers recommend storing petroleum dieselfor no more than three to six months unlessusing a stabilizing additive. The currentindustry recommendation is that biodiesel

or biodiesel blends also be used within sixmonths. A longer shelf life is possible, (arecent study by the US Navy showed that a20% addition of a soybean oil-based

biodiesel made an unstable diesel fuel become stable) and storage enhancing addi-tives can provide additional benefits.Although storage life has not been a majorissue in the field, the industry has a largeprogram underway to develop quicker andmore reliable bench tests for measuring thelong-term storage stability of biodiesel andthe impact of storage enhancing additives.

Biodiesel Meets Cold Weather ChallengesAs with conventional No. 2 diesel, properprecautions should be taken with biodieseland biodiesel blends during cold weather.The gelling of any diesel fuel in cold climates

F l a s

h P o

i n t ( o F )

Fuel Flash Point Comparison

Gasoline Jet Fuel Diesel BunkerFuel

Biodiesel

350

300300 o

250

200

150

100

50

-50

-100

0


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is a commonly known phenomenon anddiesel fuel suppliers, as well as customersand diesel engine designers, have learnedover time to manage the cold flow problemsassociated with winter temperatures.

Common practices are:Blending with No. 1 diesel

Utilization of an additive that enhancescold flow properties

Utilization of fuel tank, fuel filter or fuelline heaters

Storage of vehicles in a garage.

During the last seven years, the cold flowproperties of biodiesel and biodiesel blendshave been thoroughly

tested. Biodiesel blends(primarily B20) have

been used under a vari-ety of conditions—evenduring some of the cold-est winter weather onrecord—without coldflow problems.

For example, in theforests of Wyoming, parkrangers and other work-ers depend on their vehi-cles to operate reliablywhenever and whereverneeded. According toRobin J. Brooks, a districtfleet manager for theUSDA Forest Service inWyoming (where about 55vehicles run on B20 year-

round), vehicled e p e n d a b i l i t y

becomes even moreimportant duringwinter when temper-

atures can hover at45 degrees belowzero for weeks at atime. "We’ve alwaysused No. 1 dieselinstead of No. 2 dur-ing cold weather, andnow we just blendthe biodiesel into theNo. 1," Brooks says. "It’s gotten down to 46degrees below zero, and we don’t have any

problems."

A study performed by theUSDA is representative of the majority of published

biodiesel cold flow test-ing results (see chart).This cloud point datashows that below-freezingtemperatures can be toler-ated by typical biodiesel

blends (B20 or less) with-out problems. Biodieseldoes gel faster than mostNo. 2 diesel and the high-er the concentration of

biodiesel, the sooner thefuel will gel. However,

below 20% the cold flowproperties of the blendare very similar to those

of the petroleum diesel base, and blends below 5% are indistinguishable. This wasverified recently by testing performed at

System Lab Services, a division of WilliamsPipeline, using fuel provided by theAgricultural Utilization and ResearchInstitute in Mankato, Minnesota (see tableon page 18). This data shows that the coldfilter plugging point (CFPP) of 2% and 5%

blends with typical Minnesota winter dieselfuel were all within the variability of thetest method. As with diesel fuel, the coldflow properties of biodiesel can vary fromsupplier to supplier, so customers shouldwork with their fuel suppliers to select the

biodiesel and the biodiesel/diesel combina-tion that best meets their needs.

Biodiesel and Engines:The Standard Has Been Set

In the United States, the AmericanSociety for Testing and Materials (ASTM) isthe organization that sets the fuel standards

8 | Biodiesel:On The Road To Fueling The Future

RIGOROUS S TANDARDS ENSURE B IODIESEL P ERFORMANCE

C l o u

d P o

i n t ( o F )

Biodiesel Concentration (Vol. % in No.2 Petroleum Diesel)

Cloud Point Variation with Biodiesel Concentration35

30

25

20

15

10

00 10 20 30 40 50 60 70 80 90 100

5

The gold standard of biodiesel ™

1-800-599-9209

www.soygold.com

Agricultural Research Service engi-neer Robert Dunn inspects chilled biodiesel that has been winterized for better start-ups.(Courtesy USDA-ARS)

continued on page 18


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Environmental regulations have hadand will continue to have a significant

impact on the formulation of dieselfuel. The introduction of new fuels and enginedesigns to meet new emission regulations hascreated the need to address a number of fuelproperties, in order to guarantee acceptableemissions performance while avoiding enginemaintenance problems.

What Makes A Premium Diesel Fuel?Diesel equipment operators nationwide con-tend that in special situations or in certaingeographic locations, they can benefit from a

fuel supply with properties beyond minimumASTM D 975 specifications. Accordingly, overthe last decade there has been an increase inthe number of fuel marketers offeringenhanced fuels at enhanced prices, oftencalled “premium” diesel fuels. Along withthese fuels have come claims of exaggerated

benefits that are rarely verifiable. To date twogroups, the National Conference on Weightsand Measures (NCWM) and the EngineManufacturers Association (EMA), have pro-posed definitions for premium diesel.

The NCWM addressed the premium dieselissue to ensure that the consumer received afunctional benefit in return for a “premium”fuel’s higher price. To ensure objectivity, theNCWM formed a task force consisting of refin-ers, additive manufacturers, independentlabs, and government agencies, and tasked itwith defining the parameters of a premiumfuel. The group was guided by two principles:any enhanced property of a premium fuelmust provide a functional benefit to con-sumers, and must be technically verifiable.

While there are a number of critical dieselfuel performance parameters, lubricity is oneof major importance. However the task forcerealized that setting a lubricity requirement toavoid excessive fuel system wear would bedifficult because the available test methodshave poor precision and fail to accurately pre-dict performance for all fuel and fuel additiveproducts. Currently, meetings spearheaded bythe ASTM Lubricity Task Force are shaping

up to identify a testing protocol that satisfac-torily benchmarks a fuel’s lubricity value.

Once this testing protocol is validated, lubric-ity will most likely be another performanceparameter added to the NCWM premiumdiesel standards.

Lubricity Key to Engine PerformanceDiesel fuel acts to lubricate moving parts of fuel pumps and injectors, and to avoid exces-sive wear the fuel must have a minimumdegree of lubricity. Refinery processes used todecrease the amount of sulfur in diesel act toreduce its lubricity, and use

of a fuel with poor lubric-ity can increase wear andcause catastrophic enginefailure in some cases. Thisis true with current 500parts per million (ppm)diesel, and the problem will

be exacerbated by the 15ppmfuel anticipated.

As the biodiesel industryhas developed, highly regard-ed independent labs and uni-versities have amassed volumesof technical data related to

biodiesel’s properties and per-formance characteristics. Thesedata show that this distinctivealternative fuel can be successfullyemployed as a diesel fuel lubricitysupplement.

Biodiesel has exceptional lubri-cating qualities and demonstrates ameasurement of 6000 grams on the“scuffing load ball-on-cylinder lubric-ity evaluator” as defined in the ASTMPS-121 quality standard. StanadyneAutomotive Corp., the largest diesel fuel injec-tion equipment manufacturer in the U.S., sub-mitted a letter to the EPA during the commentperiod of the recently finalized low-sulfur rulewhich states that Stanadyne supports “the useof a low blend of biodiesel into the entire USdiesel pool” for lubricity purposes (see graph-ic). Stanadyne's tests showed that 1%

biodiesel can improve the lubricity of dieselfuel by up to 65%.

Distribution Network GrowsAs Demand Poised To ExpandThe biodiesel distribution network expandsdaily, as new markets continue to unfold.Numerous national and regional petroleumorganizations have embraced biodiesel as alegitimate liquid alternative fuel option. Inaddition to that high volume marketplace,fuel marketers are

e v a l u a t i n gtheir strategic terminal assets to

determine cost effective methods for blend-ing low ratios of biodiesel into conventionaldiesel fuel. With six multi-functional soy-

based diesel fuel supplements commerciallyavailable and compelling empirical data sup-porting its benefits, biodiesel is an obviouschoice to remediate the impact of ultra lowsulfur diesel on lubricity values.

Biodiesel: On The Road To Fueling The Future | 9

BIODIESEL IS LUBRICITYby Paul Nazzaro, Advanced Fuel Solutions, Inc.


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1990 1991 1992 1993 1994 1995

The University of Missouri and theMissouri Soybean MerchandisingCouncil fund a study to demonstratethe use of soy-based mono-alkylesters as a diesel fuel replacement

Biodiesel pilot demonstrations in dozens of fleets, including Lambert International Airport(St. Louis), New Jersey Highway Department, and U.S. Postal Service

B IODIESELT IMELINE

At the Paris Exhibition in 1900,Dr. Rudolf Diesel demonstrates his newengine using vegetable oil as a fuel

National Biodiesel Board foundedto coordinate state and nationalbiodiesel development

A 24-foot Zodiac boat begins adaring around-the-world journeypowered by 100% biodiesel

Biodiesel is the name of a clean burning mono-alkyl ester-based oxygenated fuel made from soybeanoil or other vegetable oils or animal fats. A renewable fuel domestically produced from agricultur-al resources, biodiesel is simple to use,biodegradable,nontoxic,and essentially free of sulfur and aro-matic compounds.

The concept of using vegetable oil-based fuel dates back to 1895 when Dr. Rudolf Diesel developed the first compression-ignition engine specifically to run on veg-etable oil. Because it has similar properties, biodiesel can be blended in any ratio withpetroleum diesel and can be used in diesel engines with no major modifications.

Biodiesel is registered as a fuel and fuel additive with the Environmental ProtectionAgency (EPA) and meets clean diesel standards established by the California AirResources Board (CARB). Neat (100%) biodiesel has been designated as an alter-native fuel by the Department of Energy (DOE) and the US Department of Transportation (DOT).Biodiesel contains no sulfur or aromatics and already meetsthe 2007 sulfur standards.

W HAT IS BIODIESEL ?


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6 1997 1998 1999 2000 2001

3 0 , 0 0 0 , 0 010

Two major biodieselfuel suppliers registeredwith EPA

Seven companies commerciallymarketing biodiesel productsas premium lubricity additivesand 17 biodiesel fuel suppliersregistered with EPA

The American Society of Testing andMaterials (ASTM) issues specificationfor biodiesel fuel, approved June 1999

Biodiesel becomes only alter-native fuel to successfullycomplete the EPA’s Tier I and

Tier II Health Effects testing

Congress approves biodiesel asalternative for compliance with theEnergy Policy Act of 1992

25 fleets using biodiesel for EPAact compliance

25

Three major fleetsusing biodiesel forEPAct compliance

Eighty major fleets usingbiodiesel, including U.S.PostalService, universities, transitauthorities and school districtsPresident Clinton signs Executive

Orders 13101, 13134 and 13149setting federal government goalsfor displacing petroleum andtripling use of bio-based products

3 80

The production of biodiesel, or alkyl esters, is a well understood process.Most biodiesel is produced through the processof base catalyzed transesterification, because the reaction is low temperature (150 °F), low pressure (20 psi) and has ahigh conversion factor (98%) with minimal side reactions and reaction time.

The general process is depicted onthe left. A fat or oil is reacted withan alcohol (like methanol) in the

presence of a catalyst toproduce glycerine and

methyl esters orbiodiesel.The methanolis charged in excess toassist in quick conver-sion and recovered for

reuse.The catalyst is usually sodium orpotassium hydroxide which has alreadybeen mixed with the methanol.

H OW IS BIODIESEL P RODUCED ?

More than 30 million successful U.S, roadmiles (and countless off-road and marinemiles) logged by fleets using biodieseland biodiesel blends

USDA issues final rule for bioenergyprogram (under the CommodityCredit Corporation), designed toencourage production of environ-mentally friendly fuels made fromsoybeans, corn and other crops

President Bush announcesenergy plan which furtherpromotes renewable energy,including biodiesel


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Joe Biluck is an enthusiastic kind of a guy.If he likes something, he lets you know.Talk to him for five minutes and you cantell he loves his job as Director of Operationsand Technology for the Medford SchoolDistrict in New Jersey. Talk to him about his44-vehicle fleet of school buses and his greatenthusiasm for biodiesel is sure to surface.With four years of experience using soy-

based biodiesel, Biluck knows what he’s talk-ing about, but what makes him happiest is

the following anecdote.When Medford School District started

using B20 in 1997, one of his drivers wasparticularly skeptical. “She just couldn’t seehow her bus could run well on a fuel madefrom vegetable oil,” Biluck remembers. “Butyou see, the bus she drives transports handi-

capped students who aren’t able to just jumpoff the bus and head for a pick-up baseballgame, but need time and often help to get onand off the bus. In the process, with this par-ticular vehicle, they’re exposed to exhaustfumes from the nearby tail pipe,” heexplains. “The once skeptical driver said herkids noticed the difference right away. Theyweren’t struggling to breathe and weren’t

bothered by the obnoxious odor of standarddiesel fuel,” he says. "And oh, by the way,she has had no complaints about how her

bus runs on ‘vegetable oil’ either!"In fact, Biluck says that operationally

there is no difference between the 22 buseshe fuels with B20 and the 22 buses he runson petroleum diesel fuel. “Same mileage andsame start-ability. We’ve had temperatures aslow as 11 degrees below zero and had notrouble starting our biodiesel buses.”

After 400,000 miles of road testing, Biluckhas noticed two significant advantages with

biodiesel compared to regular diesel fuel.“I’m not sure why, but the biodiesel buseshave less idle vibration.” He says he thinksit’s due to the increased oxygen content of

biodiesel as well as its increased lubricity

compared to petroleum diesel fuel. I knowfor sure we have improved emission qualitywith biodiesel in total hydrocarbons, carbondioxide, and carbon monoxide. This isaccording to U.S. EPA approved tests, con-ducted by the State of New Jersey, onMedford buses run with both fuels,” hestates. “We know biodiesel is doing a betterjob environmentally.”

Want to learn more

about biodiesel?

Visit the National

Biodiesel Board web site

for biodiesel facts, news

and suppliers:

http://www.biodiesel.org

or call:

1-800-841-5849


N EW JERSEY SCHOOL D ISTRICT G IVESBIODIESEL AN A+

C A S E H I S T O R Y

Joe Biluck recommends biodiesel to every school bus fleet manager he meets.


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Chris Goodman has only been using

biodiesel since January 2001, but helikes what he sees. “If it’s diesel and

it’s used at Savannah River, it’s powered byB20,” says Goodman, Operations Officer atthe U.S. Department of Energy’s SavannahRiver Site (SRS). “We have 190 diesel vehi-cles and 431 pieces of portable equipmentpowered by diesel engines, and each andevery one is using B20.”

The Savannah River Site is currentlyusing about 35,000 gallons of B20 (20%

biodiesel/80% diesel) a month to earnAlternative Fuel Vehicle credits required bythe Energy Policy Act (EPAct). Goodmansays the switch from regular diesel to

biodiesel couldn’t have gone more smoothly.“We haven’t had a single complaint or prob-lem,” says Chris. “The biodiesel is similar interms of fuel consumption and horsepowerand it integrates easily into our existing fuel-ing tanks.”

Like all first time biodiesel users,Goodman is pleased by the fact that there isno costly and time-consuming conversionprocess required to accomplish the switch.“B20 costs us only about 20 percent more

than standard diesel fuel, and we feel thecost is justified. It provides greater lubricity,which we believe will eventually lead todecreased maintenance costs, and it reducesmost regulated emissions significantly. Italso helps to reduce our dependence on for-eign oil and provides a larger market forAmerican soybean farmers,” he adds.

DOE plans to expand the use of biodiesel beyond SRS. “The Department of Energy willrely on biodiesel blends to achieve a large

portion of the 20 percent reduction in petro-leum use called for by 2005 in ExecutiveOrder 13149,” says Lee Slezak of the DOEAdvanced Vehicle Test & Evaluation pro-gram. As a DOE facility, Goodman says SRShas two operationalimperatives thatapply to its use of

biodiesel. The firstis finding cost-effec-tive ways to accom-plish any task, andthe second is trans-ferring environmen-tal technology to

both governmentand non-govern-ment entities. “As Isee it, saysGoodman, biodieselhelps us fulfill bothof those missionimperatives.” Formore informationon the SavannahRiver Site,check outhttp:/www.srs.gov/.


SAVANNAH RIVER , S OUTH C AROLINA DOE F ACILITYS WITCHES TO BIODIESEL


Chris Goodman pumping biodiesel at theSavannah River Site.




SOUTHERN ELECTRIC U TILITIES G ET A REAL(EPA CT ) C HARGE WITH BIODIESEL

Some might find it ironic, others pre-dictable, but two large electric compa-nies are finding biodiesel–B20 to be

exact—to be a great way to comply withEPAct rules and earn EPAct credits. As elec-tric utilities, they of course would prefer touse their own “fuel” with electric vehicles(EVs) as EPAct alternatives, and they do, butthat can only go so far. Not all EVs work inevery situation.

For Florida Power & Light (FPL) and

Alabama Power (AP), biodiesel has been thealternative fuel of choicefor the last two-and-one-half years. Both TimCalhoun of FPL, andRichard Harper of APwill recount that theircompanies started with

biodiesel on a trial basis but now use it regularly.What’s more, they use itas extensively as they canunder EPAct rules. “Wehope EPAct will changeits rules to allow us to earn even more cred-its with B20,” says Harper. “What we likeabout biodiesel is that it requires no con-version or purchase of new equipment,”explains Calhoun. “You just start using it.When we began with B20, we did it as atest and part of that test was to find out if our operators noticed the difference. Theydidn’t. We had no complaints at all.”

For fleet managers considering biodiesel , Calhoun recommends theirnumber one concern be finding theright supplier. “Make sure to find a sup-plier who can work with you to meet yourneeds. For example, we store no fuel atour facilities. Each vehicle is fueled byour supplier each evening and they haveto be willing to bring the blended B20from their facility,” he says.

Beyond earning EPAct credits, Calhounsays they have found that using biodiesel atFPL has other benefits. “It definitely increas-es the lubricity of the fuel and our tests showit has reduced emission of hydrocarbons,particulate matter and carbon dioxide.We’ve also found it really does clean up thefuel system.”

At Alabama Power, Richard Harpersays they use the alternative fuel in 30 to40 trucks in the Birmingham area.

“The fuel has to be versatile in that someof the vehicles are older—up to 15years—and others were new when westarted with biodiesel. We have a varietyof engines and a variety of uses and

biodiesel has worked well in each case."

Beyond the fact that it required no con-version expense, the choice of biodieselover propane or natural gas also had to dowith availability, according to FPL’sCalhoun. “Being a southern state, theinfrastructure for propane or CNG alterna-tives just isn’t there,” he explains. On theeconomic side, Harper says the price of

biodiesel has gone down recently in theirarea making it an even better deal.

Fleets get an EPAct credit for every

450 gallons of pure biodiesel used in a20 percent blend level or higher. Sincethe incremental cost of pure biodieselranges from 25 cents to $1.25 per gallon,the cost of an EPAct credit using

biodiesel averages about $450. This issignificant since according to FPL, EPActcredits trade for about $2,200 each. Theincremental cost for B20 is approximate-ly 10 to 25 cents per gallon, similar tothe difference between regular and pre-

mium gasoline. Harperadds, “We’ve increased ouruse of biodiesel and hopethat EPAct rules willchange to allow us to earnmore credits with the fuel.If they do make a change,there is no doubt we willincrease our use to themaximum allowable.”

Florida Power & Lightstarted with biodiesel on a trial basis and now uses it as muchas possible.


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Earning EPAct Credits With Biodiesel


F

ederal, state and public utility fleets required to collectAlternative Fuel Vehicle (AFV) credits under the Energy Policy

Act (EPAct) of 1992 can use biodiesel as their least-cost com-pliance option.

Under the EPAct Amendment of 1998:Fleets may choose to operate existing diesel vehicles that weighmore than 8500 pounds on blends of biodiesel in lieu of purchas-ing new AFVs.For each 450 gallons of biodiesel purchased and consumed,a fullvehicle credit is awarded.The biodiesel component of the fuel blend must constitute atleast 20 percent of the volume of the fuel (B20).No additional credit is given for the actual vehicles operating on

the biodiesel-blend fuel.No additional credits will be given for biodiesel used in vehicles

that have already been counted by a fleet toward its AFV acquisi-tion requirements.

Fleets may substitute their biodiesel fuel consumption for up to50 percent of their total annual AFV purchase requirements.Biodiesel fuel use credits cannot be banked or traded.

The Congressional Budget Office (CBO) determined in 1998 thatusing biodiesel is the least-cost option among the alternative fuelchoices available to meet AFV requirements.The CBO predicted thatthe federal government would save $10 million annually by usingbiodiesel in its fleet vehicles.

The EPAct amendment does not impose any new requirements oncovered fleets. Instead, it provides greater flexibility for fleet operatorswho already have the responsibility of complying with the requirements

of EPAct to further its goal of reducing dependence on imported petro-leum. For more information on EPAct,visit http://www.ott.doe.gov/.

Valero has seen unprecedented growth in our refining and marketing business overthe last few years. We now have six refineries with a combined throughput capacityof approximately 1 million BPD, making us the largest independent refiner in thenation. And, we market our products in 34 states through 190 terminals.

We’re also excited about continued expansion of our product offerings. As part of our ongoing effort to produce, market and distribute environmentally clean fuels,

Valero now has the capability to blend, store and ship cleaner-burning biodiesel fuelto our customers. We’re proud to commit to this important environmental initiativebecause of biodiesel’s proven environmental performance, which includes substan-tial reductions in unburned hydrocarbons, carbon monoxide and particulate matter.

And as our company and product line continues to grow, some things will neverchange. We’re still committed to providing our wholesale customers withdependable supply, high-quality products, competitive pricing and superiorcustomer service.

Contact: Raymond Hernandez [email protected]

Your source for dependable supply,competitive pricing and flexible service.

Now, we’re also your source for BIODIESEL




AGRICULTURE D EPARTMENT C HOOSESBIODIESEL FOR FLEET

One mission of the US Department of Agriculture’s Agricultural ResearchService (ARS) is to develop and test

new uses for American farm products. In thecase of biodiesel, it has not only tested thefuel but has also adopted it for use in ARSvehicles at the Beltsville,Maryland facility. What’smore, ARS continues tofind other uses for

biodiesel.

John Van de Vaarst,Director of FacilitiesManagement and Oper-ations, says they use B20in more than 150 dieselengines at the Beltsvillefacility. “The enginesrange from farm tractorsto large generators totrucks, and includes one

bus and even oneHumvee. We find

biodiesel to be as reliableand dependable as regu-lar diesel fuel,” he adds. “We rely on ourown power lines within the facility, and themaintenance equipment we use must workwhen we need it. We needed our B20-fueled‘cherry picker’ to repair down lines and fixpole problems during a frigid, icy spell andwe had no problems starting it,” says Van deVaarst. ARS mechanics like it too. “It’s easieron their eyes than other fuels and they saythat it even softens their hands,” he laughs.

Van de Vaarst also likes to tell the story of their large diesel driven mowers. “At first,when we hadn’t yet told our operators theywere burning B20, one of them came in com-plaining that he was being chased by bees.We immediately thought it might be due tothe pleasant aroma from the B20,” herecounts. “So we parked the mower by some

bee hives, and let it run to see if the beeswere attracted to the biodiesel. They weren’t.

Turns out the bees just liked the operator’snew after-shave!”

In addition to using biodiesel in ARS’s ownfacilities, Van de Vaarst is promoting it toWashington D.C. Metro area municipalitiesfor large bus transit fleets. “Because you don’t

have to convert any-thing and you quicklyimprove emissions andget healthier exhausts,it makes sense to me,”

he says. “I know manycommunities havelong range plans toswitch buses to otheralternative fuels suchas natural gas orpropane. But if youhave a fleet of 2,000

buses you can’t affordto make make theswitch over night, sowhy not run the con-ventional dieselengines that remain in

use on B20 and help the city’s residents breathcleaner, healthier air?” he asks.

Van de Vaarst is also very enthusiasticabout the results of their first year heatingwith biodiesel.Using B5, a blend of just 5 percent

biodiesel, they havehad a “flawless-seamless” winter.The biodiesel isused to heat 11

buildings at theirdairy research facili-ty, including every-thing from barnsand milk parlors to labs and offices. “The

boilers never knew the difference, they nevermissed a beat. It mirrored the same experi-ence we had with diesel engines,” he says.

Photo courtesy USDA-ARSCheck out www.ars.usda.gov

Alt Fuels Data Center

http://www.afdc.doc

National Renewable Energy

Laboratory

http://www.nrel.gov

National Biodiesel Board

http://www.biodiesel.org

United Soybean Board

http://www.unitedsoybean.org

Online BiodieselResources


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T his is an exciting time for the biodiesel industry. With ten years of testing behind us, the U.S. biodieselindustry has effectively made the transitionfrom the research and demonstration phase tothe commercialization phase. More than 80major fleets currently use biodiesel in theirvehicles, and additionalfleet managers are choos-ing it virtually every week.Based on registrations withthe Department of Agricul-ture Bioenergy Program,fuel suppliers anticipateselling 800% more

biodiesel in 2001 than in2000.

Biodiesel continues togarner interest and supportthrough regulatory activityin more than a dozenstates. Some bills encour-age the use of biodiesel as a

premium lubricity additive while othersallow biodiesel to participate in existingstate-sponsored alternative fuel programs.

The clear benefits of biodiesel have begunto generate broad bipartisan supportthroughout the country.

Additionally, as the EnvironmentalProtection Agency stands

by its decision to lowerthe sulfur content of diesel from 500 to 15ppm, biodiesel is wellpositioned to help replacelost lubricity. Just one totwo percent biodiesel

restores the lubricity toultra-low sulfur fuel.

Skyrocketing energyprices have the countryreaching for alternatives ina way that has not beenseen since the 1970s.Biodiesel is renewable,

domestically produced, environmentallyfriendly and compatible with existing vehicletechnology and infrastructure. These factors

make it an ideal choice to supplement thecountry’s energy supply. Additionally, it con-tributes to our national economy andstrengthens the farm economy in the form of higher soybean and other agricultural feed-stock prices. The success of biodiesel is aprime example of soybean checkoff dollars atwork developing new markets for soybeans.

Biodiesel is on the road to fueling thefuture. To learn more about it, I invite you tovisit our Web site at http://www.biodiesel.org

Joe Jobe

The National Biodiesel Board is a nonprofit trade association coordinating thebiodiesel industry in the United States.

A NOTE FROM THE EXECUTIVE DIRECTOROF THE NATIONAL BIODIESEL BOARD

• Cleans Injectors

• Improves Lubricity• Horsepower Improvement• Improves Fuel Economy Up to 5%

We’re On Your Team, Not On Your Payroll.

102 Barton Street • St. Louis, MO 63104800-325-9962

www.schaefferoil.com

NEW NEW SoyUltra, formulated over the past year and now sold by Schaeffer Manufacturing of St. Louis, is the first soy-based additive on the market for bulk treatment of regular gasoline. Available only through local fuel jobbers, SoyUltra is designed to be pre-blended into gasoline that is delivered to the farm or fleet.

SoyUltra treated gasoline costs customers about 2.5 cents more per gallon over regular gas, but with a 5% fuel savings, it more than pays for itself.

This revolutionary fuel additive not only burns cleaner, (eliminating fuel deposits which cause pinging and run-on) but also improves lubricity by 45% (increasing life of fuel pumps and injectors).Although especially important in California where new “ultra low sulfur” fuel is also ultra lowin lubricity, this will eventually be important nationwide as the rest of the country moves to “ultra low sulfur” fuel.

Treatment Rate: 1 gal to 1500 gal fuel.

Joe JobeNational Biodiesel BoardExecutive Director



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for virtually every fuel used in the US.ASTM began the process for setting a

biodiesel standard in 1994 and the industryhas been hard at work developing all of thedata necessary to meet the rigors of ASTMapproval.

An ASTM provisional standard for biodiesel, ASTM PS 121 was issued byASTM in June 1999. The standard coverspure biodiesel (B100) for blending withpetroleum diesel at levels up to 20% byvolume. Higher concentrations of biodieselare permitted on a case-by-case basis withapproval of the engine manufacturer. It isabsolutely critical that biodiesel meet theASTM standard. (Note: For a copy of theASTM standard, check www.astm.org).The provisional standard for biodiesel iscurrently being upgraded by ASTM to full

biodiesel standard, and this approval isexpected within the year.

Engine WarrantiesDiesel engine man-ufacturers warran-ty the parts and

workmanship of the engines theysell. Typically, amanufacturer willdefine the recom-mended fuel for the

engine, although they will not cover fuelrelated problems with any fuel. Most majorengine companies have formally stated thatthe use of a B20 blend or lower will not voidtheir warranties. Some engine companiesspecify PS 121 quality biodiesel as a condi-

tion of the warranty, while others are in theprocess of adopting PS 121. Like the petro-leum industry, most biodiesel companieshave liability insurance that would coverany problems due to the use of biodiesel,although there haven't been any problemsreported in the field with biodiesel that fol-lows PS 121 standards.

When used in concentrations higher than20%, biodiesel can soften and degrade cer-tain types of elastomers and natural rubbercompounds over time. "There have been mil-lions of on-road miles logged with lower

blend levels such as B20 with no adverseaffects," according to Roy Truesdale, Director

of Operations for the National BiodieselBoard. While the move to 500 ppm sulfurdiesel fuel in 1993 caused many originalengine manufacturers (OEMs) to switch to

components already suitable for use withhigher levels of biodiesel, up to B100, fleetmanagers should contact their OEM for spe-cific information.

Seal of Approval Assures Qualityand PerformanceThe biodiesel industry’s commitment toquality didn’t stop at setting ASTM stan-dards and working with engine manufactur-ers. To bolster the confidence that biodieselmarketed in the US meets or exceeds ASTM

standards, the National Biodiesel Board(NBB) recently formed the NationalBiodiesel Accreditation Commission(NBAC). The NBAC audits and certifies

biodiesel fuel marketers who have met thequality requirements identified by NBAC.The “Certified Biodiesel Marketer” seal of approval provides additional quality assur-ance to customers and equipment manufac-turers that the biodiesel marketed by thesecompanies maintains the ASTM standardsthroughout the distribution stream, and thatthe supplier displaying the seal stands

behind its products.

CONTINUED FROM PAGE 8RIGOROUS STANDARDS ENSURE B IODIESEL P ERFORMANCE


Cold Flow Properties for Biodiesel Blends (Williams)

No. 1

50%

49%

47.5

No. 2

50%

49%

47.5%

Biodiesel

0%

2%

5%

-22

-20

-28

Blend CFPP ( oF)

A word from the PetroleumMarketers Association of America

As president of thePetroleum MarketersAssociation of America(PMAA), I would liketo congratulate thebiodiesel industry onsuccessfully achievingthe technical, regulato-ry and infrastructure

milestones that have resulted in biodiesel’scommercial success as a fuel and fuel additive.

Virtually the only alternative fuel to inte-

grate seamlessly with diesel technology nation-wide, biodiesel shows a great deal of promiseand petroleum marketers would be wise tolearn more about it. Petroleum marketers areeager to deliver products their customers canbenefit from,and biodiesel is one such product.As its use increases,petroleum marketers willcontinue to integrate biodiesel into their oper-ations,adding both value and market differenti-ation to their product lines.As a new source of revenue and an aid to national energy security,biodiesel will help ensure the diesel industrycontinues to grow.

PMAA is a federation of 42 state andregional trade associations representing 7,850independent petroleum marketers nationwide.

Collectively, these marketers sell approximate-ly half the gasoline, 60% of the diesel fuel and80% of the home heating oil consumed inAmerica. In January 2001, PMAA was pleasedto welcome the National Biodiesel Board(NBB) as a national partner. Renewable fuel isan important and timely topic in WashingtonD.C. and PMAA appreciates the insights thebiodiesel industry can offer. Like the fuelsthemselves,the petroleum and biodiesel indus-tries can blend together perfectly. To learnmore about PMAA, visit http://www.pmaa.org.

Dan Gilligan, President


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Premium Biodiesel Fuel

In the fuel industry, managing today’s energy challenges demands results–oriented alternatives. Biodieseloffers an integrated response to rising fuel costs and EPAct compliance. Recognized by the Department of

Energy as an approved alternative fuel, biodiesel can effectively power any compression ignition engine.

Integrating new technologies such as biodiesel into your existing fleet also requires innovative supplierpartnerships. And that’s where Griffin Industries can help. As a leading producer and marketer of biodiesel

derived from both virgin soy oil and recycled vegetable oils, Griffin is your one stop alternative fuel solution.

In business since 1943, Griffin Industries utilizes technology acquired in Europe from the world’s foremostauthorities in biodiesel production. Our customers benefit from this established learning curve, receivingconsistent, high quality fuel that’s backed by the reputation and support of Griffin Industries’ nationalnetwork of distributors.

For more information on biodiesel,contact us at (800) 743-7413

or visit our web site at: www.biog3000.com

Not Your Fleetot Your Fleetot Your Fleet

Change Your Fuel,hange Your Fuel,hange Your Fuel,


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Biodiesel Future