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US Army Corps of Engineers

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Evaluation of Biodiesel Fuel for Potential Use in U.S. Army Corps of Engineers

Floating PlantTim Welp

Engineer Research and Development CenterBob Leitch

Corps Headquarters Dennis Donahue

National Oceanographic and Atmospheric Administration

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Presentation Outline

• Why Biodiesel?• Biodiesel Challenges/Advantages• Study Objectives• Test Methodology• Test Results

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Why Biodiesel?

• USACE has ~2300 floating plant assets

• Consume ~8.4M gallons of diesel annually (FY08 baseline)

• Average cost in FY08 was $2.46/gallon– = ~$20,172,000

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Why Biodiesel?• Increasing operating costs

Any fuel consumption reduction = cost savings

• Hull coatings• More efficient engines• Economical operation (real-time fuel use gages)• Improved hull forms• Alt power sources - hybrid, - solar, - alternative fuels, - etc.

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Why Biodiesel?• Increasing operating costs

Any fuel consumption reduction = cost savings

• Hull coatings• More efficient engines• Economical operation (real-time fuel use gages)• Improved hull forms• Alt power sources - hybrid, - solar, - alternative fuels, - etc.

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What is Biodiesel Fuel?

Biodiesel is a domestic, renewable fuel defined as mono-alkyl esters of long chain fatty acids derived from vegetable oils or animal fats that conform to American Society for Testing and Materials (ASTM) specifications (D6751).

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What is Biodiesel Fuel?

Biodiesel is a domestic, renewable fuel defined as mono-alkyl esters of long chain fatty acids derived from vegetable oils or animal fats that conform to American Society for Testing and Materials (ASTM) specifications (D6751).

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Why Biodiesel?• Increasing air quality restrictions

– California now requires Tier 2 engines on vessels (0.1% ULSD)

– 1.0% ULSD required nationally (moving to 0.1% by 2015)

• States now requiring blends of biodiesel– Minnesota: B2 in 2005, B5 in 2009, B10 in 2012,

B20 in 2015– Oregon: B5 in 2011– Washington: B2 in 2008– Massachusetts & Louisiana also require biodiesel

blends

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Why Biodiesel?• Executive Order 13514 Greenhouse Gas

(GHG) Emissions Reductions– USACE target is 23% reduction in GHG

emissions by 2015 – Floating Plant is part of that target

– Has increased interest & visibility throughout federal government of alternative fuels• 1st generation biofuels (biodiesel) at present (interim

solution)• 2nd generation biofuels tested by US Navy• 3rd generation biofuels

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Why Biodiesel?National Security Implications of Petroleum Dependency

- “By having reliable and abundant alternate sources of energy, we will no longer be held hostage by any one source of energy, such as petroleum.”

RADM Phillip Cullom, Oct 2010

- “Diversifying energy sources and moving away from fossil fuels where possible is critical to future energy security.”

Powering America’s Defense, Military Advisory Board, May

2009.

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Biodiesel Advantages• Lower emissions than petroleum-based fuels• Lower environmental impact – as biodegradable

as sugar and ten times less toxic than table salt • Renewable energy source• Improved health and safety – less-offensive

odor, higher flash point, can reduce carcinogenic properties (compared to diesel fuel) by 94%

• Improved engine performance – higher lubricity and solvent levels

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Biodiesel Challenges• Cold flow properties• Power reduction• Material compatibility• Filter plugging• Lube oil dilution• Microbial growth• Water separation• Storage stability• Original Engine Manufacturer Warranties• Cost

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Study Objective

Conduct a preliminary study to evaluate the operational feasibility of using biodiesel fuel in USACE floating plant and establish protocols for future USACE alternative fuel evaluations.

Dredging Operating and Environmental Research (DOER) Program

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Biodiesel Vessel Test Objectives• Operational Feasibility

– No net impact to USACE operations– Fuel availability (quality & quantity)– Supplier participation– Engine manufacturer participation– GHG emissions reduction

• National Application– Expansion of test results to appropriate USACE vessels– National contribution to overall GHG emissions reductions– Fuel Capitalization by DLA-ENERGY

• All USACE fuel purchased under national DLA-ENERGY contract• Larger quantities under contract can result in better pricing

– Federal Non-Tactical Vessel (FNTV) Biodiesel Initiative (NOAA, USACE, and MARAD)

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Test Structure• Adapted NOAA’s Lake Michigan Field Station

methodology:– Optimize the Fuel Process (suppliers, delivery, storage,

consumption)– Adjust process variables to reflect what’s know– Monitor process controls that could be impacted– Measure changes to output, and process– Readjust based on experience

• Based on 10+ years experience, ~500 vessels, 1M gallons/yr

• Proven cold weather usage, reduced maintenance, reduced emissions

• Established B100 (soybean) as optimum biodiesel fuel

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NOAA’s LMFS Vessels

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Test Vessel Selection Criteria

Minimal fueling radius – vessels should fuel from a fixed location (or localized locations) so availability, delivery, and storage can be maximized and controlled as much as possible

Local or regional biodiesel suppliers from soybeans Old iron – to avoid issues with OEM warranties, only

older diesel engines were considered for this test Varying equipment Varying fuel quantities/year Varying operating conditions

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Test Plan Conversion Process

► Education► Pretrial Assessment► Action Plan► Post-trial Assessment

Four locations: St. Louis, San Francisco, Washington, DC, Cleveland:► Tested availability & quality of B100► Variety of vessels: tugboat, drift collector, debris

vessel, towboat► Variety of engine sizes and makes: Detroit Diesel,

Caterpillar, Cummins, Onan

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PATHFINDER

DB-5 DONLON

RACCOON

Corps Biodiesel Testing Vessels

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Test Plan(Performance)

Modified Bollard Test (“Push” Test)• Low RPM (just above idle)• Mid RPM (halfway between low and high)• High RPM (max RPM)

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Vessel Fuel Consumption Gages (FLOWSCANS)

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Test Plan(Performance)

“Run” Test• Timed run between geographical points• At normal cruising RPM

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Test Plan(Emissions)

• Recorded during push tests• Tested both engines

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Emissions Testing

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Test Plan(Emissions)

Opacity “Smoke” Test• Tested at stacks• Tested both engines

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Example of Run Test Results

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  Run Time Fuel Consumption Rateltr/hr

(gal/hr)

Fuel Consumedltr

(gal)

  Port Starboard Port Starboard

Baseline 10 min 3 sec 4.9(1.3)

4.9(1.3)

0.76(0.2)

0.76 (0.2)

Baseline 11 min 43 sec 4.16(1.1)

4.16(1.1)

0.76(0.2)

0.76(0.2)

Baseline 10 min 41 sec 4.54(1.2)

4.54(1.2)

0.38(0.1)

0.38(0.1)

Baseline 11 min 49 sec 3.4(0.9)

3.4(0.9)

0.38(0.1)

0.38(0.1)

Average 11 min 4 sec 4.27(1.13)

4.27(1.13)

0.57(0.15)

0.57(0.15)

Candidate 10 min 11 sec 6.05(1.6)

5.3(1.4)

1.16(0.3)

0.76(0.2)

Candidate 11 min 55 sec 6.43(1.7)

4.92(1.3)

1.16(0.3)

1.16(0.3)

Candidate 10 min 4 sec 4.92(1.3)

5.68(1.5)

0.76(0.2)

1.16(0.3)

Candidate 12 min 5 sec 5.68(1.5)

6.06(1.6)

1.16(0.3)

1.16(0.3)

Average 11 min 3.8 sec 5.79(1.53)

5.48(1.45)

1.06(0.28)

1.06(0.28)

Average Difference

-0.2 sec 1.51(0.4)

1.21(0.32)

0.49(0.13)

0.49(0.13)

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Example of Push Test Results

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 Port

EngineStarboard

Engine

RPM FuelConsumption

Rateltr/hr (gal/hr)

Fuel Consumed

RPM FuelConsumption

Rateltr/hr (gal/hr)

Fuel Consumed

ltr (gal)

Baseline 690 14.00 (3.70) 1.14 (0.30) 650 13.25 (3.50) 1.14 (0.30)

  690 13.62 (3.60) 1.14 (0.30) 650 14.00 (3.70) 1.14 (0.30)

  690 13.63 (3.60) 1.14 (0.30) 650 14.00 (3.70) 1.14 (0.30)

Average   13.74 (3.63) 1.14 (0.30)   13.74 (3.63) 1.14 (0.30)

  910 23.85 (6.30) 2.27 (0.60) 950 26.87 (7.10) 2.27 (0.60)

  910 23.46 (6.20) 1.89 (0.50) 950 27.25 (7.20) 2.27 (0.60)

  910 23.84 (6.30) 1.89 (0.50) 950 27.63 (7.30) 2.27 (0.60)

Average   23.71 (6.27) 2.01 (0.53)   27.25 (7.20) 2.27 (0.60)

  1400 84.02 (22.20) 6.43 (1.70) 1400 72.67 (19.20) 6.81 (1.80)

  1400 75.70 (20.00) 6.43 (1.70) 1400 87.06 (23.00) 7.19 (1.90)

  1400 75.70 (20.00) 6.43 (1.70) 1400 77.56 (20.50) 6.43 (1.70)

Average   78.46 (20.73) 6.43 (1.70)   79.10 (20.90) 6.42 (1.70)

Candidate 705 14.76 (3.90) 1.14 (0.30) 650 14.38 (3.80) 1.14 (0.30)

  705 14.38 (3.80) 1.14 (0.30) 650 14.00 (3.70) 1.14 (0.30)

  705 14.38 (3.80) 0.76 (0.20) 650 14.00 (3.70) 1.14 (0.30)

Average   14.50 (3.83) 1.02 (0.27)   14.11 (3.73) 1.14 (0.30)

  910 23.84 (6.30) 2.27 (0.60) 950 29.14 (7.70) 2.65 (0.70)

  910 24.22 (6.40) 1.89 (0.50) 950 30.65 (8.10) 2.65 (0.70)

  910 24.22 (6.40) 2.27 (0.60) 950 30.28 (8.00) 2.65 (0.70)

Average   24.09 (6.43) 2.16 (0.57)   30.01 (7.93) 2.65 (0.70)

  1400 72.67 (19.20) 6.06 (1.60) 1400 73.05 (19.30) 6.05 (1.60)

  1400 72.67 (19.20) 6.43 (1.70) 1400 73.05 (19.30) 6.81 (1.80)

  1400 72.67 (19.20) 6.05 (1.60) 1400 72.29 (19.10) 6.43 (1.70)

Average 72.67 (19.20) 6.17 (1.63) 72.78 (19.23) 6.43 (1.70)

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Emissions Test Results• CO2

– Higher or equal for biodiesel at low RPM– Lower for biodiesel at mid RPM– Lower for biodiesel at high RPM

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Emissions Test Results• CO

– Higher for biodiesel at low RPM

– Higher for biodiesel at mid RPM in all but one case

– Lower for biodiesel at high RPM

• NOx– Lower or equal for

biodiesel at low RPM– Lower for biodiesel at mid

RPM in all but one case– Higher or equal for

biodiesel at high RPM

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Comparative Biodiesel Emissions

EPA – A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions 2002, EPA420-P-02-001

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Biodiesel Costs

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Vessel Baseline (Diesel) Testing

Date

Biodiesel Fueling

Date

BiodieselGallonsLoaded

Biodiesel Cost per Gallon(At Dock)

BD-5 16 Feb 2011 24 Feb 20115 Apr 2011

300400

$3.00$4.50

PATHFINDER 15 Mar 2011 17 Mar 201112 Apr 2011

12,50010,000

$3.69$3.69

RACCOON6 Feb 2011

24 Mar 201130 Mar 2011*21 Apr 2011

700 648*750

$3.65 $3.95*

$3.92

MIKE DONLON12 Apr 2011 13 Apr 2011

818 $3.90

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Test Results• Baseline (diesel) testing completed on 4 vessels• Candidate (B100) testing completed on 4 vessels • Operations

– No adverse impacts– Availability and quality of fuel confirmed– Operators and crew prefer B100– No cold flow issues to date– Material compatibility issue on 2 vessels (hoses)– No observed microbial growth, lube oil dilution, water

separation, and storage stability– No filter plugging– No issue with switch fueling

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Material Incompatibility

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Fuel Tank “Warmers”

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Calculated CO2 Reduction• ~ 15,975 gallons of diesel replaced with B100 by test

(CO2 emissions reduction from 163.6 MT 0.1 MT)

• Annual fuel consumption of the four test vessels averages ~ 115,000 gallons/year

• Replacing that annual amount with B100 has potential to reduce CO2 emissions from 1,177.7 MT for diesel to 0.8 MT for B100

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Test Conclusions• Operational Feasibility

– No net impact to USACE operations– Fuel availability (quality & quantity)– Supplier participation– Engine manufacturer participation– Maintenance reduction– GHG emissions reduction

• National Application– Expansion of test results to appropriate USACE vessels– National contribution to overall GHG emissions reductions– Fuel Capitalization by DLA-ENERGY

• All USACE fuel purchased under national DLA-ENERGY contract• Larger quantities under contract can result in better pricing

– Federal Non-Tactical Vessel (FNTV) Biodiesel Initiative (NOAA, USACE, and MARAD)

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The End

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OR JUST THE BEGINNING?