Domestic
oil production in the United States peaked in 1970 and
has been declining ever since. The United
States consumes approximately 20 million barrels of
oil a day, more than half of which is imported 1.
The U.S. Department of Energy projects that by 2025,
the U.S. will import approximately 70 percent of all
petroleum consumed. Even with the ongoing conflict in
Iraq and turmoil throughout the Middle East, the U.S.
continues its dangerous dependence on foreign sources
of oil, particularly from this unstable region of the
world 2. World demand for oil is getting
closer to meeting the global production capacity, and
as such, any interruption to the global oil supply,
even by a relatively minor producer, could result in
a significant price increase. This reality was realized
when the 2005 hurricane season struck the gulf. A growing
domestic Biodiesel industry can make a significant impact
on the otherwise declining ability of America to produce
its own oil requirements. [back
to benefits of biodiesel]
It
is widely known that the growing biodiesel industry will
have a significant impact on the agricultural economy.
Based on a review of numerous economic reports,
American Soybean Association President Neal Bredehoeft said, "For every 100
million gallons of soy-based biodiesel demand, the price of a bushel of soybeans
is expected to increase by 10 cents. That could add an average of another $2,000
to the bottom line of farmers growing 500 acres of
soybeans." 3
What is less widely known is the impact the biodiesel industry will have on the
rest of the US economy. The Illinois Soybean Association recently commissioned
economist John Urbanchuk to perform a study of the impact the state tax incentive
for biodiesel would have on Illinois soybean producers and taxpayers alike. The
results of the
study are summarized as follows: 4
- The biodiesel industry will invest more than $120 million
in structures, machinery and equipment and supplies to build
new and expand existing biodiesel plants.
- The combination of increased use of biodiesel and renewable
fuels will result in higher crop prices. Soybean farmers
can expect average farm-level prices to increase 8.1 percent
over the next decade while corn prices will increase 8.7
percent. Soybean oil prices may increase by an average 10
percent over baseline levels.
- Higher new capital spending, construction activity, agricultural
demand and increased oilseed processing will add more than
$6 billion to gross output in the Illinois economy between
2003 and 2012, or nearly $2.2 billion of GDP.
- Increased biodiesel production and use in Illinois will
create almost 7,600 new jobs in all sectors of the economy,
and higher levels of gross output and job creation will
generate an additional $1.2 billion for Illinois consumers
by 2012.
- Illinois
will realize a net increase in tax revenue of $46 million
between 2003 and 2012 as a direct result of biodiesel.
The [proposed] state tax incentive will pay for itself
as increased net tax revenues help offset looming budget
deficits. New income tax revenue generated from additional
household income and corporate profits will result from
economic activity associated with biodiesel production.
[back to benefits
of biodiesel]
All diesel
fuel injection equipment has some reliance on diesel fuel
as a lubricant. Lubricity does not refer to
fuel viscosity, but rather the components in the
fuel that prevent wear on contacting metal surfaces. For many years, the lubricity
of diesel fuel was sufficient to provide the protection needed to maintain adequate
performance. Recent changes (1993 and beyond) in the composition of diesel fuel,
primarily the need to reduce fuel sulfur and aromatic levels, and the common
chemical process used to accomplish these changes (called hydro-treating) have
inadvertently caused the removal of some of the compounds that provide lubricity
to the fuel. According to Mr. Paul Henderson, Quality Management Systems Manager
for Stanadyne Automotive Corp. (the leading independent US manufacturer of diesel
fuel injection equipment) in comments provided to the Chairman of the Kansas
House Environment Committee March 8, 2000: "There have been numerous examples
from the field where lack of lubricity in the fuel has caused premature equipment
breakdowns and in some cases, catastrophic failures. This problem will be more
dramatic as EPA moves to further reduce the sulfur levels in petrodiesel fuel." 5
| % Biodiesel |
HFRR Scar* |
| |
#2 |
#1 |
| 0.0 |
536 |
671 |
| 0.4 |
481 |
649 |
| 1.0 |
321 |
500 |
| 2.0 |
322 |
355 |
| 20.0 |
314 |
318 |
| 100.0 |
314 |
314 |
| *Results provided
by Stanadyne Automotive Corp. |
The lubricity of diesel fuel can vary dramatically. It is dependent
on a wide variety of factors, which include the crude oil source
from which the fuel was produced, the refining processes used
to produce the fuel, how the fuel has been handled throughout
the distribution chain, and the inclusion of lubricity enhancing
additives whether alone or in a package with other performance
enhancing additives.
A 1998 review paper on fuel lubricity showed that diesel
fuel in the US and Canada is some of the poorest lubricity
fuel found in the entire world (fully 50% of the US fuel
was found to be below that recommended by equipment manufacturers).
The US data is collected from studies involving diesel fuel
refined to meet the current EPA restriction of 500 ppm maximum
sulfur specification. The severe hydrotreating required
to reduce fuel sulfur to the new EPA 2006 specification
of 15 ppm sulfur maximum will cause a further reduction
in fuel lubricity compared to today's diesel fuel, and is
of concern to engine and fuel injection equipment manufacturers.
The addition of biodiesel to petroleum diesel, even in very
small quantities, has been shown to provide increases in
fuel lubricity using a variety of bench scale test methods.
Reviewing test data on biodiesel, Stanadyne Automotive has
stated: ''...we have tested biodiesel at Stanadyne and results
indicate that the inclusion of 2% biodiesel into any conventional
diesel fuel will be sufficient to address the lubricity
concerns that we have with existing diesel fuels. From our
standpoint, inclusion of biodiesel is desirable for two
reasons. First it would eliminate the inherent variability
associated with the use of other additives and whether sufficient
additive was used to make the fuel fully lubricious. Second,
we consider biodiesel a fuel or fuel component, not an additive.
Thus, if more biodiesel is added than required to increase
lubricity, there will not be the adverse consequences that
might be seen if other lubricity additives are dosed at
too high a rate.''
As EPA forces the further removal of sulfur from diesel fuel in 2006, which will
undoubtedly worsen fuel lubricity, the concentration of biodiesel can be raised
to that necessary to fully protect this future fuel as
well. 6 [back to benefits
of biodiesel]
Many
of the contaminants (like sulfur) that petroleum accumulated
in the ground are absent from biodiesel, resulting in fewer
noxious emissions being discharged in the combustion of
biodiesel. Biodiesel as either a pure fuel or as an additive
to petrodiesel significantly reduces harmful emissions as
shown by the following
table. 7
| Emission Type |
B100 |
B20 |
| Regulated |
| Total Unburned Hydrocarbons |
-67% |
-20% |
| Carbon Monoxide |
-48% |
-12% |
| Particulate Matter |
-47% |
-12% |
| Nox |
+10% |
+2% |
| Non-Regulated |
| Sulfates |
-100% |
-20% * |
| PAH |
-80% |
-13% |
| nPAH (nitrated PAH's)** |
-90% |
-50% *** |
| Ozone potential of speciated HC |
-50% |
-10% |
| * Estimated from B100 result |
| ** Average reduction across
all compounds measured |
| *** 2-nitroflourine
results were within test method variability |
In
addition to the above listed EPA regulated pollutants, biodiesel
combustion results in 78.5% lower emissions
of carbon dioxide, a broadly acknowledged greenhouse
gas. [back to benefits of biodiesel]
Biodiesel
is essentially solar energy captured by plants, transferred
into chemical energy in the form of oil. Our ability
to produce biodiesel will not diminish until the sun stops
shining. [back to
benefits of biodiesel]
Biodiesel
gives a high rate of return if one considers all the energy
necessary to produce it. The following table shows the energy
inputs necessary by category to produce biodiesel. Doing
this same exercise for other traditional and alternative
fuels shows that biodiesel ranks high on the efficiency
list - much higher, in fact, than ethanol (see the following
figure). [back to
benefits of biodiesel]
* USDA/DOE Study - ''Lifecycle Inventory of Biodiesel and
Petroleum Diesel for Use in an Urban Bus'', May 98, Institute
for Local Self Reliance, 8/95.
The flash point
for biodiesel in its pure form is a minimum of 260 degrees
versus about 125 degrees Fahrenheit for regular
#2 diesel. This reduces fire liability for transport, storage,
and delivery, and may create a significant advantage in
specific applications such as underground mining. [back
to benefits of biodiesel]
The
acute oral LD50 (lethal dose) is greater than 17.4 g/Kg
body weight. By comparison, table salt (NaCL) is
nearly
10 times more toxic. In terms of aquatic toxicity,
a 96-hr. lethal concentration for bluegill of biodiesel grade methyl esters
was greater than 1000 mg/L. Lethal concentrations
at these levels are generally deemed "insignificant," according
to the National Institute for Occupational Safety
and Health.
Furthermore, biodiesel degrades about four times faster than petroleum diesel.
Within 28 days, pure biodiesel degrades 85 to 88 percent in water. Dextrose (a
test sugar used as the positive control when testing biodegradability) degraded
at the same rate. In addition, blending biodiesel with diesel fuel accelerates
its biodegradability. For example, blends of 20 percent biodiesel and 80 percent
diesel fuel degrade twice as fast
as #2 diesel alone.
A 24-hr. human patch test indicated that undiluted biodiesel produced very mild
irritation. The irritation was less than the result produced by a 4 percent soap
and water solution.9
Given the reduction of toxicity and the improvement of degradability, consumers
will face less liability in the storage, transport, and use of biodiesel compared
to regular diesel. These advantages have been a key reason biodiesel has been
introduced into some niche markets such as for marine use or for use in vehicles
operated by
the National Park system. [back to benefits
of biodiesel]
The
basic conversion of vegetable oil to biodiesel is a relatively
simple process. In fact,
basic "homebrew"
kits are sold to individuals to make biodiesel in their
basements. The production costs of a large plant on
the industrial level
average less than 5% of the consumer "pump" price. Comparatively,
the refinement cost for
petrodiesel is about 25%. 8 [back
to benefits of biodiesel]
Just
like petroleum diesel, biodiesel operates in diesel engines.
Essentially no engine modifications are required.
In over
15 million miles of in-field demonstrations biodiesel showed
similar fuel consumption, horsepower, torque, and haulage
rates as conventional diesel fuel. Since engine changes
are not necessary, neither are alterations to vehicles,
nor spare
parts inventories. [back
to benefits of biodiesel]
BIODIESEL
PRECAUTIONS
Biodiesel
is recognized as a superior alternative to petroleum diesel
not only for the reasons outlined above,
but
also for its relatively seamless integration
into present fuel systems and distribution infrastructure. There are, in fact,
only a few precautionary limitations that must be considered in the use of
biodiesel, including the
fact that biodiesel:
- has
reduced cold flow capabilities, particularly in high concentrations
(B20 & above). [more]
- has less oxidative stability than other fuels. [more]
- may initially result in increased fuel filter clogging,
especially when introduced to an older fuel system. [more]
- may be incompatible with older engine components. [more]
| Biodiesel (soy) Cloud
Point |
| Concentration (vol. %)* |
Degrees F |
| 0 |
3 |
| 10 |
5 |
| 20 |
7 |
| 30 |
14 |
| 50 |
18 |
| 100 |
32 |
| * Blended with
Number 2 diesel fuel |
The low temperature operability of diesel fuel is commonly characterized
by the cloud point (the temperature at which small solid crystals
are first visually observed as the fuel is cooled), and the
cold filter plugging point (CFPP) or the low temperature filterability
test (LTFT) (The temperature at which a fuel will cause a fuel
filter to plug due to fuel components which have begun to crystallize
or gel) The CFPP is less conservative than the cloud point,
and is considered by some to be the true indication of low temperature
operability.
In general, Number 2 diesel fuel will develop low temperature problems sooner
than will Number 1 diesel fuel. The leading options to handle cold weather with
diesel fuel are:
- Blending with kerosene
- Utilization of an additive that enhances cold flow properties
- Utilization of devices that heat fuel tanks, fuel filter or fuel lines
- Storage of the vehicles in or near a building when not in use
Most present fuel additives presently used to treat cold flow issues in diesel
fuel are not suitable for use with biodiesel, as they will not blend properly.
Additives are being developed for the commercial biodiesel market, but users
are cautioned to carefully select products that they will use to treat biodiesel
to ensure the suitability of the additive for this application.
Perhaps the most critical component of biodiesel's suitability for winter use
is its quality of production. Biodiesel created in compliance with the ASTM 6751
industry standard should present no extraordinary cold flow issues when blended
at levels of B20 or below.
It's important, however, to be certain of the quality of
the fuel you are using. In Minnesota, for example, a B2
mandate was passed by the state legislature in 2005, whereupon
all diesel fuel sold in the state was required to have a
2% minimum component of biodiesel. There were a few instances
during the subsequent winter season where consumers experienced
problems with fuel ''gelling'' and fouling filters and fuel
lines. Subsequent review of the supply in place revealed
that:
