Considering that several thousand people crammed into the festival space on Treasure Island we think that overall they handled the transportation issue in a pretty Green way. We made our way to the festival via zero-emission Bauer buses that picked most of the masses up at AT&T Park. The only real griping we heard came from East Bay attendees who said that they had to drive or take BART to SF instead of having shuttle buses come to the East Bay as well.

Upon entering the festival we couldn’t help but noticing the Ferris wheel but then after that we spied a pair of decent size solar panels that sat near the entrance. Unfortunately, we couldn’t determine or find anyone who knew what the solar power generated. We’re sure it the energy went toward something beneficial.

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Wal-Mart Stores, Inc announced plans to test two different hybrid Class-8 trucks and three different types of alternative fuels in an effort to double their fleet’s fuel-efficiency.

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Yesterday the U.S. Senate voted to renew a one year extension for renewable energy tax credits worth $18 billion dollars. Absent from the package was a tax credit aimed at helping food giant Tyson and oil giant ConocoPhillips turn a profit by converting fats leftover from Tyson’s processing of beef to the so-called “renewable diesel” that ConocoPhillips blends with regular diesel (for a look at what renewable diesel is, check out Jason Burroughs comment below).

The legislation enacts a $1 per gallon credit for biodiesel production, but the “renewable diesel” made from waste fat, or tallow, would only be eligible for a 50 cent per gallon credit. According to Tyson and ConocoPhillips, without the $1 per gallon credit for making “renewable diesel” from tallow, their proposed project is a no go.

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The GreenHunter facility is capable of producing 100 million gallons of biodiesel per year (Mgy) using a combination of animal fats and vegetable oils. Prior to Hurricane Ike, they had been ramping up production and last Friday announced that they had achieved a 65 Mgy output. It’s unclear how the hurricane damage will affect their time frame for reaching full capacity.

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And now they want your input on what those sustainable practices and standards should be — they’ve released the first draft of their “Principles and Baseline Practices for Sustainability” (PDF) to the public under a 45-day comment and review period.

So, if you’ve ever questioned the wisdom of growing our own fuel, or you’ve wondered how biofuels can be considered sustainable at all given other seemingly cleaner options like solar, wind and geothermal, now’s your time to speak up.

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It’s early in the pre-dawn dark hours of the morning. A group of Northern California pseudohippies just finished a game of Zonk — or rather, the game just stopped because somebody quoted a line from Harold and Kumar Go to White Castle and everybody forgot what they were doing.

Yet, by a stroke of luck, the conversation about Harold and Kumar reminds the group of their real reason for staying up so late. They pack into a truck and head down to the local fast food joint looking to load up — but it’s not the food they’re loading up on, it’s the nasty, half-rotted, leftover fryer grease.

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According to an article in the Jakarta Post, an official from the Indonesian government has spilled the beans on Samsung’s plans to invest up to $1.63 billion dollars in what’s sure to be a controversial acquisition of land for growing oil palms and construction of a biodiesel plant in Indonesia.

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But first, a digression.

Part 1: When an egg was just an egg

I remember a time when an egg was just an egg. Nobody argued about that. It was a blissful time. Yet, for all its strengths, it was a fragile time held together by unsupported conclusions and limited knowledge.

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Lack of warranty support for biodiesel has been a major stumbling block for new diesel owners who want to start using the fuel. But three long-awaited ASTM specifications could help change that.

Automakers and engine manufacturers have been requesting a finished blend specification for B20 biodiesel blends for several years, with some citing the need for that spec as the single greatest hurdle preventing their full-scale acceptance of B20 use in their diesel vehicles.

On June 19th, after more than five years of research and discussion, the American Society for Testing and Materials (ASTM) finally approved the following specifications for biodiesel fuel:

• Changes to the existing B100 biodiesel blend stock specification (ASTM D6751)
• Finished specifications to include up to 5% biodiesel (B5) in the conventional petrodiesel specification (ASTM D975)
• A new specification for blends of between 6 percent biodiesel (B6) to 20 percent biodiesel (B20) for on and off road diesel.

If that’s gibberish to you, here’s the take home message: the new specification for B6-B20 biodiesel blends could prompt more automakers to fully support B20 in their new cars and trucks.

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]]> http://gas2.org/2008/06/28/biodiesels-new-approval-rating-could-ease-warranty-concerns/feed/ http://gas2.org/2008/05/23/biodiesel-station-in-san-francisco-coming-soon/ http://gas2.org/2008/05/23/biodiesel-station-in-san-francisco-coming-soon/#comments Fri, 23 May 2008 15:37:47 +0000 Keith Rockmael http://gas2.org/2008/05/23/biodiesel-station-in-san-francisco-coming-soon/

It’s hard to believe that one of America’s greenest cities lacks a true biodiesel station. Yes, San Francisco has an Olympic station on Third Street however is only supplies commercially licensed diesel vehicles with “B20” which even in the controversial biodiesel world isn’t that green. If the building and fire departments sign off, then Dogpatch Biofuels will open in the near future. Yes, we can wait to smell all the great restaurant cooking oil waste from SF’s top level eateries filled into the hungry car engines.

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]]> http://gas2.org/2008/05/23/biodiesel-station-in-san-francisco-coming-soon/feed/ http://gas2.org/2008/04/10/biodiesel-mythbuster-20-twenty-two-biodiesel-myths-dispelled/ http://gas2.org/2008/04/10/biodiesel-mythbuster-20-twenty-two-biodiesel-myths-dispelled/#comments Thu, 10 Apr 2008 16:11:27 +0000 Clayton B. Cornell http://gas2.org/2008/04/10/biodiesel-mythbuster-20-twenty-two-biodiesel-myths-dispelled/

Most of us are at least vaguely familiar with biodiesel, but how much do we really know?

While biodiesel is easily the most popular alternative fuel available, it’s commonly misunderstood or misrepresented by inaccurate information. Since the most frequent question I get is, “So what exactly is biodiesel, anyway?“, I decided to write a tome covering all the basics—a one stop shop for all your biodiesel- related questions.

It’s been exactly one year since I published the first Biodiesel Mythbuster on GreenOptions.com, and its popularity made a sequel inevitable. By way of a short introduction, here’s what I wrote last year:

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Besides getting back into the swing of things after some down-time in February, we were lucky to add Benjamin F.T. Jones to our writing team. Ben’s covered some of the most popular stories here this month, including the Subaru’s STI diesel, the all-electric Lightning GT, and a Japanese man’s attempt to sail across the Pacific in a wave-powered boat. See all of Ben’s posts here.

If you don’t want to miss the news next month, you can subscribe to Gas 2.0’s RSS feed here.

To recap, these are some of the top stories from March 2008:

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]]> http://gas2.org/2008/03/31/gas-20-monthly-recap-march-2008/feed/ http://gas2.org/2008/03/26/top-15-unexpected-uses-for-biodiesel/ http://gas2.org/2008/03/26/top-15-unexpected-uses-for-biodiesel/#comments Wed, 26 Mar 2008 23:57:54 +0000 Clayton B. Cornell http://gas2.org/2008/03/26/top-15-unexpected-uses-for-biodiesel/

While virtually everyone is familiar with the use of biodiesel as a substitute for diesel fuel, there are a few novel uses that may not have crossed your radar. Biodiesel can produce hydrogen, clean up oil spills, degrease your tools, heat your home, and more.

Here’s My Top 15 Unexpected Uses for Biodiesel:

1. Producing Hydrogen for Fuel-Cell Vehicles

This was the big story of the month: Researchers at InnovaTek have developed hand-sized microreactors that can turn biodiesel (or any other liquid fuel) into a hydrogen stream for use in an adjoining fuel-cell. Chevron has already invested $500,000 to develop hydrogen refueling stations for fuel-cell powered cars. InnovaTek hopes to eventually install the microreactors in vehicles, which would allow cars to fill up on biodiesel but be powered by a much more efficient and even cleaner-burning electric drivetrain. See the full story here.

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]]> http://gas2.org/2008/03/26/top-15-unexpected-uses-for-biodiesel/feed/ http://gas2.org/2008/03/14/biofuels-energy-food-and-people/ http://gas2.org/2008/03/14/biofuels-energy-food-and-people/#comments Fri, 14 Mar 2008 16:19:19 +0000 Keith Rockmael http://gas2.org/2008/03/14/biofuels-energy-food-and-people/ Is it going to come down to a choice between eating or driving? Is that what are future holds? If it does, it looks like the driving contingent may win (or in other words many others will lose…or starve). That’s a distorted overview of last night’s EcoNow presentation that highlighted the current and future state of biofuel. Actually I like the term that one of the speakers Eric Holt-Giménez used - “agrofuels” rather than “biofuels” because “bio” means “life” which certainly doesn’t represent these alt fuels.

The event held in Berkeley (where else?) gave Tad Patzek, Professor of Geoengineering at UC Berkeley, Miguel Altieri, Professor of Agroecology at UC Berkeley, Eric Holt-Giménez, Executive Director of Food First/Institute for Food and Development Policy, and Judith Mayer, Project Coordinator of the Borneo Project a chance to educate or frighten the audience into what’s happening with agrofuels, whether it’s ethanol, B20, or something else that makes our cars go.

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]]> http://gas2.org/2008/03/14/biofuels-energy-food-and-people/feed/ http://gas2.org/2008/03/05/study-buying-biodiesel-may-be-a-gamble/ http://gas2.org/2008/03/05/study-buying-biodiesel-may-be-a-gamble/#comments Wed, 05 Mar 2008 17:02:43 +0000 Clayton B. Cornell http://gas2.org/2008/03/05/study-buying-biodiesel-may-be-a-gamble/ If you ever buy retail biodiesel for your diesel vehicle, it turns out you might not be getting exactly what you paid for—or you may be getting quite a bit more.

In a new study, researchers from Woods Hole Oceanographic Institution used highly accurate radiocarbon testing on samples from 20 different biodiesel blenders to determine the biodiesel content of their fuel (so-called “splash blenders” mix pure biodiesel and diesel together before selling it at the pump).

The study found that blends sold as B20 biodiesel (20% biodiesel, 80% diesel) varied from 10% to 74% in actual biodiesel content.

“It’s a huge problem for the industry,” says Teresa Alleman of the National Renewable Energy Laboratory, who recently completed a study showing that biodiesel manufacturers have improved the overall quality of pure biodiesel over the past year. If consumers pay a premium for biodiesel that they aren’t getting, she says, public confidence could be shaken. Also, blenders receive a tax credit based on the amount of biodiesel used, which could mean some sellers have received larger credits than they merit.

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]]> http://gas2.org/2008/03/05/study-buying-biodiesel-may-be-a-gamble/feed/ http://greenbuildingelements.com/2007/12/28/largest-green-fleet-in-the-country/ http://greenbuildingelements.com/2007/12/28/largest-green-fleet-in-the-country/#comments Fri, 28 Dec 2007 17:05:12 +0000 Keith Rockmael http://greenbuildingelements.com/2007/12/28/largest-green-fleet-in-the-country/ San Franciscans utter a lot about our lovely municipal transit system otherwise known as MUNI but now they have even more reason to spout off about it. Normally when we hear MUNI coming out of someone’s mouth it usually follows on the heels of “Damn.” Now we can change that utterance to “Green Muni”. Sure, the 71 bus might not come on time but when it does arrive at least it will be running on biodiesel. In fact, San Fran now claims to have the largest green fleet in the nation.Of course, the fleet includes not just MUNI but ambulances and street sweepers as well. The fleet runs on virgin soy oil bought from producers in the Midwest. Sure, we’d like the fuel purchased from somewhere local but hopefully that will come in time.

The environmentally friendlier fuel will hopefully sharply reduce toxic diesel exhaust linked to a higher risk of asthma and premature death. Just last month, Mayor Newsom announced a new project called SFGreasecycle, a program to collect fats and cooking oils from restaurants, at no charge.All of the city’s 1,500 diesel vehicles power up using the fuel known as B20, a mix of 20 percent soy-based biofuel and 80 percent petroleum diesel fuel, which reduces toxic emissions of carbon monoxide, hydrocarbons and other pollutants that lead to global warming.

Although B20 marks an improvement, it’s still 80 percent petroleum diesel. We’re looking for B100. And we have word of a B100 station opening soon.

]]> http://greenbuildingelements.com/2007/12/28/largest-green-fleet-in-the-country/feed/ http://gas2.org/2007/12/18/b100-biodiesel-approved-by-agricultural-giant/ http://gas2.org/2007/12/18/b100-biodiesel-approved-by-agricultural-giant/#comments Tue, 18 Dec 2007 17:18:32 +0000 Clayton B. Cornell http://gas2.org/2007/12/18/b100-biodiesel-approved-by-agricultural-giant/ If biodiesel suits any demographic best, it’s farmers. Biodiesel was designed as an emergency fuel, intended to keep farm equipment humming when military conflict cut off oil supplies. That being said, it’s taken a while for major engine manufacturers to endorse biodiesel blends higher than 20%. This month Case IH, a global leader in heavy-duty agricultural equipment, has broadened its support of biodiesel to include B100:

Farmers now can use B100 on nearly all Case IH medium- to high-horsepower tractors, combines, windrowers, and most self-propelled sprayers and cotton pickers — so long as proper protocols are followed for engine operation and maintenance.

“With record prices for crude oil, Case IH committed to exploring better ways to use environmentally-friendly biofuels made from renewable raw materials. We have conducted rigorous laboratory and in-field tests to evaluate how our engines perform with various biodiesel blends,” says Don Rieser, Case IH director of tractor product management. “As always, our ultimate goal is greater productivity for our customers. That’s why we also are committed to educating our dealers and customers on how to get the best results with biodiesel fuels — especially when using higher-level blends.”

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]]> http://gas2.org/2007/12/18/b100-biodiesel-approved-by-agricultural-giant/feed/ http://claytonbodiecornell.greenoptions.com/2007/04/30/san-francisco-to-turn-restaurant-oil-into-biodiesel/ http://claytonbodiecornell.greenoptions.com/2007/04/30/san-francisco-to-turn-restaurant-oil-into-biodiesel/#comments Mon, 30 Apr 2007 19:29:30 +0000 Clayton B. Cornell http://claytonbodiecornell.greenoptions.com/2007/04/30/san-francisco-to-turn-restaurant-oil-into-biodiesel/ San Francisco is on a roll. In April, the city banned plastic shopping bags, banned bottled water in some restaurants, and banned Styrofoam takeout containers. In another progressive step, plans are now under way to turn the copious amounts of waste vegetable oil produced by the city's 2600 restaurants into biodiesel. The goal: offsetting 20% of the diesel fuel used by city buses.

Under a $1.3 million dollar program, the San Francisco Public Utilities Commission (SFPUC) will turn a very large and problematic waste product into a renewable fuel:

Fats, oils and grease have been a significant problem for San Francisco’s sewers, SFPUC officials said. When not disposed of properly, the greasy waste can form thick layers inside the pipes. Sewage flow becomes constricted, which causes odors, attracts rats and leads to backups in The City’s sewer system, all of which create costly cleanup problems."

This problem is not unique to San Francisco - any restaurant with a deep fryer produces a steady stream of waste vegetable oil (WVO). The used oil is generally stored and picked up by chemical companies, who process and incorporate it into various products including animal feed and cosmetics. In some parts of the country the oil is just thrown away.

But it's relatively easy to turn WVO into a fuel, and it can be a substantial untapped resource. SFPUC official Lewis Harrison stated that at least 1 million gallons of biodiesel could be produced from left-over restaurant grease, which is "more than enough" to run the city's entire bus fleet on B20. Since WVO is a waste stream, offsetting petro-diesel usage with WVO biodiesel is particularly advantageous: the use of 1 million gallons of WVO-biodiesel would offset 19,600,000 lbs (9800 tons) of carbon dioxide emissions each year. It also has significant economic and public health benefits: municipal biodiesel production should beat the $4/gallon price of fuel in San Francisco, and B20 biodiesel blends cut diesel soot emissions by 20-40%.

SFPUC officials are hoping to have the city buses running on B20 by the end of 2007.

 

The Examiner (April 3, 2007) Fats to grease Muni’s wheels
More on Biodiesel: Biodiesel Mythbuster

Photo Credit: http://www.davidsuzuki.org/

 

]]> http://claytonbodiecornell.greenoptions.com/2007/04/30/san-francisco-to-turn-restaurant-oil-into-biodiesel/feed/ http://claytonbodiecornell.greenoptions.com/2007/04/05/green-myth-busting-biodiesel/ http://claytonbodiecornell.greenoptions.com/2007/04/05/green-myth-busting-biodiesel/#comments Thu, 05 Apr 2007 16:03:55 +0000 Clayton B. Cornell http://claytonbodiecornell.greenoptions.com/2007/04/05/green-myth-busting-biodiesel/

THIS POST IS OUT OF DATE! See the new version of the Biodiesel Mythbuster at Gas 2.0!!

Editor’s note: Our first installment of Green Myth-Busting comes from GO’s resident biofuels expert Clayton Bodie Cornell. As I’ve come to expect from Clayton, he’s covered the subject very thoroughly!

The poster-child for biofuels, biodiesel, is easily the most popular alternative fuel available. Despite the best efforts of biodiesel enthusiasts, the fuel is still engulfed in a morass of misinformation. This Myth-Buster is intended to dispel some of the most common myths associated with using biodiesel - the myths that may keep you from using the fuel.

In case you’re new to the topic, biodiesel is a renewable fuel made from plant oils and occasionally animal fat. It can be made from both used and unused sources of oil, such as freshly-pressed soybean oil, or oil left-over from the deep fryer at your local burger joint. Biodiesel can only be used in diesel engines - no gasoline engines allowed. Biodiesel can be blended into regular diesel in any amount, such as 20% biodiesel/80% diesel (B20), or used pure 100% (B100, aka ‘neat’). As a disclaimer, this post does not address homemade biodiesel (aka homebrew), which usually does not meet the quality standards of ASTM-certified biodiesel.

MYTH: Biodiesel is ethanol (or vice versa).
FACT: Ethanol and Biodiesel are completely different. Ethanol is a fermentation product, primarily made from corn grain and sugarcane. Biodiesel is chemically-converted fat or oil. Ethanol is blended into gasoline. Biodiesel is blended into diesel fuel.

MYTH: Ethanol is better than biodiesel.
FACT: We shouldn’t bicker over this - biodiesel has clear environmental, energetic, and sustainability advantages over corn-grain ethanol. Read on.

MYTH: You must convert your vehicle to run biodiesel.
FACT: Let me describe the conversion process: Drive to the nearest biodiesel pump, put the spout in the side of the car, and pump the biodiesel into your fuel tank (provided it’s diesel). That’s it. You can use biodiesel in any diesel engine without modification. In fact, if you own a diesel vehicle you can fill it up today with 100% biodiesel (B100) and should experience no problems whatsoever. Let me repeat this: you can use ANY amount of biodiesel, from B2 to B100, in a diesel engine with NO modification to the engine. This myth is commonly perpetuated by the hypothetical possibility that biodiesel will clean out diesel sludge that has accumulated in older fuel lines. If you drive an old diesel vehicle, this hypothetically could happen and your fuel filter could subsequently clog. I’ve never actually heard of this happening and can easily be avoided by switching out the fuel filter after a few tanks of biodiesel (take it to your local Jiffy Lube). My 25 year old Datsun pickup truck did just fine when I switched to B100.

MYTH: You have to be a diesel mechanic to use biodiesel.
FACT: No, all you have to do fill up with a different fuel, just like switching between regular and premium.

MYTH: Biodiesel will wreck your engine.
FACT: Nope. This is completely false. There have been reports of biodiesel damaging gasoline engines, and that’s why some mechanics rail against using the fuel - they’ve had to deal with these hapless folks, but we already covered that. Engine manufacturers are especially cautious about new fuels, but some of biggest names in the diesel world (like Cummings) have cleared B20 from doing any harm. Biodiesel and diesel fuel are similar in chemical structure and have similar properties, so they burn similarly in diesel engines. But biodiesel has some specific advantages. Biodiesel adds significant lubricity to the fuel (something that sulfur formally did in diesel fuel, but has since been reduced, hence low-sulfur diesel), reducing engine wear and reportedly extending engine life. Biodiesel has a higher cetane number (higher ignitability) and combusts more completely. Biodiesel is also a good solvent and will clean out diesel fuel residue left in the fuel tank and lines. Over time, because it’s such a good solvent, biodiesel can degrade rubber fuel lines and gaskets. Most post-1990 vehicles don’t have rubber lines and gaskets, but some older vehicles do. I have driven for a year now on B100 and B50 with no visible deterioration of my rubber fuel lines.

MYTH: Biodiesel will cause a noticeable power decrease.
FACT: Biodiesel contains about 8% less energy per gallon than petroleum diesel. For someone using B20, this means a 1-2% loss in power, torque, and fuel efficiency. To put things into perspective, that’s about a 2 mph difference on the freeway at 55. Millions of miles of onroad tests (aka trucking) have shown that B20 and diesel are practically indistinguishable. B100 users may notice a slight drop in fuel mileage, but torque and power are usually comparable. I have noticed a 1-3 mpg drop in fuel efficiency running B100. As an FYI, biodiesel has the highest BTU (energy) content of any alternative fuel (falling somewhere between diesel #1 and #2).

MYTH: Biodiesel use will void your warranty.
FACT: Some manufacturers have approached biodiesel cautiously, but now almost everyone recognizes B20 as a viable fuel, and it should not void warranties. According to the National Biodiesel Board (NBB), “The use of biodiesel in existing diesel engines does not void parts and materials workmanship warranties of any major US engine manufacturer.” Apparently, Federal law prohibits the voiding of a warranty just because biodiesel was used - it must be the cause of the damage. Warranties generally don’t cover problems caused by external sources, i.e. bad fuel, but can’t be voided if the problem was unrelated (see NREL’s Biodiesel Handling and Use Guidelines p. 53). Most manufacturers support B5 or B20, but that doesn’t mean they prohibit higher blends. Double-check with your manufacturer. I know some manufacturers haveexplicitly stated they won’t support higher biodiesel blends.

MYTH: Biodiesel doesn’t work in cold weather.
FACT: Ok, so maybe you read my personal experience with biodiesel in cold weather [post] - let me reiterate that operator error led to the breakdown. It’s true that biodiesel clouds up (starts to freeze) at higher temperatures when compared to regular diesel, and therefore it’s important to use a lower blend of biodiesel in the winter. B100 can be used down to about 40 degrees F, B50 between 20-40 degrees F, and B20 below that. Remember that the cold-flow properties (as they’re called) vary depending on what the biodiesel is made from (feedstocks with more saturated fat, like coconut oil or animal fat tend to freeze earlier). Local producers should be able to give you more information about this, though most biodiesel you will find is going to be good ol’ soy biodiesel. I typically use B100 between March and November, then switch to B50 for the winter, unless I plan on hitting much colder temperatures (I mean anything approaching 0 F).

MYTH: Biodiesel is hard to find.
FACT: Biodiesel is likely to be readily available in your area. The first thing is to check is if there’s a retail pumping station nearby. Try the National Biodiesel Board’s Station locator map, or search by city on the National Renewable Energy Laboratory’s website. If you can’t find a station, there may be a biodiesel cooperative in the area that resells wholesale fuel. Biodiesel is the most widely available renewable fuel and can be found in most major metropolitan areas.

MYTH: Biodiesel is too expensive.
FACT: Biodiesel generally costs around $2.80 to $3.30/gallon. Last time I checked, regular gasoline in some parts of California was $3.70/gallon! Biodiesel is nearly price competitive with premium gasoline, and certainly won’t seem that expensive in the middle of summer.

MYTH: Biodiesel requires more energy to produce than is provided by the fuel.
FACT: The vast majority of literature out there shows a positive energy balance, meaning that more energy is produced in the fuel than is used to grow the crop, press the seeds, process the oil into biodiesel, and distribute the product. The most common numbers I’ve seen say about 2-3x more energy is produced, or 1 unit of energy in equals 2-3 units of energy out. [don't leave it to me, see for yourself: (1), (2)]. Compare this to corn-grain ethanol, which optimistically produces 25% more energy than is put into it (1 unit in equals 1.25 units out).

MYTH: Biodiesel’s increases net emissions when the entire production process is taken into account (farming, distribution, etc).
FACT: According to the University of Minnesota in 2006 (1), the production and use of soybean biodiesel decreases life-cycle greenhouse gas (GHG) emissions by 41% over regular diesel, and also decreases other pollutants like Carbon monoxide, PM10, and SOx. To compare, the life-cycle of corn-grain ethanol reduces GHG emissions by 12% and actually increases emissions of five major pollutants.

MYTH: Biodiesel causes deforestation of the rain forest.
FACT: You may have read my posts on biodiesel destroying the Brazilian and Malaysian rain forests. What’s true there is not true in the United States. The US already produces a great deal of biodiesel from domestically-grown soybeans. But don’t forget that biodiesel can be made from many other feedstocks, like rapeseed (Canola) and waste-vegetable oil (WVO). In some areas, WVO is the primary source for making biodiesel. Like any other crops, these can be grown sustainably or unsustainably.

MYTH: Biodiesel exhaust smells bad.
FACT: Well, this one is personal preference. I have had people tell me that they think the smell is disgusting (as if they would prefer diesel exhaust). I think B100 exhaust smells great. Sort of like french fries but somehow…cleaner, and not as potentially nauseating. One thing is certain: once you know what it smells like you’ll grin from ear to ear whenever you catch a whiff.

MYTH: Biodiesel exhaust produces more harmful emissions than diesel.
FACT: Biodiesel is the only alternative fuel that has completed all the testing requirements of the Clean Air Act. Biodiesel contains oxygen and burns more completely than diesel fuel, hence reduced emissions. All major pollutants are reduced dramatically in biodiesel exhaust (most of them at least 50% for B100), except one (NOx), and that’s only for blends over B20 (see my post on the subject). B20 reduces air toxics (the most damaging pollutants for human health) by 20-40%, while B100 reduces them by as much as 90%. Sulfur oxides and sulfates (major contributors to acid rain) are almost completely eliminated. The only caveat is that nitrogen oxide (NOx) emissions can increase up to 10% with B100. If you would like to evaluate this for yourself, see the National Biodiesel Board’s emissions fact sheet. New diesel technology has the potential to eliminate this problem.

MYTH: Diesel engines are more polluting than gasoline engines, so selling my car and buying a diesel is a bad idea.
FACT: It’s true that traditional diesel engines are 10-100x more polluting than their gasoline counterparts. New model diesel engines, however, are more efficient and have advanced catalytic converters allowing them to approach the emissions ofcomparable gasoline models. When combined with biodiesel newer engines should offer significant emissions reductions. Additionally, older diesels are currently in use and will continue to be used (due to long engine life). Switching these vehicles to biodiesel still provides tangible benefits. While local air pollution is an important consideration, so are greenhouse gas emissions. Biodiesel offers a significant reduction in CO2 emissions.

MYTH: Biodiesel is only used by crazy hippies and Willie Nelson.
FACT: Tell that to the Military, Department of Defense, Postal Service, National Park Service, city governments and school districts across the country, and a whole lot of truckers and farmers who all use and promote biodiesel.
That should be enough information to get you started. The first time you use biodiesel can be a thrilling experience, and I highly recommend it. Clearly, I can’t cover every issue in this post, but don’t stop here. Take a look at the following resources for more information:

Journey To Forever’s Biodiesel resources page (most comprehensive)
National Biodiesel Board (The main industry group)
National Renewable Energy Laboratory (NREL) - Non-petroleum Based Fuels
National Sustainable Agriculture Information Service - Biodiesel-A Primer

Studies:

(1) Environmental, economic, and energetic costs and benefits of biodiesel and ethanol biofuels
Jason Hill, Erik Nelson, David Tilman, Stephen Polasky, and Douglas Tiffany. PNAS published July 12, 2006, 10.1073/pnas.0604600103

(2) Sheehan et al. May 1998. A Life Cycle Inventory of Biodiesel and Petroleum Diesel for Use in an Urban Bus. NREL/SR-580-24089.

Did I forget something? Let me know and I might be able to expand this list.

Know of a green myth that needs dispelling? Heard something about green living that doesn’t seem quite right? Pass it along, and we may feature it on Green Myth-Busting.

Photo Credit: Clayton B. Cornell (That’s his truck.)

]]> http://claytonbodiecornell.greenoptions.com/2007/04/05/green-myth-busting-biodiesel/feed/ http://claytonbodiecornell.greenoptions.com/2007/01/03/it-still-smells-good-b20-biodiesel-emissions-show-no-nox-increase/ http://claytonbodiecornell.greenoptions.com/2007/01/03/it-still-smells-good-b20-biodiesel-emissions-show-no-nox-increase/#comments Wed, 03 Jan 2007 20:27:46 +0000 Clayton B. Cornell http://claytonbodiecornell.greenoptions.com/2007/01/03/it-still-smells-good-b20-biodiesel-emissions-show-no-nox-increase/ An important stumbling block to the
incorporation of B20 biodiesel
(20% biodiesel/80% diesel) into the nation’s fleet of heavy-duty diesels has been concern over nitrogen oxides (NOx), a group of pollutants initially found to increase in biodiesel exhaust. In 2002, Environmental Protection Agency (EPA) tests concluded that B20 causes a 2% increase in NOx when burned in standard heavy-duty diesel engines, though this figure approaches 10% for higher biodiesel blends. Nitric oxides are produced when nitrogen from the air is drawn into the hot combustion chamber and reacts with oxygen. NOx contribute to acid rain, smog, and ground-level ozone formation. Generally speaking, an acceptable “green” fuel should reduce pollution, not increase it, and running city fleets on B20 where smog is already endemic could be a bad idea.

Good news for biodiesel advocates came from an October 2006 report from the National Renewable Energy Laboratory (NREL). The report not only reviewed the EPA’s work, but also tested 8 heavy-duty diesel vehicles including several transit buses, school buses, Class 8 trucks, and a motor coach. NREL researchers found that smaller vehicle testing showed no significant impact on NOx emissions, while larger trucks varied by engine model:

Our study shows that the NOx impact of B20 varies with engine design, such that some engines show a small increase while others show a small decrease. The EPA’s 2002 review was based on a data set made up primarily of data from one engine model that produces a small NOx increase. EPA uses these data to draw a general conclusion for on-highway engines that B20 causes a 2% increase in NOx,” McCormick said. “The chassis dynamometer testing along with careful review of previously published data suggest that their conclusion is not correct, and that on average B20 has no effect on NOx. According to the report, some state governments had previously considered banning B20 due to concerns over NOx emissions. These new findings may relieve those concerns and increase the proportion of diesel fleets using the renewable fuel blend.

For the vehicles tested, NREL’s experiments also found that B20 caused an average reduction of 16% to 17% for Particulate Matter (PM, i.e. soot) and Carbon Monoxide (CO) emissions, respectively*. Interestingly enough, there was no significant change in emissions between regular diesel and B20 for vehicles equipped with a diesel particulate filter, underscoring the importance of newer technology in reducing diesel-engine emissions.

*Biodiesel also contains no sulfur (a major factor in acid rain caused by sulfuric acid) and, depending on how it’s produced, causes a significant decrease in net CO2 emissions. Higher blends of biodiesel such as B50 or B100 emit 2-3x less CO, PM, and unburned hydrocarbons. To see a complete emissions profile, visit the National Biodiesel Board (NBB).

Photo Credit: National Renewable Energy Laboratory

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