Category Archives: Energy

BioDiesel trumps Ethanol

A new study reaches the same conclusion that I have been harping about for some time:

The first comprehensive analysis of the full life cycles of soybean biodiesel and corn grain ethanol shows that biodiesel has much less of an impact on the environment and a much higher net energy benefit than corn ethanol, but that neither can do much to meet U.S. energy demand.

Ok, the first part was what I was referring to, not the latter part.

With regard to demand, it should be noted that biodiesel can be made from numerous sources including fish oils, nut oils, vegetable oils, as well as waste oil and grease from restaurants, oils from meat and tannery plants, etc. and not just from soybeans. In other words, biodiesel can be a form of recycling products that otherwise would be put into landfill or worse.

Also, demand is often confused by a false dichotomy. We do not have to switch completely to Ethanol or Biodiesel tomorrow. In fact, mixing biodiesel using “splash blend” (e.g. just pouring a few gallons into your tank of petro-diesel) reduces the immediate need for high amounts while still allowing a significant benefit in terms of lubricity (eliminating the need for other more harmful additives like sulfur) as well as safer emissions. You will notice an immediate difference when you put only a few gallons of biodiesel into your tank as the engine gets quieter and the exhaust becomes sweeter smelling and smoke-less.

The fact is a gradual transition from 100% petroleum diesel to 90/10 or 80/20 is perfectly acceptable to the engines available today and yet still hugely beneficial to the environment. Production would thus only need to ramp up gradually rather than be a complete switch-over. Besides, we all know that bio-diesel technology for production and refinement is in the very baby stages of advancement. Remember portable computers of the 1980s? That’s what biodiesel production technology is like today. Ten years from now we should see amazing things by comparison, IF the government is clever enough to allow, or even help, the market to develop.

Back to the news, here is an even more important finding:

The study showed that both corn grain ethanol and soybean biodiesel produce more energy than is needed to grow the crops and convert them into biofuels. This finding refutes other studies claiming that these biofuels require more energy to produce than they provide. The amount of energy each returns differs greatly, however. Soybean biodiesel returns 93 percent more energy than is used to produce it, while corn grain ethanol currently provides only 25 percent more energy.

Still, the researchers caution that neither biofuel can come close to meeting the growing demand for alternatives to petroleum. Dedicating all current U.S. corn and soybean production to biofuels would meet only 12 percent of gasoline demand and 6 percent of diesel demand. Meanwhile, global population growth and increasingly affluent societies will increase demand for corn and soybeans for food.

The authors showed that the environmental impacts of the two biofuels also differ. Soybean biodiesel produces 41 percent less greenhouse gas emissions than diesel fuel whereas corn grain ethanol produces 12 percent less greenhouse gas emissions than gasoline. Soybeans have another environmental advantage over corn because they require much less nitrogen fertilizer and pesticides, which get into groundwater, streams, rivers and oceans. These agricultural chemicals pollute drinking water, and nitrogen decreases biodiversity in global ecosystems. Nitrogen fertilizer, mainly from corn, causes the ‘dead zone’ in the Gulf of Mexico.

41%! That’s huge. The environmental and fuel experts may soon conclude that Ethanol, although a good additive to help reduce dependence on foreign oil in the interim years, is definitely not the right solution long term. However, that being said, many people complained that Microsoft produced poor quality products in the 1980s that were insecure and harmed consumers and yet one of its predecessors (UNIX) has only just finally started to be recognized more widely as a superior architecture. Within the next few years, virtually all computerized personal devices, let alone personal computers, will have some form of UNIX or UNIX-like operating sytem on them.

As a funny aside, I recently heard a story about an older gentleman in a beginning UNIX class who said “hey, these commands are all just like DOS” to which the instructor laughed and said “no, other way around. It’s the other way around”. And so, perhaps someday after billions of consumer money has been unwittingly invested into Ethanol in order to try and get its emissions down and energy up someone might say, “hey, this Biodiesel stuff is just like Ethanol”…

Ronald McHummer Site

Here is a clever idea from a group that is protesting McDonald’s latest gimmick. It’s a sign you can edit yourself. McDonald’s apparently has adopted a “Hummer in every Happy Meal” policy, and some people think that sends the wrong message to kids.

Although the sign interface ate a few letters off the second line, this is what I came up with:

mchaiku

Er, that should read:

“Revealing fatty nuggets;”

Some interesting health and safety issues related to Hummer exhaust are highlighted here. I could not find a diesel-engine rating, let alone a way to specify bio-diesel is in the tank rather than petro-diesel.

Honda makes more noise about diesel

Many of the Volkswagen diesel die-hard enthusiasts are buzzing about how excited they are to get a Honda diesel in 2009. That seems like the first year that all the clean-diesel engines will hit the market. I normally think of Volkswagen owners and brand loyal, but they seem to recognize competition is good for the development of the engine and they will support whomever is willing to bring new vehicles to the market.

With that in mind, I find it interesting that Honda again (I wrote about this last May) has made some noise about their committment to diesel:

But there are other solutions to reducing CO2. And another key strategy that has earned quite a bit of attention is our plan to introduce what could be the world’s first clean diesel engine. Honda’s direct injection diesel engine technology now offered in Europe has received critical acclaim for its performance, smooth operation and efficiency… and is selling well in four different vehicles.

Based on this foundation, within three years, we will introduce a new 4-cylinder diesel engine that meets the world’s toughest emissions standards. With hybrid technology focused more on small cars, we believe that diesel technology is the best fuel efficient technology for larger vehicles. So, R&D is also working on the development of V6 diesel engine technology. We do not have a timetable for introducing such an engine. But it is a key development goal.

Hmmm, already running in Europe? First or not, if it has Honda quality then there will be huge demand. Why the delay in bringing these advances to the US? And where is the diesel hybrid we want? Seems like Honda is testing, or chumming, the waters. Perhaps John Mendel just wants to hear from consumers what we really want to drive.

BioDiesel versus Hydrogen

I was reading a report from 2004 on converting algae to biodiesel when I came across this passage that highlights some of the giant problems (pun intended) with hydrogen:

Hydrogen as a fuel has received widespread attention in the media of late, particularly ever since the Bush administration proclaimed that developing a hydrogen economy would clean our air, and free us of oil dependence. There are many problems with using hydrogen as a fuel. The first, and most obvious, is that hydrogen gas is extremely explosive. To store hydrogen at high pressures for as a transportation fuel, it is essential to have tanks that are constructed of rust-proof materials, so that as they age they won’t rust and spring leaks. Hydrogen has to be stored at very high pressures to try to make up for its low energy density. Diesel fuel has an energy density of 1,058 kBtu/cu.ft. Biodiesel has an energy density of 950 kBtu/cu.ft, and hydrogen stored at 3,626 psi (250 times atmospheric pressure) only has an energy density of 68 kBtu/cu.ft.4 So, highly pressurized to 250 atmospheres, hydrogen’s volumetric energy density is only 7.2% of that of biodiesel. The result being that with similar efficiencies of converting that stored chemical energy into motion (as diesel engines and fuel cells have), a hydrogen vehicle would need a fuel tank roughly 14 times as large to yield the same driving range as a biodiesel powered vehicle. To get a 1,000 mile range, a tractor trailer running on diesel needs to store 168 gallons of diesel fuel. When biodiesel’s slightly lower energy density and the greater efficiency of the engine running on biodiesel are taken into account, it would need roughly 175 gallons of biodiesel for the same range. But, to run on hydrogen stored at 250 atmospheres, to get the same range would require 2,360 gallons of hydrogen. Dedicating that much space to fuel storage would drastically reduce how much cargo trucks could carry. Additionally, the cost of the high pressure, corrosion resistant storage tanks to carry that much fuel is astronomical.

Whew. And he is just talking about the risk of stored hydrogen. When you consider the risk of transporting hydrogen, another set of challenges quickly appears:

The process of transitioning to hydrogen delivery via the existing network is complicated by the diversity of materials used in natural gas piping systems and of operating strategies adopted by utility operators.

[…]

Hydrogen embrittlement can include surface cracking, slow crack growth, loss of ductility, and
decreases in fracture stress. This deterioration can lead to premature failure, possibly with little
warning. Safety is paramount to all aspects of natural gas operations so before hydrogen gas can be
introduced into the pipeline, operators must be assured that embrittlement risks have been minimized.

This seems to me almost identical to the process of evaluating data risks, as you have to consider stored as well as transit controls that prevent leakage. In that sense, biodiesel is like publically available information that requires little/no protection while hydrogen is like your most top secret data that you must protect at significant cost. Pop quiz: can something that needs to be handled as top-secret ever reach wide-spread adoption? Ok, besides a social security number or credit card number. :)

Speaking of evaluating risk, some friends who served in the special forces have been trying to convince me that the reason troops use diesel is because it was mandated by the Navy as a less dangerous fuel. They tell me that not only are diesel ships safer, since diesel is far less combustible, but they also require their cargo to be diesel-powered for the same reason. I tried to make the case that jet-fuel is carried on ships, but I was assured that it too was non-explosive — requires a proper fuel/air mixture to ignite. No wonder then why the military was so keen to convert to diesel motorcycles. Although an explosive fuel on a motorcycle is not a huge risk (compared to a HumVee or Ship) the logistics of having a ready supply of a stable/safe fuel source probably were reason enough to convert everything to diesel.

So, the military gets it, the farmers get it, the transportation industry gets it…security comes from stable fuel sources like biodiesel. Easy to store, easy to transport. Could this be the very reason the American auto industry prefers hydrogen? Such a dangerous substance requires a huge capital investment and central planning that makes it difficult if not impossible for individuals and small-companies to compete, thus ensuring dominance by the big guys. On the other hand, given the recent surge of gasoline-guzzling retro muscle cars to the American market, maybe the US companies just don’t get it in the way that the captain of the Titanic thought his rudder was big enough and his ship could never sink.

Maybe that is too dramatic a comparison, so here is another one to ponder: In the early 1990s a seasoned executive from the computer industry was trying to figure out how to get information into people’s homes through game consoles and interactive TV. As he found cable companies mired in regulations and fighting over who would set the standards (e.g. control), he also stumbled upon some enterprising students in Illinois quietly building something called a web browser. And thus Mosaic was born, forerunner to Netscape. To those of us who were on that bandwagon, it seemed obvious that the future was in cheap, easy and localized creation of content rather than giant traditional media. So the real question in today’s energy market seems similar. Who from the big automobile or giant petroleum companies will be the one to finally defect and light a fire under the alternative fuel market? Vinod Khosla is close, but gets no cigar for his presentation on Ethanol-only…