a comprehensive analysis of biodiesel fuel thesis
TRANSCRIPT
Chapter 1: Introduction
Biodiesel is one of the available alternative fuels in the market. It is
derived from biomass, which is one of the sources of renewable energy.
Coconut oil is one of the sources of biodiesel and of all the other sources, it
would be best in tropical countries such as here in the Philippines where
coconut tree is one the primary native crops.
The blending of coco-biodiesel in diesel fuel became mandatory when
the Biofuels Act of 2006 (also known as Republic Act 9367) was signed into
law by President Gloria Macapagal-Arroyo on January 2007. The said act
was initiated by Senator Mirriam Defensor-Santiago, who also authored and
sponsored the Biofuels Law. The said law requires bioethanol content of all
gasoline sold in the country to be increased to at least ten percent (10%) by
the fourth year of the law’s effectivity. On the other hand, diesel fuels sold in
the country will be required to have at least one percent (1%) blend of biofuel
upon the effectivity of the law, which will be later increased up to two percent
(2%) after the second year.
1.1 OBJECTIVES
This thesis aims to provide the readers with a better understanding of
one of the latest innovations in the fuel industry, which is the development of
coco-biodiesel. It intends to inform people with the current issues regarding
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the improvements of coco-biodiesel in and outside the country. It is also
written to promote environmental concerns such as global warming and
health issues such as the increasing cases of respiratory diseases worldwide.
This paper illustrates the advantageous effects of coco-biodiesel in engine
performance of diesel vehicles. Finally, it presents the impact of the usage of
coco-biodiesel in the Philippine economy.
1.2 PROBLEM STATEMENT
The study of coco-biodiesel fuel is very timely because of arising
problems such as the rising cost of fuel in the market, global warming
phenomenon, and health problems such as respiratory diseases caused by
the harmful byproducts of burning petroleum-based fuels. The Philippines
spends about 280 billion pesos on oil importation. If at least one percent (1%)
blend of coco-biodiesel will be added, diesel consumption will be reduced by
540 million liters per year. Another problem concerning the use of diesel is
the deteriorating effects of the increased amount of Greenhouse Gases in the
atmosphere. This is due to the high emission of carbon dioxide coming from
incomplete combustion of diesel fuel in vehicles. Last of all, the emission of
pollutants such as nitrogen oxide caused also by incomplete combustion of
diesel fuel is one of the leading contributors of smog and can trigger serious
respiratory problems.
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1.3 SCOPE AND LIMITATION OF THE STUDY
This study will use data and will compare theories gathered from
different sources (in and outside the Philippines), but will only consider the
biodiesel economics within the country. This paper is basically a combination
of different studies about biodiesel done to help the readers become aware of
this present issue in a readily compiled paper. No new experiments have
been conducted to prove any theory or hypothesis regarding the said topic.
1.4 DEFINITION OF TERMS
1. Alcohol is any organic compound in which a hydroxyl group (-O H ) is
bound to a carbon atom of an alkyl or substituted alkyl group.
2. Aromaticity is a chemical property in which a conjugated ring of
unsaturated bonds, lone pairs,
or empty orbitals exhibit a
stabilization stronger than
would be expected by the
stabilization of conjugation alone. It can also be considered a
manifestation of cyclic delocalization and of resonance
3. Biodiesel refers to a diesel-equivalent, processed fuel derived from
biological sources (such as vegetable oils), which can be used in
unmodified diesel-engined vehicles. It is thus distinguished from the
straight vegetable oils (SVO) or waste vegetable oils (WVO) used as
fuels in some modified diesel vehicles.
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Figure 1Molecular Structure of Aromatics
4. Bleaching is something is to remove or lighten its colour, sometimes
as a preliminary step in the process of dyeing; a bleach is a chemical
that produces these effects, often via oxidation.
5. Catalysis is the acceleration (increase in rate) of a chemical reaction
by means of a substance, called a catalyst, that is itself not consumed
by the overall reaction.
6. Cetane number or CN is a measure of the combustion quality of
diesel fuel via the compression ignition process. Cetane number is a
significant expression of diesel fuel quality among a number of other
measurements that determine overall diesel fuel quality. Cetane
number is actually a measure of a fuel's ignition delay; the time period
between the start of injection and start of combustion (ignition) of the
fuel.
7. Diesel or diesel fuel is a specific fractional distillate of fuel oil (mostly
petroleum) that is used as fuel in a diesel engine invented by German
engineer Rudolf Diesel. The term typically refers to fuel that has been
processed from petroleum, but increasingly, alternatives such as
biodiesel or biomass to liquid (BTL) or gas to liquid (GTL) diesel that
are not derived from petroleum are being developed and adopted.
8. Distillation is a method of separating chemical substances based on
differences in their volatilities. Distillation usually forms part of a larger
chemical process, and is thus referred to as a unit operation.
9. Esters are organic compounds in which an
organic group (symbolized by R' in this article)
replaces a hydrogen atom (or more than one) in
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Figure 2Molecular Structure of Ester
a hydroxyl group. An oxygen acid is an acid whose molecule has an -
OH group from which the hydrogen (H) can dissociate as an H+ ion.
10.Flash point of a flammable liquid is the lowest temperature at which it
can form an ignitable mixture in air. At this temperature the vapor may
cease to burn when the source of ignition is removed. A slightly higher
temperature, the fire point, is defined as the temperature at which the
vapor continues to burn after being ignited.
11.Glycerol, also well known as glycerin and glycerine, and less
commonly as propane-1,2,3-triol, 1,2,3-propanetriol, 1,2,3-
trihydroxypropane, glyceritol, and glycyl alcohol is a colorless,
odorless, hygroscopic, and sweet-tasting viscous liquid. Glycerol is a
sugar alcohol and has three hydrophilic alcoholic hydroxyl groups
(OH-) that are responsible for its solubility in water. Glycerol has a
wide range of applications. Glycerol has a prochiral spatial
arrangement of atoms.
12.Methanol, also known as methyl alcohol, carbinol, wood alcohol or
wood spirits, is a chemical compound with chemical formula C H 3OH.
It is the simplest alcohol, and is a light, volatile, colourless, flammable,
poisonous liquid with a distinctive odor that is somewhat milder and
sweeter than ethanol (ethyl alcohol). It is used as an antifreeze,
solvent, fuel, and as a denaturant for ethyl alcohol.
13.Particulate matter (PM), aerosols or fine particles, are tiny particles of
solid or liquid suspended in a gas. They range in size from less than
10 nanometres to more than 100 micrometres in diameter. The
notation PM10 is used to describe particles of 10 micrometres or less;
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other numeric values may also be used. This range of sizes represent
scales from a gathering of a few molecules to the size where the
particles no longer can be carried by the gas. Sources of particulate
matter can be anthropogenic or natural.
14.Titration is a common laboratory method of quantitative/chemical
analysis which can be used to determine the concentration of a known
reactant. Because volume measurements play a key role in titration, it
is also known as volumetric analysis. A reagent, called the titrant, of
known concentration (a standard solution) and volume is used to react
with a measured quantity of reactant (Analyte). Using a calibrated
burette to add the titrant, it is possible to determine the exact amount
that has been consumed when the endpoint is reached. The endpoint
is the point at which the titration is stopped.
15.Transesterification is the process of exchanging the alkoxy group of
an ester compound by another alcohol. These reactions are often
catalyzed by the addition of an acid or base.
16.Vegetable fats and oils are substances derived from plants that are
composed of triglycerides. Nominally, oils are liquid at room
temperature, and fats are solid; a dense brittle fat is called a wax.
Although many different parts of plants may yield oil, in actual
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Figure 3Molecular Formula Showing the Chemical Reaction of Transesterification
commercial practice oil is extracted primarily from the seeds of oilseed
plants.
17.Viscosity is a measure of the resistance of a fluid to deform under
shear stress. It is commonly perceived as "thickness", or resistance to
flow. Viscosity describes a fluid's internal resistance to flow and may
be thought of as a measure of fluid friction.
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Chapter 2: Review of Literature
In relation to the problem statement whereas, the rising cost of diesel
fuels in the world market, the negative result of greenhouse gasses
emissions in the environment and the bad effects to our health - this paper
provide information with better understanding of what biodiesel is, the
process of how it is produces as well as the equipments used; the public
policy currently approved; the importance of using biodiesel as an alternative;
the advantage and disadvantages of using biodiesel, the economic benefits
and the up-to-date information about coco-methyl-esters (CME) as a primary
source of biodiesel in the Philippine market.
2.1 INTRODUCTION
By 2030, the world’s population is expected to reach 8 billion
(Newsweek, dec. 06-07) and as the population grows, more energy is
required to produce the basic needs of people. An energy that is more
practical to use in the same way that it is safer, renewable, available and of
course - affordable. Biodiesel is one of the candidates of this needed energy
because of its abundance and potential source in the country. Biodiesel is a
clean-burning diesel replacement fuel that can be used in compression-
ignition (CI) engines, and which is manufactured from the following
renewable, non-petroleum-based sources:
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• Virgin vegetable oils such as soy, mustard, canola, rapeseed and palm oils;
• Animal fats such as poultry offal, tallow, and fish oils; and
• Used cooking oils and trap grease from restaurants.
Biodiesel is produced in pure form (100% biodiesel or B100), but is
usually blended with petrodiesel at low levels, between 2% (B2) to 20% (B20)
in the U.S., but at higher levels in other parts of the world, particularly in
Europe, where higher-level blends up to B100 are used. Blends of biodiesel
higher than B5 require special handling and fuel management as well as
vehicle equipment modifications such as the use of heaters and changing
seals/gaskets that come in contact with fuel, according to the National
Renewable Energy Laboratory (NREL). The level of care needed depends on
the engine and vehicle manufacturer.
Biodiesel is generally made when fats and oils are chemically reacted
with an alcohol, typically methanol, and a catalyst, typically sodium or
potassium hydroxide (i.e., lye), to produce an ester, or biodiesel.
2.2 HISTORICAL BACKGROUND
Rudolf Diesel, the inventor of the first compression-ignition (CI)
engine, once said that "the use of vegetable oils for engine fuels may seem
insignificant today but such oils may become, in the course of time, as
important as petroleum and the coal-tar products of the present time." He
was indeed right because nowadays biodiesel is one of the greatest
alternative sources of renewable fuel. The discovery of transesterification of
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vegetable oil in 1853 by scientists E. Duffy and J. Patrick gave way to the
invention of biodiesel fuel.
Rudolf Diesel's prime model, a single 10 ft (3 m) iron cylinder with a
flywheel at its base, ran on its own power for the first time in Augsburg,
Germany on August 10, 1893. In remembrance of this event, August 10 has
been declared "International Biodiesel Day". This engine stood as an
example of Diesel's vision because it was powered by peanut oil — a biofuel,
though not biodiesel, since it was not transesterified. He believed that the
utilization of biomass fuel was the real future of his engine.
In 1979, more than a century later after the discovery of the first
transesterification of vegetable oil, South Africa initiated the use of trans-
esterified sunflower oil, and refined it to diesel fuel standards, By 1983 the
process for producing fuel-quality, engine-tested biodiesel was completed
and published internationally. An Austrian company, Gaskoks, obtained the
technology from the South African Agricultural Engineers; the company
erected the first biodiesel pilot plant in November 1987, and the first
industrial-scale plant in April 1989 (with a capacity of 30,000 tons of rapeseed
per annum).
Throughout the 1990s, plants were opened in many European
countries, including the Czech Republic, Germany and Sweden. France
launched local production of biodiesel fuel (referred to as diester) from
rapeseed oil, which is mixed into regular diesel fuel at a level of 5%, and into
the diesel fuel used by some captive fleets (e.g. public transportation) at a
level of 30%. During the same period, nations in other parts of world also saw
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local production of biodiesel starting up: by 1998 the Austrian Biofuels
Institute had identified 21 countries with commercial biodiesel projects.
In September of 2005 Minnesota became the first U.S. state to
mandate that all diesel fuel sold in the state contain part biodiesel, requiring a
content of at least 2% biodiesel. In Asia, Chemrez Technologies Inc. is the
the biggest and most modern biodiesel facility, which started its operation on
May 2006. This biodiesel plant is actually located here in the Philippines,
which in fact manufactures coco-biodiesel in particular. Chemrez
Technolologies Inc. produces 60, 000 metric tons of Bio-Active (the brand
name of their coco-biodiesel) premium biodiesel per annum.
2.3 BASIC PRODUCTION PROCESS
Biodiesel is generally made when fats and oils are chemically reacted
with an alcohol, typically methanol, and a catalyst, typically sodium or
potassium hydroxide (i.e., lye), to produce an ester, or biodiesel. The
approximate percentage proportions of the reaction are as follows in the table
below:
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Process Input Levels Process Output Levels
InputVolume
PercentageOutput
Volume
Percentage
Oil of Fat 87% Ester 86%
Alcohol 12% Alcohol 4%
Catalyst 1%Fertilizer 1%
Glycerin 9%
Source: National Biodiesel Board
This process is generally known as transesterification, which is the
reaction of a lipid with an alcohol to form esters and byproduct, glycerol. This
includes the following processes:
Base-catalyzed transesterification of the oil with methanol.
Direct acid-catalyzed esterification of the oil with methanol.
Conversion of the oil to fatty acids, and then to alkyl esters with acid
catalysis.
Most of the biodiesel produced today is done with the base catalyzed
reaction for several reasons:
It is low temperature and pressure
It yields high conversion (98%) with minimal side reactions and
reaction time
It is a direct conversion to biodiesel with no intermediate compounds.
No exotic materials of construction are needed.
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Table 1Biodiesel Production Input and Output Levels
The chemical reaction for base catalyzed biodiesel production is
depicted below. One hundred pounds of fat or oil (such as soybean oil) are
reacted with 10 pounds of a short chain alcohol in the presence of a catalyst
to produce 10 pounds of glycerin and 100 pounds of biodiesel. The short
chain alcohol, signified by ROH (usually methanol, but sometimes ethanol) is
charged in excess to assist in quick conversion. The catalyst is usually
sodium or potassium hydroxide that has already been mixed with the
methanol. R', R'', and R''' indicate the fatty acid chains associated with the oil
or fat which are largely palmitic, stearic, oleic, and linoleic acids for naturally
occurring oils and fats.
The Biodiesel Reaction:
The National Biodiesel Board does not get involved with commercial
biodiesel production or the design and construction of biodiesel facilities, but
we have provided an example of a simple production flow chart along with a
short explanation of the steps involved to acquaint the reader with the
general production process.
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Figure 4The Biodiesel Reaction
The Biodiesel Production Process:
The base catalyzed production of biodiesel generally occurs using the
following steps:
2.3.1 Mixing of alcohol and catalyst. The catalyst is typically sodium
hydroxide (caustic soda) or potassium hydroxide (potash). It is dissolved in
the alcohol using a standard agitator or mixer.
2.3.2 Reaction. The alcohol/catalyst mix is then charged into a closed
reaction vessel and the oil or fat is added. The system from here on is totally
closed to the atmosphere to prevent the loss of alcohol. The reaction mix is
kept just above the boiling point of the alcohol (around 160 °F) to speed up
the reaction and the reaction takes place. Recommended reaction time varies
from 1 to 8 hours, and some systems recommend the reaction take place at
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Figure 5Schematic Diagram of Biodiesel Production
Process
room temperature. Excess alcohol is normally used to ensure total
conversion of the fat or oil to its esters. Care must be taken to monitor the
amount of water and free fatty acids in the incoming oil or fat. If the free
fatty acid level or water level is too high it may cause problems with soap
formation and the separation of the glycerin by-product downstream.
2.3.3 Separation. Once the reaction is complete, two major products exist:
glycerin and biodiesel. Each has a substantial amount of the excess
methanol that was used in the reaction. The reacted mixture is sometimes
neutralized at this step if needed. The glycerin phase is much more dense
than biodiesel phase and the two can be gravity separated with glycerin
simply drawn off the bottom of the settling vessel. In some cases, a
centrifuge is used to separate the two materials faster.
2.3.4 Alcohol Removal. Once the glycerin and biodiesel phases have been
separated, the excess alcohol in each phase is removed with a flash
evaporation process or by distillation. In others systems, the alcohol is
removed and the mixture neutralized before the glycerin and esters have
been separated. In either case, the alcohol is recovered using distillation
equipment and is re-used. Care must be taken to ensure no water
accumulates in the recovered alcohol stream.
2.3.5 Glycerin Neutralization. The glycerin by-product contains unused
catalyst and soaps that are neutralized with an acid and sent to storage as
crude glycerin. In some cases the salt formed during this phase is recovered
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for use as fertilizer. In most cases the salt is left in the glycerin. Water and
alcohol are removed to produce 80-88% pure glycerin that is ready to be sold
as crude glycerin. In more sophisticated operations, the glycerin is distilled to
99% or higher purity and sold into the cosmetic and pharmaceutical markets.
2.3.6 Methyl Ester Wash. Once separated from the glycerin, the biodiesel is
sometimes purified by washing gently with warm water to remove residual
catalyst or soaps, dried, and sent to storage. In some processes this step is
unnecessary. This is normally the end of the production process resulting in a
clear amber-yellow liquid with a viscosity similar to petrodiesel. In some
systems the biodiesel is distilled in an additional step to remove small
amounts of color bodies to produce a colorless biodiesel.
2.3.7 Product Quality and Registration. Prior to use as a commercial fuel,
the finished biodiesel must be analyzed using sophisticated analytical
equipment to ensure it meets ASTM specifications. Additionally, all biodiesel
produced must be registered with the Unites States Environmental Protection
Agency
under 40 CFR Part 79. The most important aspects of biodiesel production to
ensure trouble free operation in diesel engines are:
Complete Reaction
Removal of Glycerin
Removal of Catalyst
Removal of Alcohol
Absence of Free Fatty Acids
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These parameters are all specified through the biodiesel standard, ASTM D
6751. The NBB has also recently formed the National Biodiesel Accreditation
Commission that has put into place an accreditation program for companies
selling biodiesel and biodiesel blends.
However, Biodiesel cannot be used as raw or refined vegetable oils
that are unprocessed and should not be used as biodiesel fuel. According to
the National Renewable Energy Laboratory (NREL), raw or unrefined
vegetable oils and greases used in CI engines at levels as low as 10% can
cause problems including long-term engine deposits, ring sticking, lube oil
gelling, which can reduce the engine’s useful life. These problems generally
stem from these oils’ greater thickness, or viscosity, compared to that of
typical diesel fuels for which the engines were designed. These problems are
avoided through the refinement of these oils in the biodiesel production
process.
2.4 QUALITY SPECIFICATION FOR BIODIESEL
Further specifications for biodiesel are implemented throughout U.S by
the American Society of Testing and Materials (ASTM). ASTM D6751 is the
given specification name for Biodiesel in U.S. This comprised of fatty acids
derived from vegetable oils and animal fats. Thus, if these components is raw
and has not been processed, it will not meet the specification for biodiesel. It
is important to remember that the ASTM Specification for Biodiesel is
blended into petrodiesel and is not meant to be as B100 as stand alone fuel.
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Meanwhile in European countries, EN 14214 is the given specification
for biodiesel. In contrast to the ASTM D 6751, B100 could be used unblended
in a diesel engine or blended with diesel fuel to produce a blend in
accordance to the EN 590 (European diesel fuel specification). This consider
up to only 5% blending of biodiesel fuel to diesel fuel as standard diesel fuel
specification.
2.5 APPLICATIONS
Biodiesel can be used in pure form (B100) or may be blended with
petroleum diesel at any concentration in most modern diesel engines. It has
higher lubricity index compared to petrodiesel is an advantage and can
contribute to longer fuel injector life. However, biodiesel is a better solvent
than petrodiesel, and has been known to break down deposits of residue in
the fuel lines of vehicles that have previously been run on petrodiesel. As a
result, fuel filters and injectors may become clogged with particulates if a
quick transition to pure biodiesel is made, as biodiesel “cleans” the engine in
the process. It is, therefore, recommended to change the fuel filter within 600-
800 miles after first switching to a biodiesel blend.
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Pure unblended biodiesel can be poured straight into the tank of any
diesel vehicle. As with normal diesel, low-temperature biodiesel is sold during
winter months to prevent viscosity problems. Some older diesel engines still
have natural rubber parts which will be affected by biodiesel, but in practice
these rubber parts should have been replaced long ago. Biodiesel is used by
millions of car owners in Europe (particularly Germany).
Research sponsored by petroleum producers has found petroleum
diesel to be better for car engines than biodiesel. This has been disputed by
independent bodies, including for example the Volkswagen environmental
awareness division, who note that biodiesel reduces engine wear. Biodiesel
has also been noted to be linked to premature injection pump failures. While
many vehicles have been using biodiesel for many years without ill effect, the
correlation between several cases of pump failure and biodiesel cannot be
dismissed. Pure biodiesel produced 'at home' is in use by thousands of
drivers who have not experienced failure, however. The fact remains that
biodiesel has been widely available at gas stations for less than a decade,
and will hence carry more risk than older fuels. Biodiesel sold publicly is held
to high standards set by national standards bodies.).
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2.6 HEALTH EFFECTS
Results of the health effects testing concluded that biodiesel is non-
toxic and biodegradable, posing no threat to human health. Also among the
findings of biodiesel emissions compared to petroleum diesel emissions in
this testing:
The ozone (smog) forming potential of hydrocarbon exhaust emissions
from biodiesel is 50% less.
The exhaust emissions of carbon monoxide (a poisonous gas and a
contributing factor in the localized formation of smog and ozone) from
biodiesel are 50% lower.
The exhaust emissions of particulate matter (recognized as a
contributing factor in respiratory disease) from biodiesel are 30%
lower.
The exhaust emissions of sulfur oxides and sulfates (major
components of acid rain) from biodiesel are completely eliminated.
The exhaust emissions of hydrocarbons (a contributing factor in the
localized formation of smog and ozone) are 95% lower.
The exhaust emissions of aromatic compounds known as PAH and
NPAH compounds (suspected of causing cancer) are substantially
reduced for biodiesel compared to diesel. Most PAH compounds were
reduced by 75% to 85%. All NPAH compounds were reduced by at
least 90%.
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2.7 LIFE CYCLE SUMMARY
In May of 1998, the US Department of Energy (DOE) and US
Department of Agriculture (USDA) published the results of the Biodiesel
Lifecycle Inventory Study. It compared findings for a comprehensive "cradle
to grave" inventory of materials used; energy resources consumed; and air,
water and solid waste emissions generated by petroleum diesel fuels and
biodiesel in order to compare the total "lifecycle" costs and benefits of each of
the fuels. This 3.5-year study followed US Environmental Protection Agency
(EPA) and private industry approved protocols for conducting this type of
research. In evaluating the results of the Lifecycle Inventory Study several
caveats need to be noted. First, the study was not designed to present
conclusions on the appropriate policies to promote the use of biodiesel.
Instead, the study was designed to provide policy makers with comparative
information that they could use to formulate appropriate policies regarding
biodiesel. Second, the study does not provide any economic comparisons or
valuations based on current market prices for the two fuels. Third, the study
generally assumes that the comparative lifecycle benefits or costs of
biodiesel and diesel fuel are proportional when biodiesel and diesel fuel are
blended into one fuel, as in the popular 20% biodiesel/80% diesel blend
known as B20.
With these caveats in mind, the major findings of the study are:
The total energy efficiency ratio (ie. total fuel energy/total energy used
in production, manufacture, transportation, and distribution) for diesel
fuel and biodiesel are 83.28% for diesel vs 80.55% for biodiesel. The
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report notes: "Biodiesel and petroleum diesel have very similar energy
efficiencies."
The total fossil energy efficiency ratio (ie. total fuel energy/total fossil
energy used in production, manufacture, transportation, and
distribution) for diesel fuel and biodiesel shows that biodiesel is four
times as efficient as diesel fuel in utilizing fossil energy – 3.215 for
biodiesel vs 0.8337% for diesel. The study notes: "In terms of effective
use of fossil energy resources, biodiesel yields around 3.2 units of fuel
product for every unit of fossil energy consumed in the lifecycle. By
contrast, petroleum diesel's life cycle yields only 0.83 units of fuel
product per unit of fossil energy consumed. Such measures confirm
the 'renewable' nature of biodiesel.
In urban bus engines, biodiesel and B20 exhibit similar fuel economy
to diesel fuel, based on a comparison of the volumetric energy density
of the two fuels. The study explains, "Generally fuel consumption is
proportional to the volumetric energy density of the fuel based on
lower or net heating value. Diesel contains about 131,295 Btu/gal
while biodiesel contains approximately 117,093 Btu/gal. The ratio is
0.892. If biodiesel has no impact on engine efficiency, volumetric fuel
economy would be approximately 1 0% lower for biodiesel compared
to petroleum diesel.
The overall lifecycle emissions of carbon dioxide (a major greenhouse
gas) from biodiesel are 78% lower than the overall carbon dioxide
emissions from petroleum diesel. "The reduction is a direct result of
carbon recycling in soybean plants," notes the study.
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The overall lifecycle emissions of carbon monoxide ( a poisonous gas
and a contributing factor in the localized formation of smog and ozone)
from biodiesel are 35% lower than overall carbon monoxide emissions
from diesel. Biodiesel also reduces bus tailpipe emissions of carbon
monoxide by 46%.
The overall lifecycle emissions of particulate matter (recognized as a
contributing factor in respiratory disease) from biodiesel are 32% lower
than overall particulate matter emissions from diesel. Bus tailpipe
emissions of PM10 are 68% lower for biodiesel compared to
petroleum diesel. The study notes, 'PM10 emitted from mobile sources
is a major EPA target because of its role in respiratory disease. Urban
areas represent the greatest risk in terms of numbers of people
exposed and level of PM 1 0 present. Use of biodiesel in urban buses
is potentially a viable option for controlling both life cycle emissions of
total particulate matter and tailpipe emission of PM1 O." The study
also finds that biodiesel reduces the total amount of particulate matter
soot in bus tailpipe exhaust by 83.6%. Soot is the heavy black smoke
portion of the exhaust that is essentially 100% carbon that forms as a
result of pyrolysis reactions during fuel combustion.
The overall lifecycle emissions of sulfur oxides (major components of
acid rain) from biodiesel are 8% lower than overall sulfur oxides
emissions from diesel. Biodiesel completely eliminates emissions of
sulfur oxides from bus tailpipe emissions. The study notes, "Biodiesel
can eliminate sulfur oxides emissions because it is sulfur-free."
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The overall lifecycle emissions of methane (one of the most potent
greenhouse gases) from biodiesel are almost 3.0% lower than overall
methane emissions from diesel. The study notes, "Though the
reductions achieved with biodiesel are small, they could be significant
when estimated on the basis of its 'CO2 equivalent'-warming
potential."
The overall lifecycle emissions of nitrogen oxides (a contributing factor
in the localized formation of smog and ozone) from biodiesel are 13%
greater than overall nitrogen oxide emissions from diesel. An urban
bus that runs on biodiesel has tailpipe emissions that are only 8.89%
higher than a bus operated on petroleum diesel. The study also notes:
"Smaller changes in NOx emissions for BIOO and B20 have been
observed in current research programs on new model engines but it is
still to early to predict whether all or just a few future engines will
display this characteristic." and "... solutions are potentially achievable
that meet tougher future (vehicle) standards for NOx without sacrificing
the other benefits of this fuel."
The bus tailpipe emissions of hydrocarbons (a contributing factor in
the localized formation of smog and ozone) are 37% lower for
biodiesel than diesel fuel. However, the overall lifecycle emissions of
hydrocarbons from biodiesel are 35% greater than overall hydrocarbon
emissions from diesel. The study notes, 'In understanding the
implications of higher lifecycle emissions, it is important to remember
that emissions of hydrocarbons, as with all of the air pollutants
discussed, have localized effects. In other words it makes a difference
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where these emissions occur. The fact that biodiesel's hydrocarbon
emissions at the tailpipe are lower may mean that the biodiesel life
cycle has beneficial effects on urban area pollution." The study also
cautions about drawing hard conclusions related to the total life cycle
emissions of hydrocarbons from sources other than the engine tailpipe
The overall lifecycle production of wastewater from biodiesel is 79.0%
lower than overall production of wastewater from diesel. The study
notes, 'Petroleum diesel generates roughly five times as much
wastewater flow as biodiesel.' The overall lifecycle production of
hazardous solid wastes from biodiesel is 96% lower than overall
production of hazardous solid wastes from diesel. However, the overall
life cycle production of non-hazardous solid wastes from biodiesel is
twice as great as the production of non-hazardous solid wastes from
diesel. The study notes: "Given the more severe impact of hazardous
versus non-hazardous waste disposal, this is a reasonable trade-off."
2.8 CURRENT ISSUES
In our County, Philippines, Chemrez Technologies Inc. was the only
operational continuous biodiesel plant using the coco-methyl-ester and
started at June 2006 with a capacity of 60, 000 metric tons of Bio-Active
premium biodiesel per annum. Flying V Plant group starts commercial
operation in Coronan, Davao of Biodiesel plant considering the much
availability of Coconut plantation allotted in the area.
25
The Biofuel Act of 2006 is the most current issue in the country. This act
is signed into law by President Gloria Macapagal Arroyo mandating the
mixing of biofuels (at least 10% of bioethanol content for all gasoline). It is
expected to save the country 28 billion pesos to 35 billion pesos worth of oil
imports annually and will help develop cleaner source of energy and look for
alternative sources of power to reduce dependence to imported oil. The
Biofuel law states that at least 1% to 2% blend on diesel fuel will be required
within two years of its affectivity and it mandated vehicle owners to use
1%coco-methyl-ester for diesel engine and 5% bioethanol for gas engines.
(Manila Bulletin, Jan. 18, 2007, p. B2)
26
A Comprehensive Analysis of
Coco-Biodiesel Fuel
Situation outside the Philippines
Data Gathering
Situation inside the Philippines
Quantitative
Plant Visit
Qualitative
Data Processing
Data Analysis
Revision of Process
Phase 1 Phase 2 Phase 3
CONCEPTUAL FRAMEWORK
Chapter 3: Methodology
27
Air pollution is a major problem that is occurring worldwide. Severe air
pollution can cause Global Warming. If global warming occurs and becomes
serious, many third world countries will suffer. The rising occurrence of
illnesses because of pollution has inspired the group to come up with the idea
of having a comprehensive analysis regarding alternative fuels that would
help reduce or even control the pollution caused by normal fossil fuels. The
rising cost of fuel in our country and worldwide is very alarming, the supply of
fossil fuels are by far depleting.
In the Philippines, many people specifically the children die because of
low air quality. One company in the Philippines, known as Chemrez
Technologies Inc. had developed an alternative fuel or fuel additive that can
help reduce or control the rising incidents because of air pollution. This
product is more commonly known as BioActiv™. BioActiv™ is now available
in the Philippine market. This product is derived from coconut oil. It is
completely biodegradable and contains no toxic or harmful elements. This
alternative fuel is safer than normal fossil fuel. Like diesel fuel, it has a high
flash point (higher that diesel). Which means is it safe to handle and will not
easily ignite.
This alternative fuel is environmental friendly, unlike fossil fuels, when
this fuel spills out into the sea, it will not harm all the living species compared
to the damage that oil spillage of fossil fuels which leads to long term
cleaning process. This product also improves engine performance. It does
thorough cleaning inside the engine and inside the engine and fuel tank.
The group went to the company Chemrez Technologies Inc. located at
65 Industria Street Bagumbayan, Quezon City 1110 Metro Manila,
Philippines. on the 12th of February 2007 and got the rare opportunity to visit
their plant where coco biodiesel “bioactive” is being mass produced, the
group was assisted by Engr. Alfredo Urlanda Jr., who showed the group
some presentations, and lectured us about the problems regarding the rising
cost of fuel and low air quality in our country. By using BioActiv™, consumers
could help resolve these said problems. The group obtained theoretical and
actual data from Chemrez. The plant inspection trip done by the group on
Chemrez was successful and all the data that was obtained had helped the
group acquire more knowledge about the comprehensive analysis of coco-
biodiesel.
The group also obtained data from various sources such as the internet,
magazines and news articles. After gathering all the actual necessary
information needed to sustain the group’s existing theoretical ideas, proper
precaution is done by the group in order to prevent ideal conflicts between
actual and theoretical principles.
In accordance with that, the group must review all necessary facts that
might cause inconsistency in the process of doing this research work. If a
minor or major cause of inconsistency in the research develops, the group
must re-evaluate all the details and find out what is the cause of this problem.
29
Chapter 4: Results and Discussion
4.1 Economic Benefits
Actual road trials and dynamometer tests show up to a 25% gain in
vehicle mileage with a blend of as little as 1%. As the pump price of diesel
goes up, the gross savings generated with the use of BioActiv™ (a brand
name of a coco-biodiesel) also increases. In addition, extra power, less
service downtime, reduced engine wear equate to even more savings. Actual
savings are illustrated on the table below:
GROSS SAVINGS PER FULL TANK (50 liters)
Diesel Pump PriceP 30 / liter
P 32 / liter
P 34 / liter
P 36 / liter
P 38 / liter
Mileage Gain
5% P 75.00 P 80.00 P 85.00 P 90.00 P 95.00
10% 150.00 160.00 170.00 180.00 190.00
15% 225.00 240.00 255.00 270.00 285.00
20% 300.00 320.00 340.00 360.00 380.00
25% 375.00 400.00 425.00 450.00 475.00 The table below is taken from the brochure of Chemrez Technologies Inc.
4.2 Environmental and Health Benefits
The use of coco-biodiesel will help preserve our environment.
BioActiv™ is completely biodegradable and contains no toxic or harmful
elements. It is non-flammable, safe to handle, and poses no danger to the
environment. Best of all, it is made from a renewable resource that is
abundant. It will also improve the air that we breathe. Air pollution is a serious
problem worldwide and the rising incidence of pollution-related illnesses has
become a serious concern. Extensive field and laboratory tests prove that
30
Table 2Economics of 1% BioActiv™ into Diesel
BioActiv™ dramatically reduces smoke emissions through complete
combustion. With the elimination of air pollution caused by smoke, a cleaner
air will result in better respiratory conditions of people.
4.3 Engine Benefits
BioActiv™ is a premium fuel enhancer. It contains oxygen for
clean burning; solvency for engine cleaning; and high lubricity to reduce
friction and wear in fuel systems. Its high cetane number boosts engine
acceleration to the satisfaction of motorists. The table below summarizes the
benefits of using biodiesel compared to regular diesel:
Diesel Parameter BioActiv Benefits
51 Cetane Number 70 Better ignition / god acceleration
49ºC Flash Point 114ºC Safer to handle and store
0.05% Sulfur Content 0% No sulfur oxide emission
0% Oxygen Content 11% Complete combustion, less smoke
3 – 4 cst Kinematic Viscosity
2 – 3 cst Better atomization
3,800 gms Lubricity (BOCLE)
> 7,000 gmsEnhances efficiency of fuel pump
360ºC T90 Temperature 313ºC Better volatility range The table below is taken from the brochure of Chemrez Technologies Inc.
4.4 General Advantages
National security. Since it's made domestically, it reduces our
dependence on foreign oil.
31
Table 3Comparing Diesel and BioActiv™
National economy. Using biodiesel keeps our fuel buying pesos at
home instead of sending it to foreign countries. This reduces our trade
deficit and creates jobs.
It's sustainable & non-toxic.
Emissions. Biodiesel is nearly carbon-neutral, meaning it contributes
almost zero emissions to global warming.
Engine life. Studies have shown it reduces engine wear by as much
as one half, primarily because it provides excellent lubricity. Even a
2% biodiesel/98% diesel blend will help.
Drivability. We have yet to meet anyone who doesn't notice an
immediate smoothing of the engine with biodiesel. It just runs quieter,
and produces less smoke.
4.5 General Disadvantages
Primarily, biodiesel is not readily available in the nation. Only few
commercial gas stations offers biodiesel like Flying V.
Biodiesel is not suitable to any engines, more of the older one.
It has a higher gel point. B100 (100% biodiesel) gets slushy a little
under 32°F. But B20 (20% biodiesel, 80% regular diesel - more
commonly available than B100) has a gel point of -15°F. Like
regular diesel, the gel point can be lowered further with additives
such as kerosene (blended into winter diesel in cold-weather
areas).
32
Chapter 5: Conclusion
The use of coco-biodiesel has more benefits compared to its
downside. It is illustrated on the results presented previously. However, in
order to consummate this paper, some things have to be pointed out clearly.
One of the wrong notions about coco-biodiesel is saying that it came directly
from coconut oil. That is a wrong idea because coco-biodiesel is rather
derived from coconut oil. Coco-biodiesel came from cooking oils. The oil is
mixed with alcohol and catalyst and undergoes transesterification before it is
converted into biodiesel.
It is also wrong to say that coco-biodiesel is cheaper compared to
regular diesel fuels. The savings that is being said is not dependent on the
price of the fuel itself, but rather on the savings based on the mileage. By
adding one liter of biodiesel fuel enhancer to every 100 liters of diesel, the
transportation cost is reduced per kilometer. The savings thus is not from the
reduced price of the fuel, but from the reduced usage of the amount of fuel.
In addition to the benefit of generating huge number of jobs with the full
implementation of the Biofuel Law, the consumers will also benefit form the
reduced price of fuel due to the decrease in importation. The “sensitivity
analysis” or the effect of movements in fuel prices on consumer prices
showed that for every 50 centavos per liter increase in fuel prices, an
increase of one to six centavos in the prices of processed food such as
sardines, canned meat and instant noodles was monitored. In the case of
agricultural and poultry products such as pork, fish and chicken, the same
33
amount of increase would only result in a price hike of one to four centavos
per kilo. (This is according to Department of Trade and Industry
undersecretary Zenaida Maglaya.) The coconut industry would benefit
approximately 2 billion pesos in additional revenues per year from the sale of
the coconut oil. This is the return benefit in the use of locally-sourced fuel in
contrast to imported fuel.
34
REFERENCES:
Biodiesel Production and Quality. (2002, March 11). <http://www.biodiesel.org/pdf_files/fuelfactsheets/prod_quality.pdf>.
Cagahastan, D., (2007, January 18). Biofuels Act of 2006 singed into law by President Arroyo. Manila Bulletin, Vol. 409 (No. 18): pp. 1, 16.
Calica, A., Gatdula, D., Romero, P., (2006, May 4). First and largest coco-biodiesel plant in asia opens. <http://www.chemrez.com/news.asp?newsid=a>.
Cogeneration technologies, Trigeneration Technologies EcoGeneration Solutions, LLC. 2002. Our New Biodiesel Refineries Will Produce B100 Biodiesel for as Little as $.90/gallon! B100 Biodiesel: 100% Clean, 100% Renewable, 100% Affordable Fuel. <http://www.coconutbiodiesel.com>.
Galford III, J., (2007, January 18). Legislators hail signing of biofuels Act of 2006. Manila Bulletin, Vol. 409 (no.18): pp. 1, 16.
Loyola, J.A. (2007, January 18). Chemrez confident it can supply int’l demand for bio-diesel blending. Manila Bulletin, Vol. 409 (no. 18): pp. B-2.
Palad, Carlos. Personal Interview. (2007, February 12). Chemrez Technologies, Inc.
Tillerson, R. (December 2006 – February 2007). Newsweek, pp. 40.
Urlanda, Alfredo Jr., RME. Personal Interview. (2007, February 12). Chemrez Technologies, Inc.
Velasco, M.M. (2007, January 18). Flying V group starts commercial operation of Davao bio-diesel plant. Manila Bulletin, Vol.409 (no. 18): pp. B-2.
Zimmerman, S. (2006, November). Capping oil. Reader’s Digest, pp. 94 – 95.
<http://www.bioactiv.com.ph>
35
Publication of the Project Undertaking
This is to certify that we have no objection to publish the project entitled “A Comprehensive Analysis of Coco-Biodiesel Fuel” by the authors listed below. However, it has to be evaluated by the instructor, and published in the form approved by him.
Date: _______________
_______________________ Christian Jason M. Alfaro
_______________________ Hazel S. delas Llagas
_______________________ Katrina P. Mendoza
_______________________Rex M. Urbiztondo
36
AUTHOR’S BIODATA:
Name: Christian Jason Meraña Alfaro Date of Birth: August 23, 1986Place of Birth: Valenzuela City, PhilippinesNationality: FilipinoFather’s Name: Almer C. AlfaroMother’s Name: Zenaida M. AlfaroAddress: # 18 Tongonan St., Napocor Village, T. Sora, Quezon,
City
Educational Background:
Intermediate/College
2003 – Present Mapua Institute of TechnologyMuralla, Intramuros, ManilaB.S. in Mechanical EngineeringGraduation pending December, 2007
Secondary Education
1999 – 2003 New Era University# 9 Central Avenue, New Era, Q.C. 1st Year to 4th year High School
Primary Education
1991 – 1999 Diliman Christian Academy#351 Culiat T. Sora, Q.C.
37
AUTHOR’S BIODATA:
Name: Hazel Santos delas Llagas Date of Birth: July 26, 1985Place of Birth: Pasay City, PhilippinesNationality: Filipino Father’s Name: Ricky C. delas LlagasMother’s Name: Orpha S. delas LlagasAddress: # 149 Gulod Sapang Palay, City of San Jose del Monte,
Bulacan
Educational Background:
Intermediate/College
April, 2004 – Present Mapua Institute of TechnologyMuralla, Intramuros, ManilaB.S. in Mechanical EngineeringGraduation pending July, 2007
Sept., 2003 – Dec., 2003 De La Salle UniversityTaft Ave., ManilaB.S. in Mechanical Engineering
Secondary Education
1999 – 2003 Unalaska City High SchoolUnalaska City, Alaska, U.S.A.
1998 – 1999 Sacred Heart AcademyPoblacion, Sta. Maria, Bulacan
Primary Education
1994 – 1998 Sta. Maria Ecumenical SchoolPoblacion, Sta. Maria, Bulacan
1993 – 1994 Proper Elementary SchoolProper, S.J.D.M. City, Bulacan
1990 – 1993 Grace Learning CenterBulac, Sta. Maria, Bulacan
38
AUTHOR’S BIODATA:
Name: Katrina Pascua MendozaDate of Birth: August 15, 1986Place of Birth: Quezon CityNationality: FilipinoFather’s Name: Felix U, MendozaMother’s Name: Elvira P. MendozaAddress: Gate 1 Upper Manalite Brgy. Sta. Cruz, Antipolo Rizal
Educational Background:
Intermediate/College
2003 - Present Mapua Institute of TechnologyMuralla St. Intramuros, ManilaB.S in Mechanical EngineeringGraduation pending, October 2007
Secondary Education
1999 - 2003 Roosevelt College Cainta Sumulong Highway, Cainta Rizal
Primary Education
1991 - 1999 Roosevelt College Cainta Sumulong Highway, Cainta Rizal
39
AUTHOR’S BIODATA:
Name: Rex Minguillan Urbiztondo Date of Birth: April 20, 1986Place of Birth: Las PiñasNationality: FilipinoFather’s Name: Roger O. UrbiztondoMother’s Name: Lilia M. UrbiztondoAddress: #28 Macopa St., Manuela 4-A, Las Piñas
Educational Background:
Intermediate/College
2003 - Present Mapua Institute of TechnologyMuralla St. Intramuros, ManilaB.S in Mechanical EngineeringGraduation pending, July 2007
Secondary Education
1999 - 2003 St. Andrew’s School La Huerta, Parañaque city
Primary Education
1991 - 1999 Elizabeth Seton School BF Homes, Las-Piñas
40