Biobased Diesel Magazine Winter 2024

Winter 2024

Poultry Fat Pretreatment [p.46] Purifying the Difficult Feedstock for Renewable Diesel, SAF Producers

Sustainable Shipping Surges on the Great Lakes [p.30]

Hope Blooms on Kauai [p.34] BIOBASED-DIESEL.COM

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DECARBONIZE. FLIGHT BY FLIGHT. The journey to cleaner skies starts now. Sustainable aviation fuel is no longer an experiment but a prerequisite for low-carbon air transport. Industry players, passengers, and the planet will benefit. And our range of proven green-energy technologies is ready to help you produce more in-demand, renewable SAF. Turn your sustainable ambitions into a sustainable business.

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FEATURE |

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Growth in renewable fuels like biodiesel is unstoppable. So are your partners at Evonik – with reliable supplies of alkoxides to keep your biodiesel business up and running. And targeted technical support when and where you need it. With production facilities in all major markets, we’re never far away. Let’s talk about boosting your business in this key source of renewable energy.

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ADVERTISERS: For advertising sales please call 218-745-8347, email editor@biobased-diesel.com or visit our website at www.biobased-diesel.com.

Features 30

EDITOR AND PUBLISHER: Ron Kotrba editor@biobased-diesel.com

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GRAPHIC DESIGN: Doug Conboy Raised Brow Productions

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VOL. 4 ISSUE 1 | CONTENTS

Is There a Future for Biodiesel in Europe?...............................38

42 Sustainable Shipping Surges on the Great Lakes................30 The Great Lakes region is a marine-shipping superpower, and biodiesel stands ready to decarbonize its ports.

By Karen Potratz

Hope Blooms on Kauai.........34 Pacific Biodiesel expands operations to Kauai with a new project to make fuel from locally grown oilseed cover crops.

By Kelly King

Departments Editor’s Note.......................... 6 News....................................... 8 Information......................... 14 Perspective.......................... 18

Despite policies supporting electrification and SAF, biodiesel’s work on the continent is far from over.

By Edgar Ahn

The Records Dilemma is Decimating the UCO Market—but There Is a Way Out...........................................42

An examination into what destroyed the used cooking oil market and, more importantly, how it can be fixed.

By Kristof Reiter

Yes, You Can Use Poultry Fat as a Renewable Feedstock...46 A technical dive into poultry fat’s impurities and how Oleo-X treats this low-carbon input for renewable diesel and SAF producers.

By Ivy Ruggles

Reducing Impurities in Renewable Diesel Production................................. 52 Understanding biofuel processes and business constraints enables development of tailor-made filtration solutions.

By Neal Williams and Jim O’Neil

Advertiser Index Advanced Fuel Solutions .......................25 American Lung Association....................29 BDI-BioEnergy International...................56 Biobased Diesel Daily®..........................50 Biodiesel Coalition of Missouri................10 Clean Fuels Alliance America............. 8, 27 CPM | Crown Global Companies...............7 Desmet...............................................55 Engine Technology Forum.......................19

Evonik Corp............................................4 Frazier, Barnes & Associates LLC..............2 HERO BX..............................................12 Imerys.................................................54 Inflectis Digital Marketing.......................45 Michigan Advanced Biofuels Coalition........33 Missouri Soybean Merchandising Council...11 Ocean Park..........................................51 Oleo-X.................................................49

Pacific Biodiesel....................................37 Plasma Blue.........................................17 R.W. Heiden Associates LLC...................13 Render magazine..................................16 Saint Paul Commodities..........................9 Teikoku USA Inc....................................23 Topsoe...................................................3 Veriflux................................................28 WWS Trading........................................21

Biobased DieselTM Winter 2024

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EDITOR’S NOTE |

ASSUMPTIONS AND TRUTHS Shortly after the U.S. Treasury Department and Internal Revenue Service issued their guidance Dec. 15 on the sustainable aviation fuel (SAF) tax credit established in the Inflation Reduction Act, I was surprised at how many news outlets considered it a slam dunk for SAF made from corn-ethanol feedstock.

True, the corn growers and ethanol associations alongside various agriculture and other groups lobbied diligently to allow U.S. DOE’s GREET model for calculating greenhousegas (GHG) emissions to qualify as a “similar methodology” to CORSIA, as prescribed in IRA. To be eligible for the credit, which ranges from $1.25 to $1.75 per gallon, SAF must meet at least a 50 percent reduction in lifecycle GHGs. The more reduction beyond 50 percent, the more value the credit.

Another truth is that corn ethanol does not achieve 50 percent GHG reductions under the federal Renewable Fuel Standard.

It is also true that the new guidance said GREET does not satisfy the applicable statutory requirements for the SAF credit but DOE is collaborating with other federal agencies to develop a modified version that would.

In summer 2023, when the debate over CORSIA and GREET was raging, Geoff Cooper, president of the Renewable Fuels Association—one of many pushing for the use of GREET— said, “One methodology (DOE’s GREET) uses the most up-to-date data and assumptions regarding crop and biofuel production, while the other (ICAO’s CORSIA) uses grossly outdated information and faulty assumptions.”

I don’t portend to know everything about modeling—in fact, the truth is I know very little about it—but if what Cooper said above is true, then why does GREET need so many updates, and why did Cooper only call the new guidance a “step in the right direction,” adding “there are important carbon-modeling updates and details that still need to be worked out,” instead of simply thanking Uncle Sam and leaving it at that?

According to the treasury department and IRS, the updated model will incorporate new data and science, including new modeling of key feedstocks; integrate other categories of indirect emissions in addition to best-available science and emissions modeling of indirect land-use change; and integrate key strategies for GHG-emission reductions such as carbon capture and storage (CCS), renewable natural gas, renewable electricity, and climate-smart agriculture practices.

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Another truth is that all of this may very well end up in corn ethanol’s favor, and if the science is sound, then that would be great news for the SAF market, airlines, farmers and the environment. It is also true we have a major national election coming up in 2024, and the Midwest corn-growers voting bloc is important and influential. If it appears that this decision to approve GREET and update what has already been called the “most up-to-date” model were made on political considerations instead of sound science, then that could adversely affect how U.S.-made SAF is perceived globally.

After the guidance news broke, as I wrestled over a title to match my story on Biobased Diesel Daily® (I settled on “Corn ethanol-based SAF’s eligibility for U.S. tax credit still unclear after federal guidance issued”), I saw other articles being published. Some led with how the guidance and adoption of an updated GREET model “ensured” the eligibility of SAF from crop-based feedstocks, “including ethanol,” even without knowing what those updates would be or how they’ll affect emissions modeling of corn ethanol-based SAF. It might. But I don’t think one can assume this yet— particularly not those charged with accurately reporting the news. Later in these stories, contradicting their lead assertions, writers would bury more distressing concerns from industry stakeholders, such as, “Without CCS to reduce the carbon-intensity score of ethanol, it is nearly impossible for our homegrown ethanol to qualify for SAF—even with the GREET model,” said Monty Shaw, executive director of Iowa Renewable Fuels Association. Growth Energy CEO Emily Skor said, “[T]he path for American-made corn-based bioethanol remains unclear,” and that new investments in SAF are “highly dependent” on the pending GREET-modeling updates. “The industry needs more clarity around the proposed changes before we have certainty around market access,” she said.

I suppose there is one final truth to be told: When you ask the government for something, be careful what you wish for. Make that two: You shouldn’t believe everything you read.

Ron Kotrba Editor and Publisher

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Feeding, Fueling & Building a Better World Biobased DieselTM Winter 2024

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NEWS |

SAF News Briefs Policy advancements occur in the U.S., EU and Canada.

The U.S. Department of the Treasury and Internal Revenue Service released guidance in mid-December on the sustainable aviation fuel (SAF) tax credit established by the Inflation Reduction Act. This will determine how much of the SAF tax credit a fuel will be eligible for, if at all.

IRA legislation stated that the International Civil Aviation Organization’s Carbon Offsetting and Reduction Scheme for International Aviation or “a similar methodology” would be the standard used to determine emissions performance and, thus, eligibility for the lucrative tax credit ranging from $1.25 to $1.75 per gallon, depending the fuel’s reduction in greenhouse-gas (GHG) emissions. Some, most notably the corn and ethanol lobby, argued U.S. DOE’s GREET model should be an allowable methodology.

Others argued GREET is not stringent enough.

The IRS said Dec. 15 that the current GREET model does not satisfy statutory requirements for the SAF credit but DOE is collaborating with other federal agencies to develop a modified version that would.

The Renewable Fuel Standard safe-harbor provision in the guidance, however, means numerous fuels will qualify for at least the base SAF credit as long as they meet a 50 percent GHG reduction under RFS and have an advanced pathway. Corn ethanol does not meet the GHG-reduction threshold. As such, corn-ethanol advocates are depending on GREET updates to work in their favor in order to qualify for the credit.

Updates to GREET are expected to be released by March. [BBD] In October, Europe adopted the RefuelEU aviation initiative, requiring 70 percent SAF by 2050. For details on this, see page 39. [BBD] The Canadian province of British Columbia is requiring a small but increasing percentage of low-carbon jet fuel (LCJF) to be used. Starting in 2028, jet fuel must contain 1 percent renewable content, moving to 3 percent by 2030. Starting in 2026, jet fuel must meet a carbon-intensity reduction of 2 percent, moving to 10 percent by 2030. [BBD] During ICAO’s third Conference on Aviation and Alternative Fuels (CAAF/3) held Nov. 20-24 in Dubai, United Arab Emirates, the international aviation sector agreed to strive to achieve a 5 percent reduction in CO2 emissions by 2030. [BBD] Virgin Atlantic’s historic flight on 100 percent SAF from London Heathrow to New York JFK took place Nov. 28. The SAF used was a blend of 88 percent hydroprocessed esters and fatty acids (HEFA) supplied by Air BP and 12 percent synthetic aromatic kerosene (SAK) supplied by Virent, a subsidiary of Marathon Petroleum. [BBD] CVR Energy will use Honeywell’s Ecofining™ technology in its evaluation of a potential project to produce SAF and renewable diesel at its facility in Coffeyville, Kansas, or in the surrounding area. The potential project is being designed to convert 1.26 million gallons per day of waste feedstocks to SAF and other products. [BBD]

Visit cleanfuels.org

Cleaner air for our communities.

Biodiesel, Renewable Diesel & Sustainable Aviation Fuel

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Renewable Diesel News Briefs High-volume use, plant news and soy-crush developments dominate headlines.

By the end of 2024, New York City’s entire heavy-duty fleet of more than 12,600 vehicles and equipment will run on a blend of 95 percent renewable diesel and 5 percent biodiesel. New York will be the first city on the East Coast to transition all heavy-duty vehicles to 100 percent renewable fuel. Up to 16 million gallons per year (mgy) of renewable diesel will be supplied to the city by Approved Oil, which is getting the fuel from Diamond Green Diesel. [BBD] Neste is beginning a gradual transformation of its crude-oil refinery in Porvoo, Finland, into a renewable and circular solutions refining hub. Completion is targeted for the mid-2030s. The company expects the long-term capacity potential to be about 3 million tons of renewable diesel, sustainable aviation fuel (SAF) and both renewable and circular feedstock for the polymers and chemicals industry. The total investment is estimated at 2.5 billion euros (USD$2.74 billion). [BBD] Topsoe has signed licensing and engineering agreements with Santa Maria Renewable Resources to develop a project in East Texas to produce up to 126,000 gallons of renewable diesel and SAF per day. Topsoe will provide its HydroFlex™ process layout integrated with its H2bridge™ technology to further reduce the carbon intensity of the biofuels. The project is expected to start up in 2026. [BBD]

Preem, Sweden’s largest fuel company, is investing more than half a billion U.S. dollars to repurpose its existing refinery in Lysekil.

The reconstruction will begin in 2024 and is planned for completion in 2027. Once complete, Preem anticipates its total renewable diesel and SAF capacity will be approximately 660 mgy at Lysekil and Gothenburg combined. Preem’s long-term production target is to produce about 1.32 billion gallons per year by 2035. [BBD] Tidewater Renewables began commercial production of renewable diesel at its Prince George Refinery in British Columbia, Canada, in November. Start-up of the 45 mgy unit makes it the first standalone producer of renewable diesel in Canada. [BBD] Italian firms Eni and Saipem signed an agreement to develop new biorefineries for the production of renewable diesel and SAF. The agreement involves the application of Eni’s proprietary Ecofining™ technology for both the development of new biorefineries and the conversion of traditional refineries. [BBD] Archer Daniels Midland and Marathon Petroleum cut the ribbon in November for their $350 million joint-venture Green Bison Soy Processing complex in Spiritwood, North Dakota— the state’s first dedicated soybean-crush plant. The facility will supply Marathon with enough feedstock for 75 mgy of renewable diesel. [BBD] High Plains Processing, a joint-venture between High Plains Partners and BP, broke ground on a multiseed-processing facility in Mitchell, South Dakota. The $500 million facility is expected to be operational in 2025 and will have the capacity to process 35 million bushels of soybeans annually, or the equivalent of 1 million tons of crops with high oil content. [BBD]

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Biobased DieselTM Winter 2024

[9]

NEWS |

Biodiesel News Briefs Two new U.S. production facilities opened recently.

Biodiesel Las Americas has completed construction of its advanced biodiesel production facility in Doral, Florida. The plant is scaled to produce 7.5 million gallons per year (mgy) of biodiesel from used cooking oil (UCO) generated from the region. [BBD] The John Oliver Memorial Sewer Plant in Danbury, Connecticut, is turning fats, oil and grease (FOG) from sewer-collection systems and grease separators at restaurant establishments into biodiesel. The FOG is pumped into the plant, captured and converted in an automated and continuousflow system. It took little more than two years to construct and outfit the plant, scaled at 282,000 gallons per year. [BBD] New Leaf Biofuel in the Barrio Logan neighborhood of San Diego, California, planned to shut down its 12 mgy biodiesel plant by the end of 2023. The company, founded in 2006, made the decision based on economic conditions combined with the difficulties of continuing to operate under heavy regulatory and neighborhood pressures. The conflict between local residents and New Leaf Biofuel over plant odors was a contributing factor in the decision to cease biodiesel production. New Leaf Biofuel will continue its UCO and grease-trap services. [BBD]

Brazil’s National Energy Policy Council (CNPE) approved speeding up the nation’s increasing biodieselblending requirement from 12 percent to 14 percent in March, more than a year ahead of schedule. Last March, Brazil approved moving to 13 percent State representatives tour a new biodiesel required in diesel biodiesel facility in Danbury, Connecticut.

PHOTO: OFFICE OF REP. PATRICK CALLAHAN fuel by April 2024, 14 percent in 2025 and 15 percent in 2026. Now, the B15 mandate will also be brought forward to March 2025. In addition, CNPE approved the temporary suspension of biodiesel imports, reversing the previous government’s decision. [BBD] Brazilian agribusiness and biodiesel producer Amaggi has invested in acquiring 100 trucks completely ready to run on 100 percent biodiesel (B100). The result, according to Amaggi, will be the largest road fleet of agricultural trucks fueled with B100. Delivery of the Scania-made vehicles is expected to start in May. The B100 will come from Amaggi’s own 97 mgy biodiesel factory in Lucas do Rio Verde, Mato Grosso, which began operating in 2023. [BBD] The European Commission launched an investigation in December into allegations of China dumping biodiesel onto the EU market. The launch of the antidumping investigation is based on a complaint by EU biodiesel producers. If dumping is confirmed, duties may be imposed. China was the largest exporter of biodiesel to the EU in 2023. [BBD]

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Missouri

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Marine Biofuel News Briefs

Policy advancements spur availability and use.

Bipartisan legislation was introduced in the U.S. House of Representatives in December that, if passed, would allow renewable marine biofuels used in ocean-going vessels to be eligible for counting toward existing federal Renewable Fuel Standard requirements. The Renewable Fuel for Ocean-Going Vessels Act would accomplish this by designating these marine biofuels as “additional renewable fuel” similar to jet or homeheating fuels under RFS. This would allow companies to preserve RIN credits in the program. Refiners and blenders are currently required to retire RINs from any biodiesel and renewable diesel used in vessels with Class 3 engines operating in international waters, including the Great Lakes. [BBD] With the recent adoption of the FuelEU maritime regulation, the entering into force of the International Maritime Organization Carbon Intensity Indicator, and the inclusion of shipping in the EU Emissions Trading System, Bunker Holding has secured availability of marine biofuel in more than 80 ports around the world, catering to last-mile delivery. [BBD] FincoEnergies has expanded its GoodFuels, GoodShipping and GoodZero brands into the Americas, with the appointment of Kimberly Westmoreland as managing director for the region.

Westmoreland brings over 15 years of experience in marine

The

operations and procurement. [BBD]

fuel

Canada-based CSL Group hit a significant milestone in its Great Lakes biofuel program. In 2023 alone, its biofuel fleet set a new record by using 16,400 metric tons of 100 percent biodiesel (B100) in PHOTO: CSL GROUP a single season, marking CSL’s highest consumption to date. Since 2021, eight CSL vessels have run continuously on B100 for five to eight months per year. CSL plans to eventually extend the program across its entire Great Lakes fleet. [BBD] Food giant Nestlé will move the equivalent of half its global shipping needs to alternative, lower-carbon marine biofuels.

Agreements signed with Hapag-Lloyd, Maersk and CMA CGM cover half of Nestlé’s shipping volumes moved in 2023, with an option to extend this agreement into 2024 and beyond. [BBD] Japan-based NYK Group will conduct full-scale trials in 2024 of long-term marine biofuel use in navigating its existing heavy oil-fired vessels. NYK will comprehensively verify the safety and stable procurement of biofuels when used over a long period. NYK will use biofuel continuously for three months on multiple vessel types. After that, NYK will gradually extend biofuel use for a longer period for further validation. Since 2019, the NYK Group has conducted short-term biofuel trials on about 10 vessels. [BBD]

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Biobased DieselTM Winter 2024 [11]

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Biobased DieselTM Winter 2024 [13]

INFORMATION |

US Feedstock Composition

Not surprisingly, the estimates show a stable pattern of feedstock usage, with soybean oil the largest source of FAME biodiesel feedstock in each year.

Soybean-oil usage peaked in 2020 at 8.6 billion pounds, and then fell back to 7.1 billion pounds in 2022. In most years, the next two largest feedstocks were corn oil and yellow grease. SOURCE: GERVENI, M., T. HUBBS AND S. IRWIN. “BIODIESEL FEEDSTOCK TRENDS OVER 2011-2022.” FARMDOC DAILY (13):224, DEPARTMENT OF AGRICULTURAL AND CONSUMER ECONOMICS, UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN, DEC. 11, 2023.

There has clearly been a dramatic change in the composition of renewable diesel feedstock shares since 2011. Shares were dominated by tallow from 2011 through 2018, when the tallow share averaged nearly 80 percent. It should be noted that during these earlier years, the high tallow shares may be influenced by the importance of renewable diesel imports into California.

As renewable diesel production and feedstock use increased, yellow-grease shares rose in parallel. In 2016, the yellow-grease share was only 8.4 percent, but then rose to 31.9 percent by 2019. Soybean-oil feedstock shares increased even more rapidly. Almost no soybean oil was used to produce renewable diesel before 2018, yet by 2022 its market share had risen to 26.9 percent. The market share for corn oil was relatively stable after 2016, by comparison. Estimates of canola-oil feedstock shares are small and only available for 2021 and 2022. More rapid growth in canolaoil market shares is expected in the future given the EPA’s approval of this feedstock for RIN generation starting in 2023. SOURCE: GERVENI, M., T. HUBBS AND S. IRWIN. “RENEWABLE DIESEL FEEDSTOCK TRENDS OVER 2011-2022.” FARMDOC DAILY (13):231, DEPARTMENT OF AGRICULTURAL AND CONSUMER ECONOMICS, UNIVERSITY OF ILLINOIS AT URBANACHAMPAIGN, DEC. 20, 2023.

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Two observations stand out based on this chart. The first is the dominance of soybean oil as a feedstock for FAME biodiesel production. In every year over 2011 through 2022, soybean oil represented a majority of biodiesel feedstock usage, with an average share of 55.2 percent. The next-largest category was corn oil, with an average of 11.2 percent. The second is the stability of the percentage feedstock shares over time. One way of illustrating this is the fact that the standard deviation of the feedstock shares only ranged between about 1 and 3 percent. Finally, while it is true that total biodiesel feedstock usage declined during the renewable diesel boom that started in 2021, neither the dominance of soybean oil nor the stability of feedstock shares has been materially impacted. SOURCE: GERVENI, M., T. HUBBS AND S. IRWIN. “BIODIESEL FEEDSTOCK TRENDS OVER 2011-2022.” FARMDOC DAILY (13):224, DEPARTMENT OF AGRICULTURAL AND CONSUMER ECONOMICS, UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN, DEC. 11, 2023.

Tallow volume has been quite stable over most of the 11-year period. After 2013, the minimum for tallow is 1.1 billion pounds and the maximum is 1.8 billion. Usage for the remaining categories grew rapidly as renewable diesel production boomed. Yellow-grease feedstock increased the most, from under 100 million pounds in 2015 to over 4 billion pounds in 2022. Corn-oil and soybean-oil use also rose rapidly from low levels as recently as 2017 to over 2 and 3 billion pounds, respectively, in 2022. The shifts toward yellow grease and corn oil make sense given the relatively low carbon-intensity (CI) scores given to renewable diesel made from these feedstocks in the LCFS program. The lower CI scores translate into higher-dollar credit values per gallon. SOURCE: GERVENI, M., T. HUBBS AND S. IRWIN. “RENEWABLE DIESEL FEEDSTOCK TRENDS OVER 2011-2022.” FARMDOC DAILY (13):231, DEPARTMENT OF AGRICULTURAL AND CONSUMER ECONOMICS, UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN, DEC. 20, 2023.

RIN/Soy-Oil Prices, US Biodiesel Imports, and Global SAF Production DATA SOURCE: THE INTERNATIONAL AIR TRANSPORT ASSOCIATION

The prices of ethanol (D6) and biobased diesel (D4) RIN credits each fell by more than one third between Sept. 1 and Oct. 16. Normally, D4 RINs trade at a premium to D6 RINs because they satisfy more RVOs. In 2023, the two RIN prices have moved very close together because the RVOs for biobased diesel and advanced biofuel were set significantly lower than production trends. In general, RIN prices are driven by two main factors: biofuels production costs, which are heavily influenced by feedstock prices, and the RFS levels set by U.S. EPA. On June 21, 2023, EPA set the RVOs for 2023-2025 below biofuel production trends, putting downward pressure on prices over the summer. However, higher raw-material (production) costs offset the downward pressure on prices, delaying the price declines until September. RIN prices dropped in September as biofuel production costs declined and production levels exceeded the RVOs. SOURCE: THE U.S. ENERGY INFORMATION ADMINISTRATION, OPIS AND U.S. BUREAU OF LABOR STATISTICS/CONSUMER PRICE INDEX

Biofuel production costs, primarily the price of soybean-oil feedstock, generally declined from January through May 2023, reducing RIN prices during that period. Soybean-oil prices increased in June and July, largely offsetting the downward price pressures from the RFS and delaying the fall in RIN prices.

As soybean-oil prices eased in September and October, RIN prices also came down. SOURCE: THE U.S. ENERGY INFORMATION ADMINISTRATION, OPIS AND U.S. BUREAU OF LABOR STATISTICS/CONSUMER PRICE INDEX

U.S. biodiesel imports in September 2023 reached their highest monthly level—nearly 54 million gallons—in six years. Germany was the top foreign source of biodiesel to the U.S. in September, shipping 14.6 million gallons. Spain sent 12.8 million gallons, the highest monthly volume of biodiesel to the U.S. on record from that country. Nearly 11 million gallons of biodiesel entered the U.S. from Canada. Italy shipped nearly 7.5 million gallons of biodiesel to the U.S., also the highest monthly volume on record from that country. Roughly 5.8 million gallons of biodiesel came to the U.S. from South Korea in September. In only its second shipment of biodiesel to the U.S. ever recorded, Brazil sent more than 2.1 million gallons during the month. Brazil’s first shipment to the U.S. on EIA record was in March 2023, when it sent close to 3.8 million gallons. SOURCE: ANALYSIS OF U.S. ENERGY INFORMATION ADMINISTRATION DATA BY BIOBASED DIESEL DAILY®

Biobased DieselTM Winter 2024 [15]

What’s Affecting Tallow and UCO Markets?

Find out in Render magazine!

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Carbon score results can vary. Actual score must be assessed on individual plant power and feedstock.

Biobased DieselTM Winter 2022 [17]

PERSPECTIVE |

Meet the Engine Technology Forum Internal-combustion engines stand at the intersection of our fossil fuel-based economy of energy abundance and the renewable-energy future.

By Allen Schaeffer A new day has dawned. After 23 years as the Diesel Technology Forum, the organization has transitioned to become the Engine Technology Forum.

While still very much about diesel engines and the fuels that they use, we have evolved to meet the moment and engage today’s conversation.

We believe that: • The challenges facing society are complex without a singular solution of a fuel or technology type.

• Advanced internal-combustion engine (ICE) technology will continue to be a dominant part of the fuel and technology mix for decades to come.

• The already growing success of renewable fuels like biodiesel, renewable diesel and renewable natural gas will continue to accelerate and expand, offering important near-term progress on carbon reduction.

• New ICE designs and fuels such as hydrogen and eFuels will become players.

• Zero-emission technologies will continue to emerge, and we expect a world where those and ICE technologies and fuels compete and coexist.

• ETF members, who are leaders in the fields of advanced ICE and petroleum and renewable fuels, will continue to develop and deliver the best solutions for their customers.

Internal-combustion engines stand at the intersection of our fossil fuel-based economy of energy abundance and the renewable-energy future.

Internal-combustion engines and renewable biofuels are a vital part of our energy system. It is up to us collectively to help all stakeholders embrace the importance of, and role for, these fuels and technologies to achieve our common goals. This is not always an easy task.

The biodiesel industry has made incredible progress over the past decade. Production volumes have grown substantially.

A new level of quality is now evident in every gallon of product.

Producers and your trade associations have done yeoman’s work to boost the image of biofuels by telling everyone their benefits as well as how they contribute to our society, provide jobs and support the agricultural industry.

Engine and equipment makers increasingly endorse the use of these fuels. Last year, 3 billion gallons of your renewable biofuels went into the tanks of hundreds of thousands of engines, machines and vehicles. This displaced an equal amount of higher-carbon fossil fuels and provided the users

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with a viable, affordable and available means of reducing their carbon footprint without transitioning to new vehicles or infrastructure. There is no doubt that engine and equipment makers, and fuel producers, are doing their part to contribute to the success of timely decarbonization and lower emissions.

If only we could say the same about the U.S. EPA. Despite growing demand and production investment for renewable biomass-based diesel fuels, EPA’s announcement on the three-year volumes for the Renewable Fuel Standard was a disappointment, to say the least. It was well below all expectations and what industry is currently delivering and has planned for in the pipeline. The decision sets back the industry, rather than energize a more rapid opportunity for reducing greenhouse-gas (GHG) emissions from the use of low-carbon biodiesel and renewable diesel fuels.

The EPA’s volume set for 2023 is misaligned with current conditions. Compared to the same period in 2022, qualifying biomass-based diesel production increased by more than 30 percent, or 400 million gallons, in the first five months of 2023. The U.S. Energy Information Administration’s Short Term Energy Outlook for June 2023 projects increases in U.S. production of biodiesel and renewable diesel of more than 800 million gallons in 2023 and 900 million gallons in 2024.

The EPA’s small nudge in biofuel volumes at this time of otherwise progressive climate policies is as confusing as it is inconsistent. In its rulemaking, the agency stated, “Low-carbon fuels are an important part of reducing GHG emissions in the transportation sector, and the RFS program is a key federal policy that supports the development, production and use of low-carbon, domestically produced renewable fuels.”

Yet rather than issuing a robust and growth-oriented futurevolume set rule that expanded the use of renewable diesel and biodiesel fuels to drive faster and deeper reductions in GHG emissions, EPA touted it primarily as an “energy-security strategy to reduce 140,000 barrels of foreign-oil imports.”

Setting the record straight on the essential role of internalcombustion engines and biobased renewable fuels and how they fit into today’s energy-transition strategy is a shared mission.

We don’t see the world where “combustion” is the “problem” and “electrification” is the “solution.” We see the world where we are all working together on available, affordable and diverse solutions. That includes internal-combustion engines and renewable fuels.

Author: Allen Schaeffer Executive Director Engine Technology Forum 301-668-7230 info@enginetechforum.org

I n n ovatio ns i n a d va n ced i nte rna l co m b u stio n e n g i n es , fu e l s , a n d tec h n o l og y l ea d u s towa rd a su sta i na b l e futu re.

Faste r.

That’s a powerful message and our mission at the new Engine Technology Forum.

Join us.

enginetechforum.org Biobased DieselTM Winter 2024 [19]

PERSPECTIVE |

Relationships and Trust

These are two essential ingredients for WWS Trading in making great feedstock deals for its clients.

By Mark Napier and Lance Groettum WWS Trading is a small employeeand family-owned firm located outside of Minneapolis, Minnesota, started in 1992 by Wendy Weihe Storlie. The company has evolved over the past three decades and settled into its current model: a small, efficient, high-touch service focused on supplying feedstock to biofuel and feed producers.

We are two of the traders who work with most of WWS’s biofuel clients.

While WWS is a “trading” company, what we really are is a service business.

Everything we do revolves around customer service. We have found that trust is what makes for a valuable relationship in the long run, and our high-touch service is what our customers value most. Many of our customers have been with us for more than a decade. The relationships and trust created over the years with our suppliers and customers are what we believe give us an edge over our competitors. Those two things can’t be ignored when getting a deal done.

We differ from a traditional broker, jobber or trading company in a few meaningful ways. We don’t just broker the product. Usually our customers (or suppliers) are buying from (or selling to) us directly. This allows us to manage the entire process of feedstock procurement.

We take ownership at pick up until delivery and handle all the negotiations, billing and any problems that may come up. This also means our customers only need to pay and communicate with one company instead of multiple suppliers and logistics providers.

We deal with truck breakdowns, supply disruptions, rescheduling and many other issues so that our customers don’t need to track down trucks or negotiate rates in an unfamiliar market.

If something goes wrong, all they do is contact us and we fix it. Our team bends over backwards to make things run as smoothly as possible for our customers.

That’s the main reason people like working with us—they trust us to do our absolute best to make getting their feedstock easier.

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Beyond the high-touch service we provide, our focus on fats and oils feedstocks combined with our assetless business model gives us an added advantage. We have an extensive customer and logistics network, which makes it easier to match buyers with what they need and get suppliers better prices. It allows us to optimize shipping networks and gives us more flexibility when something needs to be rescheduled.

These network effects make the market efficient and competitive, and allow us to offer better pricing, liquidity and products for our customers.

Additionally, we can offer credit or better payment terms when some suppliers might not be willing to. Cash flow is really important for some of our clients, and we can offer flexible terms while maintaining good risk management. We use credit insurance and keep a healthy balance sheet to ensure our suppliers are comfortable selling to us. We carefully manage our risk and financial exposure to maintain our reputation as a safe and reliable company. For our suppliers, we always pay on time, on their terms, whether our customers pay us or not. We take risk off their plate, and that’s not always easy to come by in this market.

Similarly, we work with our customers on different pricing models and payment terms to fit their unique needs. We can also help our customers hedge their feedstock purchases.

Importantly, we don’t take large positions or store products to “time the market.” We prefer

to play the long game, providing great service and competitive pricing rather than maximizing margins on each load.

We advise our clients on supply and demand and where we see the market going, which can help them meet their projected needs. We also stay informed of state and federal biofuel requirements and help educate our suppliers on what is needed from them to sell into the current biobased diesel feedstock markets.

Over the past five years we have updated our internal informationtechnology (IT) tools to improve operational efficiency and accuracy.

This has allowed us to focus on more complicated or pressing issues for our customers and spend less time on administrative work. We are also rolling out a customer portal that will make it easier for customers and suppliers to access their contracts, schedules and billing information with us on demand.

The portal will be ready in the first quarter.

We have an internal motto of “never assume,” which speaks to our company culture. Never assume you can’t make that price work, find a truck for that load or get the specs needed. “Not assuming” has allowed us to build relationships where others have failed. We always try to make something work for our customers, even when it seems impossible. You just never know until you try.

So, if you haven’t worked with us before, please reach out. We might be able to get you a better price, more product or simply offer better service than what you’re used to.

Authors: Mark Napier Senior Trader WWS Trading 952-548-9300

Lance Groettum Senior Trader WWS Trading 952-548-9300 inquiry@wwstrading.com

Biobased DieselTM Winter 2024 [21]

PERSPECTIVE |

Exceeding Standards Process canned-motor pumps offer biorefiners calculable long-term operation and regulatory-compliance savings to include in any net-zero project justification.

By Chaitanya “Chatty” Sakhalkar As the renewable fuels industry matures and various technologies approach scale for the production phase, fuel producers will face regulatory controls like those managed by traditional refining and petrochemical industries today.

While new feedstocks are renewable and free of fossil carbon, providing for net-zero operations, producers must also adhere to Clean Air Act requirements to minimize or, if possible, eliminate emissions of hazardous air pollutants (HAPs).

Regardless of feedstocks, control of HAPs will continue to be a part of fuel-production operations. Within the CAA, there is a reference to maximum achievable control technology (MACT).

MACT standards were developed by establishing the current best emission-reduction practices. This development process for measurable control can be broken down into (a) equipment, (b) process, (c) hazard-minimizing work practices, and (d) control devices/instrumentation.

Process centrifugal pumps are often used in critical fuelproduction processes that require a high level of emission controls. Process pumps can be further categorized as sealed and sealless pumps. In North America, two widely used accredited standards bodies deal with centrifugal pumps: ASME/ANSI and API. These organizations have developed numerous equipment standards through the participation of industry experts including end users, engineering firms and manufacturers. Pump standards (ANSI B73.1, B73.2 and B73.3; API 610 and API 685)1, 2 were developed to establish guidelines in three areas: (a) design, (b) quality, and (c) instrumentation.

Field-operating data indicate that the overwhelming source of emissions in centrifugal pumps stems from the sealing mechanism, whether it is a dynamic mechanical shaft seal or traditional shaft packing. These devices produce emissions by design and require sophisticated systems to control these emissions. Sealless pumps, typically either canned-motor pumps or magnetically driven pumps, do not utilize mechanical seals, thereby eliminating the source of emissions. These technologies and all associated containment controls are covered in ANSI B73.3 and API 685.

Canned-motor pumps in particular offer true secondarycontainment safety inherently by design. Unlike magnetically driven pumps or conventionally sealed pumps, cannedmotor pumps do not have external couplings. The motor is hermetically sealed in a dual-containment and controlled vessel, while the impeller is directly attached to the motor rotor shaft. As a result, the pump and motor are produced and operated in a single unit, housed in a dual-containment vessel.

All sealless, canned-motor process pumps are designed and manufactured such that primary (system) pressure containment as well as the isolated, hermetic motor (secondary containment) are rated for the same design pressure. This

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eliminates emissions from operations and provides a second layer of protection that eliminates any scenario for catastrophic release, even in case of equipment failure.

API and ANSI sealless-pump standards highlight secondarycontainment control for pump solutions by identifying the hold time for the process fluid in the secondary containment upon the loss of primary containment. Typically, 24 hours or 48 hours is widely accepted by most users. However, for canned-motor pumps, where the secondary containment is already hermetically sealed, the base design itself far exceeds the requirements set forth by the standards. Equipment MACT is achieved in standard canned-motor pump operation, separating the technology from all other alternatives—offering a hassle-free compliance solution.

API and ANSI recommend various instrumentation for centrifugal pumps depending upon the criticality of the service.

These may include a secondary, pressure-instrumented containment shell for magnetically driven pumps, which utilize a single containment shell as standard.

While pressure transmitters and other instruments such as temperature probes and power monitors are applicable to all centrifugal-pump technologies, only canned-motor pumps are equipped with a liquid-film sleeved bearing-wear monitor.

Canned-motor pumps are designed to alert for imminent failure in any process-upset condition. Upon the lack of liquid film on the bearing, the pump rotating-shaft journals will contact the two bearing sleeves. Embedded in the motor is a rotor-position sensor to detect this very occurrence. A bearing-wear monitor can be set up such that pump operation is suspended before any failure that could lead to containment breach. From a control device/ instrumentation MACT perspective, the ability to monitor both the rotor position and condition of the two fluid-film bearings further ensures the optimum level of containment for centrifugal pumps.

In offering the market a standardized value proposition, canned-motor pumps minimize additional burdens of process improvements and process safety-hazard management of work practices. For example, leak detection and repair (LDAR) is a commonly used hazard-minimizing work practice and method.

Method 213 is often followed to detect volatile organic compound (VOC) emissions and leaks from equipment. Under Method 21 best practices, pumps are expected to be monitored weekly.

Canned-motor pumps would allow operations and compliance management to justify doing away with such cumbersome audits. https://www.api.org/products-and-services/standards/ https://www.asme.org/codes-standards 3 https://www.epa.gov/emc/method-21-volatileorganic-compound-leaks 1 2

Author: Chaitanya “Chatty” Sakhalkar National Sales Manager Teikoku USA Inc. 281-846-2857 csakhalkar@teikokupumps.com

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215-343-6000 info@TeikokuPumps.com www.TeikokuPumps.com Biobased DieselTM Winter 2024 [23]

PERSPECTIVE |

Multifunctional Fuel Additives A fleet manager’s guide to savings and performance.

By Paul Nazzaro Fuel costs eat a significant chunk of any fleet manager’s budget. But what if there was a way to squeeze more miles and cleaner operation out of every drop? Enter multifunctional fuel additives, your secret weapon for optimizing fuel efficiency, reducing downtime and, ultimately, boosting your bottom line— whether you’re a buyer or seller of liquid fuels.

What are Multifunctional Fuel Additives?

Imagine a tiny team of microscopic mechanics working tirelessly inside your engine. That’s essentially what multifunctional fuel additives are. They’re concentrated blends of powerful ingredients designed to perform a number of tasks.

Clean your engine: Detergents dissolve and remove harmful deposits from injectors, pumps and combustion chambers, restoring optimal fuel flow and performance. Think of it as a mini internal-engine detailing.

Fight corrosion: Rust and corrosion can wreak havoc on fuel systems as fuels are naturally corrosive. Corrosion inhibitors form a protective shield, safeguarding vital components and extending their lifespan. The pipeline industry relies on corrosion inhibitors to protect their assets, so why wouldn’t a downstream fuel user do the same?

Keep fuel fresh: Stabilizers combat fuel degradation, preventing gum formation and ensuring consistent performance, even during prolonged storage. No more worrying about stale fuel, or sedimentation dropping out of the fuel to hinder future operational performance.

Tame the winter blues: Cold-flow improvers prevent fuel gelling and thickening in frigid temperatures, guaranteeing smooth engine starts and optimal performance, even when the mercury dips. Managing cold-flow operations goes beyond the additive’s performance, however, and housekeeping remains of paramount importance.

Manage moisture: Water contamination is a common enemy for any type of liquid fuels and the engines that use them. Water-management additives absorb and disperse water droplets, preventing corrosion and engine damage.

Cetane improver: Cetane number enhances the ignition speed of diesel fuel. Higher-cetane fuels ignite faster, leading to a cascade of performance benefits. Just a few to consider are reduced ignition delay (shorter wait time for fuel to burn), translating to smoother combustion and increased power output. Also, a more-complete combustion leads to less unburned fuel, increased fuel efficiency and reduced emissions.

In addition, smoother combustion translates to less engine noise and quieter operation. On top of that, a more-complete combustion resulting from higher cetane reduces engine wear by minimizing the byproducts of incomplete combustion that create deposits, which wear engine components.

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Benefits for Fleet Managers So, how do these microscopic mechanics translate into realworld benefits for you? Here’s a glimpse.

Reduced fuel consumption: Cleaner engines and optimized combustion lead to improved fuel efficiency, meaning you get more miles per gallon. Every penny saved adds up.

Lower maintenance costs: By preventing wear and tear, multi­func­tional additives extend the life of your fuel-system components, reducing the need for frequent repairs and replace­ments.

Minimized downtime: Stable fuel, improved cold flow and rust-free systems mean fewer breakdowns and unexpected maintenance stops. Keep your fleet rolling and deliveries on schedule.

Smoother engine operation: Cleaner injectors and smoother combustion translate to quieter engines and reduced vibrations, improving driver comfort and potentially extending engine life.

Environmental bonus: Many multifunctional additives can help reduce emissions, contributing to a cleaner environment and potentially even compliance with stricter regulations.

By leveraging the benefits of higher-cetane fuels or cetane improvers, you can unlock the full potential of your diesel engine, maximizing performance, minimizing emissions and contributing to a cleaner environment.

The Bottom Line Multifunctional fuel additives are not magic potions, but they’re pretty darn close. By addressing a multitude of fuelrelated issues, they offer a multipronged approach to optimizing your fleet’s performance and saving you money. Consider them an investment in the health and efficiency of your engines and watch your operational budget smile.

Just remember to choose reputable brands and additives specific to your fuel type and needs, consult your engine manufacturer’s recommendations for compatibility, and track fuel consumption and performance data to quantify the additive’s impact.

With a little research and the right multifunctional fuel additives, you can unlock a world of savings, smoother operations and happy engines.

Author: Paul Nazzaro President Advanced Fuel Solutions 978-258-8360 paulsr@yourfuelsolution.com

Biobased DieselTM Winter 2024 [25]

PERSPECTIVE |

Improving Operability in Cold Temperatures The latest edition of the Biodiesel Handling and Use Guide is a valuable resource for those who blend, distribute or use biodiesel.

By Scott Fenwick Winter comes with plenty of transportation challenges, from frozen roads and frigid temperatures to blizzards that can shut down cities. While we can’t prevent frosty weather, we have proven solutions to ensure cleaner fuels keep engines performing when the temperature drops.

All diesel fuels, including biodiesel, can freeze or gel if temperatures drop low enough. If this happens, it can lead to various operational issues, including clogged fuel filters, fuelsystem damage and reduced engine performance. The ability of the fuel to flow and perform adequately in low-temperature conditions is called cold-flow operability, and understanding it is vital to keeping your fuel flowing properly.

These challenges are regularly studied by institutions such as the National Renewable Energy Laboratory and others, with support from Clean Fuels Alliance America, the national trade association representing biodiesel, renewable diesel and sustainable aviation fuel (SAF). NREL and Clean Fuels work to support and publish research that is useful to users, fleets, blenders, distributors and others who handle and use biodiesel and biodiesel blends.

NREL’s latest edition of the Biodiesel Handling and Use Guide is just such a publication. The guide serves as a background and resource for those who blend, distribute and/ or use biodiesel and biodiesel blends. It provides essential information on biodiesel’s proper and safe use in compressionignition engines, home heating-oil systems, boilers and more.

The guide outlines important low-temperature performance metrics for handling and blending biodiesel, including cloud point, cold filter plugging point (CFPP) and pour point.

The cloud point is the highest temperature at which wax begins to form and small, solid crystals can first be observed, giving the fuel a cloudy appearance. This is important because solidified waxes can clog filters and negatively impact engine performance.

CFPP, another critical metric, measures the lowest temperature at which diesel fuel will freely flow through a standardized filtration device when cooled under certain conditions. Winter operability of diesel fuel, including biodiesel, is often benchmarked by CFPP testing.

And finally, pour point is the lowest temperature at which fuels can be poured or pumped. The pour point is an indicator for distributors to determine if the fuel can be pumped, especially if temperatures are unsuitable for diesel engines.

If you’re facing challenges related to cold-flow operability, here are a few helpful tips to ensure a sustainable and smooth transition for using biodiesel in the winter months.

Store vehicles or equipment in an enclosed area, such as a barn or garage, during the winter months to protect the fuels in diesel engines from the cold. If equipment and fuel must be stored outside, keep the fuel clean and dry. This will help keep the fuel tank warm and improve engine start up. Most fuel blends [26]

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Biodiesel Handling and Use Guide Sixth Edition

containing 20 percent biodiesel (B20) can be stored underground without additional consideration because underground-storage temperatures are normally above 45 degrees Fahrenheit.

Blend biodiesel with No. 1-grade diesel, which has better cold-flow properties. By blending PHOTO: NREL with increased volumes and percentages of No. 1 diesel, or kerosene, the finished fuel blend will achieve improved cold-weather performance while promoting renewable fuel use.

Use specialized fuel additives to prevent gelling and wax crystallization at low temperatures. Clariant, the leading provider of cold-flow additives for middle-distillate fuels, is in the final development stages of an additive that will provide the same operability that you can expect from a winterized diesel fuel, even for blends up to B50. Not all cold-flow fuel additives work equally as well in all fuels. Tests should be performed to find the additive that works best with your fuel and at the correct dosage.

If you are in a colder region, practice seasonal blending, adjusting the biodiesel-blend ratio according to the temperature. Minnesota, the first state to adopt a biodiesel mandate, requires blends of 20 percent biodiesel in the summer months and reduces the standard to 5 percent in the winter and early spring.

Biodiesel has a long track record of successfully lowering emissions in all climates. Though cold-flow operability is not without its challenges, following NREL guidelines will ensure that biodiesel remains a viable and effective alternative-fuel source for decarbonizing on- and off-road transportation sectors.

Following the Biodiesel Handling and Use Guide is an effective way to maintain your carbon-reduction plans in colder weather.

In addition, the upcoming Clean Fuels Conference in Fort Worth, Texas, Feb. 5-8 will host experts on many of the pressing issues surrounding biodiesel, renewable diesel and SAF. More information is available at CleanFuelsConference.org.

Author: Scott Fenwick Technical Director Clean Fuels Alliance America 573-635-3893 sfenwick@cleanfuels.org

Biobased DieselTM Winter 2024 [27]

PERSPECTIVE |

2024: The Year Traceability Goes Global As traceability requirements go global, so too must the solutions that support them.

By Dani Charles For much of 2023, the U.S. market was the primary focus of renewable traceability. This focus centered on U.S. EPA’s final rule, issued in June, which codified the need for renewable feedstocks like used cooking oil to be traceable back to their points of origin. The rule also reaffirmed the use of third-party software, such as Veriflux, to maintain feedstock records, provided biofuel producers designate the software as a recordkeeping agent.

We at Veriflux predict 2024 will be the year traceability goes global. There is already evidence to that effect: The registration deadline for Europe’s Union Database (UDB) was Jan. 1, which was also the date Canada’s Clean Fuel Regulations went into effect. Both have traceability at their core. Additionally, more book-and-claim systems are being launched, as the focus on maritime and aviation decarbonization continues to grow. Here too, traceability is critical.

As traceability requirements go global, so too must the solutions that support them. More than just operating globally—Veriflux is already in use in over a dozen countries, and I expect we’ll be in a dozen more by the end of 2024— it’s imperative that traceability solutions support and enable global operations. At Veriflux, we call this enablement “biooptionality”—giving our customers the ability to flexibly operate

in and around global bio markets, while ensuring they can adapt to dynamic regulatory and compliance requirements.

Global traceability also means traceability and compliance solutions cannot be limited to one part of the supply chain.

Rather, they must extend to and support the entire bio lifecycle and value chain, from generation and collection to production and ultimately consumption.

We believe Veriflux is perfectly aligned for this 2024 reality. In fact, we’ll have some exciting announcements on this front in the coming months—keep an eye on our website and on Biobased Diesel Daily®. Meanwhile, if you want to learn more about Veriflux or get a sneak peek of what’s coming, send me a note. From all of us at Veriflux, Happy New Year!

Author: Dani Charles Co-founder, Veriflux 720-838-7233 dani@veriflux.io

RENEWABLE FUEL FEEDSTOCK TRACEABILITY POINT OF ORIGIN RECORDKEEPING EPA-FUNDED TECHNOLOGY

END-TO-END SOLUTION

SCALABLE AND SECURE DATA SHARING

INTERNATIONALLY DEPLOYED

www.veriflux.io [28]

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Clean Fuels. Clean Future.

Biodiesel, Renewable Diesel, and Sustainable Aviation Fuel are Providing a Healthier and Cleaner Future, TODAY!

CleanAirChoice.org b20clubindiana.org

b20club.org

Biobased DieselTM Winter 2024 Funded by the Illinois Soybean Association Checkoff Program and Indiana Soybean Checkoff.

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FEATURE |

During the 2023 shipping season, Warner Petroleum added biodiesel blends of B20 and higher to the marine fuel offering at its Waterfront Petroleum Terminal Co. locations in Detroit (shown) and Dearborn, Michigan. PHOTO: MICHIGAN ADVANCED BIOFUELS COALITION

Sustainable Shipping Surges on the Great Lakes Biodiesel is a readily available solution to decarbonize ports.

By Karen Potratz The Great Lakes region is a marine-shipping superpower. Each year thousands of vessels transport 90 million tons of cargo on the five Great Lakes, supporting 146,500 jobs, according to the American Great Lakes Ports Association. Commercial shipping serves more than 100 ports in eight U.S. states and the Canadian provinces of Quebec and Ontario. Although shipping brings great economic benefit to the Great Lakes, it is not without environmental concerns.

Vessel longevity is one factor that affects the environmental impact of shipping on the Great Lakes. Because freshwater ships are not subjected to the corrosive effects of saltwater, their useful lifespans can be 50 years or more. With vessel age comes greater potential for air pollution.

“Older vessels are less efficient and may still operate on exceptionally dirty fossil fuels like bunker fuel and heavy marine oil,” explains Pete Probst, president of Indigenous Energy and technical director of the Michigan Advanced Biofuels Coalition (MiABC), an organization funded by the Michigan Soybean Committee. “One 80-year-old ferry still in operation on the Great Lakes even runs on coal.”

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Transitioning the marine fuel supply to biodiesel will allow long-lived vessels with older-technology engines to reduce harmful particulates and fight climate change.

“Even modern-vessel emissions are improved by switching to biodiesel from diesel,” Probst says.

Ship-engine emissions are especially problematic for ports in metropolitan areas, where poor air quality can contribute to major health problems.

For example, Detroit has the second highest prevalence of asthma among major U.S. cities and has more cases of asthma than any other Michigan city, according to the Asthma and Allergy Foundation of America.

“Furthermore, shipping companies are feeling pressure from consumers and retailers to reduce greenhousegas (GHG) emissions and find more sustainable solutions,” Probst says.

Although shipping companies are testing a variety of alternative fuels, biodiesel stands apart as a practical option to help decarbonize the shipping industry now. That’s because biodiesel

is a readily available fuel that can be used in any diesel engine. Since it uses existing petroleum liquidfueling infrastructure, biodiesel can be deployed immediately.

Handling any biodiesel blend requires the same adherence to proper housekeeping practices such as periodically checking fuel quality and keeping water out of fuel tanks. Using B20 in colder weather is possible with additional cold-flow additive to counteract the higher cloud point of biodiesel.

Offering Biodiesel Blends Warner Petroleum Corp. is a leader in providing biodiesel to marine markets on the Great Lakes—fueling not only cargo ships but also ferries, cruise ships and yachts. The company began offering biodiesel to Lake Michigan customers in Illinois and Indiana during the summer of 2022.

During the 2023 shipping season, Warner Petroleum added biodiesel blends of B20 and higher to the marine fuel offering at its Waterfront Petroleum Terminal Co. locations in Detroit and Dearborn, Michigan.

Interest in biodiesel is growing as Great Lakes marine fuel customers seek to become more environmentally conscious, says Jason Smith, vice president of supply and sales at Warner Petroleum.

“We’re seeing about 25 percent of fuel sales incorporating biodiesel blends, mostly B20,” Smith says. “But other shippers may have appetites for higher blends of B30 or B50. One Canadian shipping company is even testing B99.”

Smith reports that biodiesel has performed well in freshwater marine applications. When needed, Warner Petroleum connects customers with fuel experts to help with the transition to biodiesel. “We want to assist our customers any way we can to help them meet their emissions standards,” Smith says.

Comparing Marine Fuel Alternatives Given the existing Great Lakes port infrastructure, biodiesel is a more practical solution for decarbonization compared with other options. Renewable diesel and liquefied natural gas (LNG)

Waterfront Petroleum Terminal Co.’s Detroit facilities with the Motor City appearing in the background. PHOTO: MICHIGAN ADVANCED BIOFUELS COALITION

Biobased DieselTM Winter 2024 [31]

Biodiesel has an advantage over other marine alternatives like LNG, renewable ammonia or green methanol since it can utilize the existing fueling infrastructure at ports. PHOTO: MICHIGAN ADVANCED BIOFUELS COALITION

are two other fuels currently available to reduce emissions. But these fuels are limited in adoption. Renewable diesel carries a premium per-gallon cost in the Midwest, and LNG requires costly vessel upgrades and new fuel infrastructure on land.

Other potential fuel alternatives for marine use are renewable methanol, ammonia and green hydrogen. But they are years away from widespread adoption, Probst says.

“Currently these alternatives don’t have production facilities in place to produce the large volumes required to replace fossil fuels,” Probst says. “In addition, they require investment in new or upgraded vessels and associated storage and fueling infrastructure.”

Biodiesel, on the other hand, is readily available from fuel suppliers on the Great Lakes and can utilize existing diesel storage tanks, pumps and engines. The price of biodiesel typically tracks diesel prices within a few cents per gallon. In some states, incentives reduce the price of biodiesel even more.

Energy Density Considerations

“The energy density of low-sulfur diesel is tough to beat,” Probst says. “But B20 biodiesel delivers nearly the same energy content per gallon as diesel. In comparison, a gallon of methanol delivers less than half the energy as a gallon of diesel fuel. That means shippers must either make more fuel stops or double their fuel-tank capacity to travel the same distance.”

LNG needs nearly twice the storage capacity as diesel fuel and brings the added expense of specialized storage tanks.

B20 and B100 biodiesel are slightly less energy dense than diesel. B20 requires only 1 percent more storage capacity and B100 requires an additional 7 percent storage capacity compared to low-sulfur diesel. Biodiesel blends have the advantage of using the same storage systems as diesel fuel.

Incentives for Growth Smith expects marine demand for biodiesel to continue to grow, especially if Great Lakes states adopt incentives for biodiesel production, distribution and use.

“Shipping companies want to be environmentally responsible, but biodiesel has to fit their business plans and pay off economically,” Smith says. “Incentives in states like Illinois encourage businesses to invest in biodiesel. We support similar incentives in Michigan.”

Another factor to consider is the lower energy density of many alternative fuels, as summarized in the table below.

Comparing Energy Content of Alterna2ve Liquid Fuels Fuel Energy Diesel Gallon Addi2onal Storage Content Equivalent Capacity Required (BTU/Gallon) (Rela>ve to Diesel) Low-Sulfur Diesel 128,488 1.00 Biodiesel (B20) 126,700 0.99 1.01x Biodiesel (B100) 119,550 0.93 1.07x LNG 69,000 0.53 1.88x Methanol 57,250 0.45 2.20x SOURCES: THE ALTERNATIVE FUELS DATA CENTER AND THE MINNESOTA DEPARTMENT OF REVENUE

Author: Karen Potratz Marketing and Communications Advisor Michigan Advanced Biofuels Coalition contact@miadvancedbiofuels.com

SOURCES: THE ALTERNATIVE FUELS DATA CENTER AND THE MINNESOTA DEPARTMENT OF REVENUE

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Biobased DieselTM Winter 2024 [33]

FEATURE |

Bob King (center) talks with project team members on Kauai where farming for a new project will begin in early 2024, initially on Gay & Robinson Inc. land.

Pacific Biodiesel is in discussions with local farmers to use new and existing fields for rotational oilseed cover crops. Additional infrastructure will be provided by this project to enable scaled-up planting, harvesting and processing of oilseeds for renewable fuel and coproducts. PHOTO: PACIFIC BIODIESEL

Hope Blooms on Kauai

Pacific Biodiesel spearheads Hawaii agriculture-based biofuel to support the U.S. Army’s climate strategy and the Aloha State’s circular economy.

By Kelly King

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Nearly two decades ago, I had the vision that local agricultural crops like sunflowers could help supplement the limited supply of used cooking oil (UCO) in Hawaii as feedstock for our community-based biodiesel production. I was told time and again it can’t be done.

State economists and agronomists said crops can’t be grown at scale for food and fuel in our tropical communities.

Even one of our former partners was adamant that the model wouldn’t work.

Inspired by the beauty and utility of sunflowers, I ignored the naysayers and persevered in commitment of our company mission.

Pacific Biodiesel announced in January its expansion of operations to Kauai as part a multiyear agreement

signed last year with the U.S. Army Corps of Engineers’ Engineer Research and Development Center for a project with its Construction Engineering Research Laboratory that will demonstrate renewable biofuel produced in Hawaii from multiple locally grown oilseed cover crops. The effort will strengthen Hawaii’s food and energy security and supplychain resiliency.

Supporting the U.S. Army Climate Strategy, this project will produce a prototype solution for biofuel as well as the agricultural model to produce the renewable fuel in Hawaii.

It will validate the transition to this drop-in fuel for military application, including transportation and power-generation installations, and will help the military reach our state goal of 100 percent renewable utility power by 2045.

Building upon Pacific Biodiesel’s previous research in its 2011 Hawaii Military Biofuel Crop Project, this new phase on Kauai will demonstrate farming at a much larger scale of 1,000 acres or more, and it will incorporate sunflowers and other crops in rotation with food crops. The production model will include expanded production of culinary oils and other value-added food products, high-protein meal for animal feed, biodiesel and coproducts from biodiesel production such as glycerin and potassium-salt cake (a potential nonpetroleum fertilizer for local agriculture).

As stated by my husband Bob King, founder and president of Pacific Biodiesel, “At its core, this project supports Hawaii’s local economy using local resources and creating jobs in our state to manufacture products for our local community while urgently fighting the effects of the global climate crisis.”

Funding for the project was supported by U.S. Sen. Mazie K. Hirono, D-Hawaii, who serves on several strategic congressional committees including the armed services and energy and natural resources committees. She also chairs the armed services subcommittee on readiness and management support, where she is leading the fight to modernize military infrastructure in Hawaii and across the country.

“This federal funding will help bolster Hawaii’s local agriculture industry while decreasing our reliance on expensive imported oil,” Hirono said. “Not only will this project advance our state’s climate and clean-energy goals, it will also provide our military installations with a reliable source of renewable fuel while supporting local jobs.”

Pacific Biodiesel’s community-based production is a model for the circular economy and now more important than ever.

Hawaii is the most isolated community on the planet and, like other vulnerable island communities around the world, we are on the front lines of climate chaos. Our company, the nation’s longest-operating commercial producer of biodiesel, created the first retail biodiesel pump in America in Maui County. The deadly, climate crisis-accelerated Maui wildfire disaster last August became the latest example of the increasingly dire state of our planet that will continue unless we support communitybased visionary solutions such as locally produced biodiesel.

How you do something is as important as what you do. And, in the case of this project, where we do it also matters. Our choice to expand Pacific Biodiesel operations to Kauai for this project was intentional. Kauai is on track to be the first county

in Hawaii to reach 100 percent renewable electricity production by 2033, a decade earlier than the state of Hawaii’s mandated timeline of 2045. Last year, Pacific Biodiesel began supplying our locally produced biodiesel to Kauai’s electric utility, KIUC, as the backup source for firm renewable energy. Kauai is showing the world that a vulnerable island community can excel in community-based climate action.

Pacific Biodiesel Founders Bob and Kelly King visit the warehouse on Kauai where the company has expanded its operations and will be relocating its agriculture-processing equipment and capability from Hawaii Island. Utilizing feedstock from various locally grown cover crops, Pacific Biodiesel will continue to produce fuel at its Hawaii Island refinery. The virgin-oil prototype fuel will be tested to ensure compliance with ASTM D6751 and will be validated on biofuel-compliant military power-generation platforms.

PHOTO: PACIFIC BIODIESEL

The project will initially assess production of the 100 percent virgin-oil feedstock prototype fuel using oilseed cover crops grown and processed on Kauai. Utilizing the local feedstock oil to produce biodiesel at our company’s Hawaii Island refinery will enable real-time testing to ensure compliance with ASTM D6751. Performance of the prototype fuel will be validated on military power-generation platforms.

While it has felt like nearly three decades of pushing a boulder uphill, Bob and I are excited now to be the right partner at the right time. Coupled with 28 years of biodiesel production and innovations in Hawaii, the regenerative agriculture experience we have been demonstrating at our 115-acre central Maui farm since 2016 gives us a running start in this important renewable energy effort for USACE when time is of the essence.

“This project is strategically centered on an established farming model developed by biodiesel producer, Pacific Biodiesel,” said Tarek Abdallah, a CERL engineer. “Given previous research and development on the farming and oilproduction model that has occurred over the last decade, the proposed prototype solution presents [a] lowered risk level and is technically mature to enable a high level of readiness.”

As our industry has been proving for decades, biodiesel mitigates risk and is an established advanced-biofuel technology that is readily available for the immediate reduction Biobased DieselTM Winter 2024 [35]

Unloading the company’s bottling-line equipment at the new Kauai crushing-mill warehouse are, from left, George Twigg-Smith, production manager for Maiden Hawaii Naturals LLC, and James Twigg-Smith, director of agriculture operations with Pacific Biodiesel Technologies LLC. PHOTO: PACIFIC BIODIESEL

of greenhouse-gas (GHG) emissions.

Electrification, with its many benefits, is not the sole solution as we grapple with the critical mission to wean our society off fossil fuel. As communities continue to focus on the circular economy and delve more into lifecycle analysis, we are realizing that solar and hydrogen are actually more GHG intensive than biodiesel and an expensive burden for local businesses.

For example, at a statewide transportation conference last year, Hawaii fleet experts pushed back against accelerating to near-total electrification of the transportation sector and calls to use unproven, emerging, expensive hydrogen technology. Fleet managers clearly expressed the argument for keeping their diesel trucks and simply switching to local renewable biodiesel. Dieselengine vehicles, they explained, allow for longer driving distance, more drive time and higher payload to be transported.

In comparison, electric trucks reduce payload due to heavy battery weight and reduce driving range due to frequent recharging, which takes away from drive time during a driver’s maximum 12hour allowable shift. Also, electric and hydrogen vehicles are exponentially more expensive and require long lead times. All of this translates to economic impact—requiring electrification of all ground transportation will add costs [36]

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to businesses and the end consumer, which will hurt local economies.

It’s important to remember that the real perpetrator of our climate chaos is fossil fuel. And there is no silverbullet solution. We need to stay open to innovation while not ignoring proven technology. Currently in Hawaii, biodiesel produced from recycled UCO is by far the lowest lifecycle-GHG transportation fuel available. Lifecycle is the key and ignoring these statistics only leads us to exporting our pollution.

As more and more people get on board with biodiesel, and as our company expands its support of Hawaii’s circular economy, it is a full-circle moment for Pacific Biodiesel.

Founded on Maui in 1995, Pacific Biodiesel began as a recycling solution.

Bob developed a commercially viable method to recycle local UCO to manufacture biodiesel. Our first plant on Maui produced 250,000 gallons of biodiesel annually. Today, at our state-

of-the-art refinery on Hawaii Island, we recycle UCO from restaurants statewide and annually produce nearly 6 million gallons of premium distilled biodiesel, which is sold entirely in Hawaii. Last year, we reached a production milestone.

Since our Hawaii Island refinery began making fuel in 2013, we have produced over 50 million gallons of advanced biodiesel for Hawaii—the energy equivalent of 725,000 megawatt hours (725 gigawatt hours) of clean electricity for our state.

Seven years ago, as the last of Hawaii’s sugarcane fields was being phased out on Maui, our first 12acre field of sunflowers bloomed at our farm in Maui’s Central Valley on Earth Day—a sign of hope and positive climate action. On Earth Day 2024, we’re anticipating our first 100 acres of sunflowers blooming on Kauai as part of our expanded farming operation with this project.

With our committed, hard-working staff of 100 employees statewide, we have truly set standards for local climate action, the circular economy and for integrity in innovations. I am also proud and grateful for all the additional folks—our board of managers, business partners, customers, environmental organizations and supporters near and far—who keep us going through tough times. My vision for farming sunflowers in Hawaii, and our reality today of exponentially expanding regenerative agriculture to farm food and fuel, was inspired by my favorite quote by renowned cultural anthropologist Margaret Mead: “Never doubt that a small group of thoughtful committed individuals can change the world. In fact, it’s the only thing that ever has.”

Author: Kelly King Co-Founder, Pacific Biodiesel ktk@biodiesel.com

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Is There a Future for Biodiesel in Europe?

A comprehensive look at the policy landscape and market opportunities for fatty acid methyl esters in the European Union.

By Edgar Ahn The two oil crises in 1973 and 1979—triggered by wars in the Middle East—shocked the Western world. For the first time, Europe in particular realized how dependent it was on energy imports. Drastic events such as queues at petrol stations, empty motorways and mandatory car-free days for car owners worried people greatly at the time.

At the same time, however, this period could also be considered the birth of biofuels. Many research groups began to focus on the topic of “alternative fuels” for internalcombustion engines that could be produced from regional raw-material sources.

A pioneer in the development of a diesel substitute fuel was Prof. Martin Mittelbach from the Karl-Franzens University in Graz, Austria. In the early 1980s, he produced fatty acid methyl ester (FAME) from vegetable oils in his laboratory, a chemical substance that was very similar to diesel fuel in terms of its combustion properties. Thus began the age of biodiesel. Austria played a pioneering role worldwide in the [38]

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development of the production and use of biodiesel. The world’s first pilot plant for the production of rapeseed oilbased biodiesel was built in a viticulture school in Styria, Austria. The biodiesel produced there underwent numerous engine tests at the Graz University of Technology to assess its suitability as an alternative diesel fuel. Based on this research, Austria introduced the world’s first state quality standard for biodiesel, and in 1994, buses in the city of Graz began using 100 percent biodiesel as a fuel.

It was also around this time that the plant-construction company BDI was founded, which developed an industrial process for biodiesel production in close cooperation with Mittelbach and the Graz University of Technology. Since then, BDI has successfully built and commissioned over 40 industrial plants for biodiesel production worldwide and established itself as a technological benchmark for multifeedstock biodiesel production.

Global biodiesel production increased enormously, especially between 2000 and 2020. In Europe, legalframework conditions—especially the Renewable Energy Directives (RED I to III)—have led to an average of around 7 percent of diesel-fuel consumption in Europe currently being covered by biodiesel.

But has this development had the desired effect of reducing greenhouse-gas (GHG) emissions in the transport sector in Europe? Unfortunately, the answer is “no.” The transport sector in the EU27 countries, which is responsible for a third of all GHG emissions, is the only sector in which no reduction in emissions has been achieved since 1991. On the contrary, emissions are still rising sharply.

The EU Commission has recognized that more drastic measures must therefore be taken in the transport sector in order to achieve the goals of the 2015 climate conference in Paris—namely limiting the global temperature increase to 1.5 degrees Celsius. In December 2019, the EU Commission presented the Green Deal—its political declaration of intent to make the EU the first climate-neutral continent by 2050.

The European Climate Law of June 2021 transformed this declaration of intent into a legal obligation for the member states. In July 2021, the EU Commission presented the Fit for 55 action package, which sets out the measures required to drive the necessary change in the EU’s economy, society and industry. Many of the regulations in Fit for 55 directly affect the transport sector.

In particular, the promotion of the electrification of road transport is expected to bring about the hoped-for reductions in emissions. In addition, restrictions on the authorization of combustion engines are intended to phase out this technology starting in 2035.

A group of experts from the Dutch Rabobank anticipates a sharp decline in new registrations of vehicles with internalcombustion engines from around the mid-2020s, with a simultaneous increase in electric vehicles (EVs) and a significant rise in plug-in hybrid vehicles. However, such a development would mean that the share of biofuels in road transport would fall drastically starting in the 2030s (see Figure 1).

Figure 1: EU fuel-demand forecast, 2014-2050 SOURCE: EUROSTAT, RABOBANK, 2021

The currently planned legal framework for biofuels within Fit for 55 also offers little potential, particularly for the expansion of biodiesel in road transport.

The revised version of the Renewable Energy Directive (RED III) contains the following requirements, which will be binding for all member states (see Table 1): RED III

Targets

Overall RES Target

42.5% + 2.5% (Voluntary)

Crop-based Biofuels

2020 share + 1%; max. 7%

Biofuels & Biogas Based on RED-Annex IX Part B (e.g., UCO, animal fat cat. 1 & 2)

Max. 1.7% in 2030, but can be increased by MS subject to EC approval

Advanced Biofuels & Biogas Based on RED-Annex IX Part A

1% in 2025, 5.5% in 2030,

Renewable Fuels Nonbiological Origin

of which 1% should be RFNBOs

B10

Allowed, but B7 protection grade until 2030

(e.g., first-gen ethanol/biodiesel)

(e.g., algae, tall oil, lignocellulosic biomass) (e.g., H2, eFuels)

Table 1: Summary of biofuel-related provisions in the new RED III

The directive sets a common target for the share of renewable energies in EU energy consumption of 42.5 percent by 2030 and encourages the member states to further increase this share to 45 percent by 2030 on a voluntary basis.

The share of first-generation biofuels based on biomass (e.g., biodiesel from rapeseed oil or ethanol from corn) is limited to a maximum of 7 percent.

Biofuels produced from used cooking oil (UCO) and animal waste fats (Annex IX, Part B), such as biodiesel, hydrotreated vegetable oil (HVO) or hydroprocessed esters and fatty acids (HEFA) are limited to a share of 1.7 percent in 2030. This limit can be increased by individual member states with the approval of the EU. For the biodiesel industry, the currently discussed expansion of the range of raw materials in this annex would include the following five raw-material sources: • Damaged crops that are not fit for use in the food or feed chain.

• Municipal wastewater and derivatives other than sewage sludge.

• Cyanobacteria.

• Nonfood crops grown on severely degraded land.

• Intermediate crops, such as catch crops and cover crops that are grown in areas where, due to a short vegetation period, the production of food and feed crops is limited to one harvest; and provided their use does not trigger demand for additional land; and provided the soil organic matter is maintained.

These feedstocks represent an oil potential of several tens of millions of tons per year, but their inclusion in the annex is currently the subject of heated debate within EU legislation.

Strong growth is planned for biofuels based on raw materials from RED Annex IX Part A (currently 16 raw-material categories such as algae, lignocellulosic biomass, tall oil, etc.). Their share in the transport sector is set to increase from just under 1 percent in 2025 to 5.5 percent in 2030.

However, the technologies for this category are generally not yet available on an industrial scale, meaning that the planned increase appears extremely ambitious.

A new group of alternative fuels—renewable fuels of nonbiological origin (RFNBO)—includes hydrogen and all eFuels, and their share within this advanced biofuel group should be at least 1 percent by 2030. However, the necessary production infrastructure is currently completely lacking and will require enormous investment in the coming years.

In contrast, the blending quotas for traditional biofuels are—incomprehensibly—not being increased and a B7 protection class will even be established by 2030. The opportunity to defossilize existing fleets in the transport sector more quickly by increasing the blending quotas is therefore unfortunately not being used by EU legislators.

The new ReFuelEU aviation regulation will force the aviation industry to reduce its GHG emissions (see Table 2).

As electrification or the switch to hydrogen is still a long way off, sustainable aviation fuels (SAF) are currently the only way to defossilize the aviation sector.

ReFuelEU aviation

Targets

Sustainable Aviation Fuel

2% in 2025, 6% in 2030, 20% in 2035, 34% in 2040, 42% in 2045, 70% in 2050

Synthetic Fuels (RFNBO)

Min. 0.7% until 2032, Min. 5% until 2035, 10% in 2040, 15% in 2045, 35% in 2050

Feedstock Base

Annex IX A and B biofuels; all biofuels that comply with RED II sustainability criteria with the exception of biofuels produced from “food and feed crops,” intermediate crops, palm fatty acid distillate, palm and soy-derived materials, soapstock and its derivatives

Table 2: Summary of biofuel-related regulations in the new ReFuelEU aviation initiative

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The share of SAF should gradually increase from 2 percent in 2025 to 20 percent in 2035 and up to 70 percent in 2050.

As a subtarget, the share of eFuels in particular is to be significantly increased.

The raw-material source for the production of SAF should primarily be waste and residual materials or types of raw materials that fulfill the sustainability criteria of RED II, with some exceptions.

Large production capacities are currently being built up for a special type of fat-based SAF—the so-called HEFA. In Europe, only waste fats such as UCO or animal waste fats are to be used as feedstock for HEFA—the same raw materials that are currently used to produce biodiesel for road transport.

Figure 2 shows the expected development of the production of various fat-based biofuels. Global biodiesel production in 2021 was 45 million tons. Two-thirds of the raw material used was vegetable oils. The demand for fat-based biofuels is estimated at 150 million tons in 2040, mainly due to the drastic increase in SAF starting in the mid-2020s.

are about 30 percent more expensive compared to biodiesel production. In combination, this leads to 67 percent higher CO2-avoidance costs compared to UCO-based biodiesel and HEFA (see figures 3a, 3b and 4).

3a

3b

Figures 3a, 3b: Comparison, HEFA versus FAME. On top is GHG savings (3a) while below is fuel-production costs (3b). SOURCE: EWABA Figure 2: Fat-based biofuels versus used oil supply SOURCE: LMC INTERNATIONAL

However, the expected quantities of waste oils will only increase slightly, so it is clear that the manufacturers of the various fat-based biofuels will be fighting for the coveted raw material of waste fat. This gap can only be closed if new rawmaterial sources are found or new production technologies reach industrial maturity.

Additionally, the question emerges regarding the optimal utilization of the limited raw materials. A study by the European Waste-based & Advanced Biofuels Association compared the production routes of HVO, HEFA and FAME based on UCO and found that the production of UCO-based biodiesel causes significantly less CO2 than the production of HVO or HEFA, due to the simpler and less energy-intensive production process. In addition, the production costs of HEFA [40]

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Figure 4: Comparison, HEFA versus FAME carbon-abatement costs SOURCE: EWABA

A planned 2 percent blending mandate for aviation in 2025 could mean that at least 1.5 million tons of waste grease would be diverted from existing biodiesel production, resulting in 1 million tons of additional GHG emissions. Is it therefore justifiable to politically favor air transport over road transport, as envisaged in the new ReFuelEU aviation? Would it not be better to massively promote new technologies for SAF production (e.g., eFuels)?

Last but not least, the EU Commission is planning to reduce GHG emissions from maritime shipping through its own regulation—FuelEU maritime—in a similar manner to aviation. Here, technology-neutral percentages for the reduction of GHG emissions are set, starting at 2 percent in 2025 and gradually increasing to 80 percent in 2050 (see Table 3).

FuelEU maritime

GHG Reduction Target

(annual average GHG intensity of the energy used onboard)

Targets 2% in 2025, 6% in 2030, 14.5% in 2035, 31% in 2040, 62% in 2045, 80% in 2050

Table 3: Summary of biofuel-related regulations in the new FuelEU maritime

Due to the simpler drive technology, biodiesel is also a possible drop-in biofuel that is immediately available in large quantities. When biomethanol is employed as shipping fuel, biodiesel can serve as the necessary pilot fuel.

In addition, biodiesel could also utilize its forgotten advantages as a biodegradable biofuel that will not pollute the water (e.g., in comparison to renewable diesel).

“

A planned 2 percent blending mandate for aviation in 2025 could mean that at least 1.5 million tons

For the road transport sector: • Increasing electrification and the ban on internalcombustion engines will reduce the demand for biofuels in the passenger-car sector.

• Significant additional GHG savings could be achieved in existing fleets if the blending quota for biodiesel, for example, is increased at the same time; however, this is currently not politically supported.

• There may be a similar development of electrification for heavy commercial vehicles—but this depends very much on increasing the production of sustainable electricity, its distribution and the expansion of the charging infrastructure—with massive investments. If these investments are not made, or are made only slowly, biodiesel will remain a proven means of defossilizing this transport sector.

• In areas of application that are difficult to electrify—for example construction-site vehicles—biofuels could remain the only option for defossilization for a long time to come.

• By expanding the permissible range of raw materials to include “nonfood crops” and “intermediate crops,” the amount of oil required to expand biodiesel production in the future could be multiplied without jeopardizing food production or misusing valuable agricultural land.

For the aviation sector: • Fat-based SAF can be a drop-in solution, but at the expense of GHG savings in the road-transport sector.

• Alternative biomass-to-liquid technologies are under development or have already reached technologyreadiness level (TRL) 9 in some cases, especially ethanol from cellulose. However, large quantities of sustainable biomass are required as fuel yields are low.

• Is aviation an opportunity for eFuels? We still need to find answers to open questions such as, “How quickly will these technologies reach industrial scale?” “Where will the sustainable electricity come from?” “Where will the biomass and water come from?” And, “Who will bear the high development costs?”

For the maritime-shipping sector: • Electrification of maritime shipping is possible in niches.

• Biodiesel is already available in large quantities as a suitable drop-in fuel.

• Biodiesel is also well-suited as a pilot fuel for maritime biomethanol applications.

• Biodiesel also offers advantages in the maritime sector in terms of avoiding water pollution.

of waste grease would be diverted from existing biodiesel production.

Conclusion So does biodiesel have a future in the course of defossilization of Europe’s transport sector? In the author’s opinion, this question can be answered as follows:

Author: Edgar Ahn Chief Innovation Officer BDI-BioEnergy International GmbH edgar.ahn@bdi-holding.com

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FEATURE |

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The Records Dilemma is Decimating the UCO Market— but There Is a Way Out How and why the used cooking oil market broke and what can be done to fix it.

By Kristof Reiter

After more than a decade of consolidation in the used cooking oil (UCO) recycling industry, the number of independent collectors has been slashed in half. Early on, acquisitions were limited to substantially sized regional players, but the latter years of consolidation have been punctuated by a newer focus on small to mid-size collectors tempted to cash in on recent price spikes.

With each stage of consolidation, the voices and needs of independent collectors and fuel producers became quieter in the halls of U.S. EPA and Washington, D.C., while the voices of vertically integrated fuel producers drowned them out. The small UCO collector, formerly able to ride the coattails of their larger recycling competitors who were actively funding industry groups and lobbyists, suddenly found themselves unprotected.

With no group representing independent collectors in the regulatory sphere to any substantial extent, UCO collectors’ feedback to recent regulatory changes seems to be going largely unheard.

The result is that new regulations were formed, and then revised as a result of the Clean Fuels v. EPA lawsuit, without much input from independent UCO collectors, creating a new market landscape little shaped by their need for a competitive, free and secure UCO trading market.

This article is an attempt to paint a clear picture of how and why the UCO market broke and, more importantly, what the industry can still do to fix it.

A Newly Fragmented Market For years, EPA has emphasized the need for detailed records that account for the point of origin of UCO to root out fraud—primarily import fraud pertaining to mislabeled foreign palm oil—but also to assist in reducing the trade of stolen oil.

In the latest iteration of the regulations, the agency offered two pathways through which a biofuel producer can meet the compliance regulations.

Option 1 is that the producer can take all responsibility—and liability—for compliance, but they may accomplish this in any way they see fit. In this scenario, anyone can be in charge of holding the records, which include the exact address (and commercial value to the recycler) of each and every one of the restaurants from which the UCO was collected. The producer can decide that it wants to hold the records, meaning the collector has no option but to hand over its confidential business records to a company that oversees one of its competitors, or that could trade their material and records to one of their competitors.

Since the producer is the one ultimately responsible for compliance, it may view holding and reviewing the records itself as the lowest-risk—and lowest-cost—option.

A more supplier-friendly twist on this arrangement is that the producer can entrust the collector or a trader to maintain the records and be ready to hand them over in the case of an audit by a Renewable Fuel Standard or Low Carbon Fuel Standard auditor. There is, however, some risk to the supplier in this scenario, as it’s possible that records could end up being lacking, fraudulent or even nonexistent. This would be similar to the existing LCFS compliance system in which recyclers hold their own records until requested by an auditor.

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Then, factor in the additional players in the market and you end up with a variety of compliance strategies and a furthersegmented and noncommoditized market. In the end, only certain buyers match the needs and risk profile of certain sellers, and vice versa, resulting in a substantially less liquid and less competitive market. The end result? Lower prices for UCO, the planet’s most sustainable feedstock.

In the end, you have a segmented, confused and potentially risky market. It’s risky for the UCO collector wanting fair market value without giving up confidential business information. It’s risky for the fuel producer struggling to discern between authentic traceability and greenwashed feedstock.

vertically integrated operation would not be affected by this—it would just be moving money from one pocket to the other—but an independent UCO collector is taking this 60-cent-per-gallon hit to their top line.

A Nearly Perfect Solution Is Out There

In the latest clarification of EPA’s rule, the agency proposed an alternate compliance pathway (Option 2) in which the UCO collectors transfer their records to a third-party record holder that would hold the records for 10 years. The record holder would allow access to auditors hired by the fuel producers to do audits on their behalf.

The only problem with this solution is that in addition to An Ever-Deteriorating UCO Basis choosing and hiring the auditor, the fuel producer is also the For years, the price of distillers corn oil (DCO) and the price one authorized to select the record holder. It would make more of UCO have tracked each other closely. The two garner nearly sense and seem fairer if the UCO collectors were allowed to identical subsidies and are substitutable for each other at most choose the record holder while the fuel producer selects the renewable fuel facilities. However, since the finalization of the auditor. Under the current system, there’s no financial penalty new EPA regulations in spring 2023, a sudden and dramatic to the fuel producer. In fact, as can be seen in Figure 1, they divergence has been seen between the prices of these two are benefiting at 8 cents per pound. It’s unrealistic to hope that commodities. In fact, as of December 2023, DCO is trading at fuel producers will be the ones to make the push to invest in a multiyear-high premium, while the price of UCO has fallen, as third-party record holders. can be seen in Figure 1: “DCO minus UCO.” If independent UCO collectors want a solution, they’ll need to band together and insist on using EPA’s alternative compliance system—thirdparty record holders—and insist that their customers do as well. Reiter USA is currently building such a record-holding company.

We are working hard to preserve a functioning marketplace for both collectors and producers. If you’d like to support us as we advocate for independent companies and build this record-holding company, please consider using our Reiter Trading services and Figure 1 the Route Simplified UCOSOURCE: GRAPH PRODUCED BY REITER TRADING USING CME AND FAST-MARKET DATA collection software. Not only One might ask, “Did UCO suddenly start having less BTUs will this help build your most-efficient routes, but it will also per gallon? Did technology suddenly change, advantaging collect and organize all of your compliance records so you can DCO?” The answer is “no.” The only difference is little to no easily transfer them to a third party perceived “provenance” risk with respect to DCO. when you need to.

The “DCO minus UCO” graph is part of an internal derivate work performed by Reiter Trading utilizing CME and Fast-Market source data. With a gallon of UCO weighing 7.5 pounds, that’s a Author: 60-cent-per-gallon discount on UCO being transferred from the Kristof Reiter UCO recycler to the profit margin of the fuel producer. Are there CEO, Reiter Companies 60 cents of RIN risk when buying UCO? 888-428-5617 The U.S. averages roughly 50 million gallons of UCO kristof@reiterscientific.com collected per month. At a 60-cent-per-gallon discount, there is $30 million per month in market mispricing in favor of the fuel producer due to market disruption and fragmentation. A fully [44]

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FEATURE |

Yes, You Can Use Poultry Fat as a Renewable Feedstock Advanced pretreatment coupled with chemistry and refining knowledge are opening new opportunities for this often-overlooked raw material.

By Ivy Ruggles There is an increased demand for greener fuels, which has prompted research and development into finding alternative feedstocks for renewable diesel and sustainable aviation fuel (SAF). Poultry fat, with a carbon-intensity (CI) score that is up to 80 percent lower than conventional diesel fuel, has the potential to become a star for making ecofriendly fuels. So far, very little has been converted, but with advancements in chemistry, poultry fat no longer needs to be excluded from the renewable pool.

Fully Degummed Poultry Fat For poultry fat to be viable, it must be fully degummed to between 3 parts per million (ppm) and 5 ppm phosphorus— [46]

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and ideally, even lower. Conventional pretreatment processes often struggle to effectively remove phosphorus and other metallic compounds from poultry fat. The chemistry of poultry is inherently more difficult to treat with water-based solutions, due to its propensity to form stable emulsions from the high monoglyceride and diglyceride content. Raw poultry fats can exceed 1,000 ppm in metals and more than 500 ppm in phosphorus content alone. Oleo-X routinely generates a 1 ppm phosphorous feedstock with less than 10 ppm total metals.

The feed quality is substantially similar to refined, bleached and deodorized (RBD) soybean oil and super-degummed rapeseed or canola oil.

Poultry Fat That Flows Poultry fat will initiate wax formation in its raw, untreated form at relatively warm temperatures. As untreated poultry fat cools, it forms complex structures that require heating to above the wax-formation temperature, even more than 100 degrees Fahrenheit, to regain flowability. This high temperature requirement has been a major concern for renewable diesel and SAF processors, as they must invest in heat-traced infrastructure and insulated storage tanks with circulation.

However, treated poultry fat will suppress wax-crystal formation by at least 20 degrees F. Combining soybean oil with fully degummed poultry fat yields further improved cold flow. The two are miscible and form a liquid that shows even more potential to withstand crystallization in cold environments. Although U.S. EPA has restrictions against the blending of renewable energy feedstocks, blending for direct conversion by renewable diesel and SAF refiners has been allowed when meeting specific criteria favoring the producer. Hence, purchasing a deeply treated poultry fat to blend with soybean oil can be an effective strategy for refiners to process poultry without having to invest in heat tracing, insulation and heated tanks.

Furthermore, this provides for enhanced flexibility in feedstock selection and processing, as well as improved economics due to the additional Low Carbon Fuel Standard credits that can be earned from the lower-CI poultry fat.

FFA, Shelf Life Oleo-X has processed millions of pounds of poultry fat from a range of suppliers. To date, the poultry fat that Oleo-X has processed has varied from 3 percent to 15 percent free fatty acid (FFA) content, with an average of approximately 6 percent. The time between rendering and processing is critical for minimizing acid formation. Residual free-water content, humidity and contaminants can cause ongoing hydrolysis.

Therefore, supply-chain speed is essential and having close proximity to the rendering plants is critical. The impression that poultry-fat acidity is constantly closer to 15 percent most likely indicates improper handling.

In addition, storage of raw poultry fat is complicated by contaminants that catalyze hydrolysis reactions leading to rancidity. However, Oleo-X has observed that the shelf life of its deeply treated poultry fat is substantially like the shelf life of edible oils.

The quality of Oleo-X’s pretreated poultry fat is similar to RBD soybean oil and super-degummed rapeseed or canola oil. PHOTO: OLEO-X

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Oleo-X’s new feedstock-pretreatment center in Pascagoula, Mississippi, opened in May 2023 and has the potential capacity to produce up to 300 million gallons per year of premium feedstock. PHOTO: OLEO-X

Yield Loss Yields have been problematic for poultry processing through conventional alkali refining processes due to the removal of FFAs as soapstock during the neutralizing step. This has caused yields to be considerably lower than comparable soy or rapeseed/canola oil by several percent and up to 15 percent.

The rejection of a large quantity of soapstock from centrifuges can often become a mechanical issue that limits throughput rate. In addition, if these oil-laden streams are allowed to flow into the wastewater-treatment system, it is likely that effluent quality will also be greatly impacted. However, by modifying chemistry, we have seen loss rates of around 3 percent with oil recoveries around 97 percent, even with high-FFA feedstocks.

Other Impurities Poultry fat will contain higher sulfur than soy and rapeseed or canola oil. Having this sulfur present in a renewable diesel or SAF unit is generally favorable, as it helps to sustain a sulfide catalyst and can be offset against injected sulfiding agents like dimethyl disulfide (DMDS). In short, a sulfur content of 25 ppm to 75 ppm in poultry fat should not pose an issue for renewable diesel and SAF processing.

Poultry fat often contains silicon, but very little of this is of the reactive siloxane form. Siloxanes, which are used for foam suppression in petroleum-refining processes, can be responsible for hydroprocessing catalyst fouling. However, reactive siloxane species will be removed during pretreatment.

The remaining silicon is nonreactive and originates from nanosand molecules, which are added to chicken feed as drying agents and for antibiotic delivery. These nano-sand molecules are less than 100 nanometers and cannot be filtered. Oleo-X’s [48]

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experience is that 5 ppm to 15 ppm of nonreactive silica will be found in treated poultry. The nonreactive nano silicon should not impact hydrotreater life, catalyst activity or fuel quality.

Poultry fat contains higher nitrogen than seed oils due to the presence of amino acids and nitrogen-containing phosphatides.

Raw poultry fat can exceed 1,000 ppm of nitrogen. Oleo-X’s treated product removes all nitrogen-containing phosphatides, in addition to water-soluble amino acids and trace compounds.

However, there are still hydrophobic nitrogen compounds that will remain. Treated poultry will contain 200 ppm to 500 ppm of nitrogen. In petroleum refining, it is common for heavy gasoils to contain up to 2,000 ppm of nitrogen, including refractory structures like pyridine. Poultry-fat nitrogen is less complex than petroleum and should be manageable by most technology providers.

As the world seeks greener alternatives, fully degummed poultry fat as a renewable feedstock presents a compelling and sustainable solution for the future of ecofriendly fuel production now.

Author: Ivy Ruggles Managing Partner Inddevco igruggles@inddevco.com

Producing the Industry’s HIGHEST QUALIT Y Renewable Feedstock Oleo-X’s technical differentiation and advanced chemistry produces the industry’s highest quality feedstocks that are so pure and so clean, our customers call it “liquid gold.”

INNOVATIVE EXCELLENCE Discover the forefront of renewable fuel feedstock production with Oleo-X’s exceptional facility located in Pascagoula, Mississippi. Utilizing state-of-the-art technical innovation, advanced chemistry, and rigorous testing protocols, we are leading the industry in delivering premium-grade renewable fuel feedstocks.

Our impact in the renewable fuels industry is transforming poultry fat and other difficult-to-treat oils into the industry’s purest feedstocks.

FEEDSTOCK QUALITY YOU CAN SEE Our advanced process generates bright and clear oil for premium quality you can see.

SOYBEAN OIL

Laboratory testing of our product confirms that our feedstock has the lowest phosphorous, metals, and catalyst-damaging reactive siloxanes on the market.

Our feedstocks have wider cold flow handling characteristics and do not degrade in storage.

BENEFITS The benefits of Oleo-X’s premium-quality feedstock ultimately accrue to our customers, who enjoy longterm cost savings and enhanced returns through:

NO VISIBILITY

CLEAR VISIBILITY

Crude Soy Received

RB-Soy Sold

P O U LT R Y FAT

• Substantially reduced equipment maintenance • Adding several years to RD/SAF unit catalyst life and enhanced liquid yields during operation • Reducing revamp costs for RD/SAF units due to feedstock compatibility with metallurgy used in legacy petroleum hydrotreaters and hydrocrackers • Creating low carbon intensity-score RD/SAF

To learn more, visit www.oleo-x.com Contact us at oleoxinfo@backbaycommunications.com

NO VISIBILITY

CLEAR VISIBILITY

Crude Poultry Fat Received

RB-Poultry Fat Sold

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FEATURE |

Reducing Impurities in Renewable Diesel Production Mineral solutions for feedstock-pretreatment process efficiencies.

By Neal Williams and Jim O’Neil

CynerSorb as viewed under a scanning electron microscope (SEM) PHOTO: IMERYS

Renewable diesel is a key component in decarbonizing the transportation sector and reducing global reliance on fossil fuels. High market demand and environmental policies are pushing biofuel producers to use more waste-based feedstocks. However, lower-quality feedstocks can negatively impact production throughput and performance.

Before heavily contaminated oils can be converted into fuel, they need to be refined, typically using a filtration media for solids removal. Imerys, a global leader in specialty minerals, has developed tailor-made renewable diesel filtration solutions based on an in-depth understanding of the manufacturing process and business constraints of the biofuel industry. The product lines of filterable adsorbents, and diatomaceous earth (DE) and perlite filter aids, help producers utilize a wider range of feedstock—including “dirtier” fats and oils—needed to meet rapidly growing demand as renewable diesel and sustainable aviation fuel become the fuels of the future for road and aviation transportation.

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A Varied, Extensive Portfolio Imerys filter aids have the flexibility to remove contaminants with the widest range of permeability available. Celite, the DE filter-aid product line, is derived from the remains of microscopic fossilized algae. Imerys is the global leader in diatomite production, mining from freshwater and saltwater deposits in California, Washington and Mexico. Harborlite, the perlite filter-aid product line, is produced at numerous expansion plants located across North America. Expanded perlite particles are precisely milled to the desired particle-size distribution to filter a wide array of contaminants with a high solids-holding capacity. Perlite is between 30 percent and 50 percent lighter in density, therefore reducing waste-disposal costs. With more than a century of production experience and technical expertise, the Imerys filtration team can assist plant operators and their engineering support teams to optimize their filtration-system performance.

with bleaching earth, allowing a significant reduction of bleaching-earth loads while reducing oil loss.

Proven Solutions for Common Feedstocks

SEM image of expanded milled perlite PHOTO: IMERYS

SEM image of diatom PHOTO: IMERYS

Cynersorb eliminates poor filtration functionality of current adsorbents by starting with a filter aid and then adding proprietary surface engineering.

The DE substrate is used for solidliquid separation, trapping colloidal contaminants within its micropores. This 3D network is also used as a substrate to hold a high-surface area, reactive silica-gel layer, which adsorbs soluble contaminants. Finally, this silica gel is used to carry chelating chemistry that reacts with the remaining contaminants, transforming them into filterable or adsorbable species.

More liquid can be filtered through Cynersorb, allowing the reduction of current filter aids and increasing production capacity. Internal voids also trap particulate contaminants so fast flow is maintained even with very cloudy rendered fats or used cooking oils (UCO).

It is more effective at breaking down soaps, phospholipids, trace metals and polar contaminants than current solutions. Cynersorb works synergistically

A case study of distillers corn oil (DCO) showed that Cynersorb removed metals content to 5 ppm and phosphorus to below 1 ppm. Free fatty acid levels were not reduced, so there was no yield loss. Again, blending Cynersorb with bleaching earth showed a synergistic removal of phosphorus and metals with improved filtration. Cynersorb enhances the performance of bleaching earth with faster flow rates and higher yields, reducing filter cycles and waste.

As biofuel production grows, so does competition for feedstock. Producers are drawn towards lower-quality feedstocks, either due to their more favorable carbon-intensity (CI) values or lack of availability. The increasing use of UCO and waste animal fats as feedstocks pose challenges in terms of higher levels of soaps or phospholipids, glycerol and trace metals that need to be removed as part of the refining process. Imerys has performed extensive internal and external testing and worked with customers to understand the pretreatment requirements for specific feedstock blends, including pilot trials conducted Improved filtration with Cynersorb

by Mohammad Shahin Alam, SOURCE: IMERYS head of the fats and oils program at Cost Reductions Achieved Texas A&M University. with Imerys Minerals Results of a beef-tallow case study Some larger plants could see a sixshowed that Cynersorb reduced to seven-figure cost avoidance by using phosphorus to 1.4 parts per million (ppm) our adsorbent and filter-aid technology and metals to below detectable limits, to remove impurities, reduce waste bringing the feedstock within renewable disposal, increase cycle lengths and diesel requirements for hydrotreating. lower powder-dosing rates. We work The synergic adsorption of phosphorus closely with customers to help identify by blending bleaching earth with new solutions to problems that have Cynersorb brings production efficiencies. yet to happen. Imerys’ proven track A blend of 0.4 percent bleaching earth record and innovation are core to our and 0.1 percent Cynersorb performed reputation. If you’d like to discuss how better than either adsorbent individually, we can help you increase filtration with more than 90 percent phosphorus capacity, reduce your filtration costs or removal. The higher permeability added improve your product quality further, to the body feed opens the filter cake to please reach out. improve flow rate in addition to improving contaminant removal.

Authors: Neal Williams Research Engineer, Imerys neal.williams@imerys.com Jim O’Neil Sales Manager, Imerys james.oneil@imerys.com Biobased DieselTM Winter 2024 [53]

Feedstock Flexibility...

How far do you want to go?

CynerSorb®, Celite® and Harborite® Our range of mineral filter aids and filterable adsorbents allows dirtier fats and oils to meet feedstock specifications of renewable diesel, biodiesel and other olechemical plants.

ANY QUESTIONS? Contact us at: www.imerys.com marketingna@imerys.com Linkedin/@imerys

SCAN ME

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IES G O L O N ECH T L E S E I ADER E L BIOD T E K MAR E H T M FRO customized perfection

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>70

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CO2 reduction

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