Photo by Kopper. Licensed under Creative Commons license 2.0.

Missouri has its fair share of complicated biodiesel relationships. On the one hand, there is the side that's against the biofuel. On the other, hand we have the state's push for a biodiesel mandate of five percent. As part of that push, fifty "agricultural economists, truck drivers and petroleum specialists" (as described by KOMU) spoke about the state's B5 mandate yesterday. While some see the environmental and economic benefits of using B5, others who spoke at Holt's Summit said the mandate was unfair. One complaint is that the biofuel only gets blended in if biodiesel is cheaper than standard petroleum diesel. One reason to pay special attention to the Missouri case is that it would match the highest biodiesel mandate in the country, if implemented.

[Source: KOMU]

Gas2.0, a website focused on biofuels, has published a very interesting set of 22 dispelled biodiesel myths. Some of them are dispensed with very straightforwardly and all are in favor of using biodiesel.

The, um, busted "myths" range from common confusions between ethanol and biodiesel to the real impact of biodiesel in the environment and how easy or difficult is to find. Common questions about its use directly in cars, its impact on power and consumption, exhaust smell and emissions are also answered.

One issue which, in my opinion, is not clearly answered is what happens to warranties on new cars whem biodiesel is added to the mix. Sure, only a few carmakers clearly state which blends of biodiesel are accepted (PSA, for instance), a little more info on this topic would've been nice.

[Source: Gas2.0 (h/t to Clayton)]

Farmers in Washington State are experimenting with canola for biodiesel production as a new cash crop to supplement existing diary or vegetable crop income. Conditions in Snohomish County, which boasts cool temperatures, moist sea air and good soils, are proving to be so ideal for canola growing that yields are vastly outpacing European norms. Last year Snohomish County farmers averaged 158 gallons / 598 L of biodiesel per acre of planted canola compared to just 84 gallons / 318 L of biodiesel per acre in Europe.

Snohomish County, looking to power its 325 diesel vehicles and generators from B20 canola biodiesel, put up $30,000 last year to help fund the experiment and will contribute a further $125,000 over the next two years. Canola biodiesel is about 30-40 cents per gallon more expensive than soy biodiesel but rising fuel prices over the northern Summer could see this issue dissolve if diesel is more expensive than both.

Analysis: Washington state has a mandatory B2 policy in place and has already discussed increasing the blend to five percent in the future. Ideally the state would like to produce its entire biodiesel needs from locally grown feedstocks to bolster their local farming economy.

Related:

• Biodiesel startup Planetary Fuels set for lift off
• NEVs may get more speed in Washington State
• Canola biodiesel crops could damage seed crops in Washington state

[Source: Herald Net]

With the growing acceptance of biodiesel, the fuel has become more available and standards are being created to make sure that all biodiesels are created equal. With some of those hurdles being overcome, manufactures are able to do a better job of testing and ensuring that their engines will operate on biodiesel blends with a higher concentration of renewable fuels. Cummins has done exactly that, and has announced that their 2002 and later emissions-compliant ISX, ISM, ISL, ISC and ISB engines are now certified for biodiesel blends up to B20, up from the previous B5. I would expect more of this type of announcement in the future.

[Source: Renewable Energy Access]

New Mexico has voted a through a House Bill that would require all diesel fuel sold in the state to be B5 by 2012. The bill, which passed the House in a 47-8 vote, moves to make diesel fuel containing five percent biodiesel compulsory for all state agencies and public schools from July 2010 onwards. All diesel fuel would move to a B5 blend by July 2012. In case of poor product availability or excessive price however, the measure could be suspended by officials.

Analysis: Politically, moving to introduce locally produced, renewable biofuels and reduce "dependency on foreign oil" has become a good move. Of course, we all win when the politicians move to legislate for biofuel use and I don't doubt that five percent across the annual usage of a state like New Mexico would really add up. Let's hope it passes through the senate as easily.

Related:

• Minnesota passes legislation to generate 25 percent renewable energy by 2020
• New Congress sets energy strategy; will address issues with piecemeal approach
• Congress loves biofuels forever. Will biodiesel and ethanol credits become permanent?

[Source: Las Cruces Sun-News]

A joint project to commercialise bio-hydrofined diesel (BHD), a second generation biodiesel fuel, has been announced by partners the Tokyo Metropolitan Government, Nippon Oil Corporation (ENEOS), Toyota Motor Corporation and Hino Motors, Ltd. The project was developed as part of the Tokyo Metropolitan Government's 10 Year Project for Carbon Reduction in Tokyo designed to promote carbon reduction by private companies and citizens.

Toyota and ENEOS have been working together since 2005 on BHD technology which will now be field tested in city buses using a 10 percent BHD biodiesel blend as part of the new joint project with the Tokyo Metropolitan Government. BHD is produced through a process of hydrogenating vegetable oil and animal fats, resulting in a diesel fuel substitute which is more resistant to oxidation than conventional biodiesel known as fatty acid methyl ester or FAME. The reduction in oxidation allows for BHD to be more readily utilised in higher diesel blend concentrations than FAME biodiesel.

Toyota and ENEOS aim to commercialise the second-generation biodiesel fuel that can be used in blends with diesel fuel above the 5 percent limit set by the Japanese Law on the Quality Control of Gasoline and Other Fuels. In addition to the BHD field testing, the Tokyo Metropolitan Government has already committed to introducing a B5 biodiesel blend to its city buses, starting in 2007, to take the initiative in curbing drastically increasing CO2 emissions from the transportation sector.

Analysis: It seems like fuel technology is advancing almost as quickly as engine technology with this announcement of "second generation" biodiesel. It will be interesting to see if ENEOS can get the production costs down to a point where they are cost competitive with diesel and existing biodiesel blends. Great to see the Tokyo Metropolitan Government taking steps to reduce the carbon footprint of its mega-city.

Related:

• You put your weed in here - the Mercedes Hempcar on YouTube
• Colorado brewery turning waste CO2 from beer into biodiesel
• Audi SynFuel driving World Economic Forum

[Source: Toyota press release]

By now, we know all about the new ultra-low sulfur diesel fuel widely available throughout the States, but where does biodiesel fuel stand in relation to new emissions policies and technologies?

At the beginning of October, the American Society for Testing and Materials (ASTM) released a new specification for biodiesel fuel in an effort to ensure its wide acceptance. The new standard specifically limits the levels of calcium and magnesium that could potentially clog particulate filters which are needed to meet 2007 EPA emissions standards.

The new specification, D6751-06a, covers pure biodiesel. However, these changes were deemed necessary for the eventual approval of a new B20 specification that will hopefully gain universal acceptance. Already, all major original equipment manufacturers (OEMs) support B5 and lower blends as long as they meet ASTM standards. A vote on a new B20 specification is scheduled for December and depending on the outcome a final approval could come as early as spring of next year.

[Source: National Biodiesel Board via Earthtimes.org]

Twincities.com has up an AP mini-story on city busses in St. Paul and Minneapolis that will soon be running on a little bit of biodiesel added to their diesel fuel. The busses will start using B5 this summer. Minnesota state law requires all diesel fuel sold in the state to be at least B2, so the Metro Transit should be applauded for exceeding the legal limit. While one government official says there has been no negative impact of the fuel on the busses engines, it does get awfully cold in Minnesota so it’s unlikely we’ll see the percentage of biodiesel, which gels in cold temperatures, used in the busses grow too high any time soon. [Source: TwinCities.com, Photo from AOL Hometown]