No matter who in the biodiesel industry I talked to in January, the same question inevitably came up: "Will you be at the National Biodiesel Conference?" 
 

 My answer each time was, "Absolutely. Let's find time to talk down there." After a couple of weeks of telling people this, I started to realize that I'd have a lot of people to track down in a very short period of time when I got to Ft. Lauderdale. Maybe it's time for a BlackBerry. 
 
 Seriously, that's what these conferences are all about-doing as much as you possibly can in a few short days. Whether it's renewable fuels, farming, oleochemicals or petroleum, the events we attend in the biodiesel industry are as much about doing business and making new contacts as they are about becoming informed. Of course, these meetings also provide great opportunities to catch up with friends, enjoy the weather (if we're lucky) and have fun. 
 
 This particular issue of Biodiesel Magazine is being distributed at the 2005 National Biodiesel Conference. Maybe you're there now reading it. This year, the magazine is 24 pages heavier than it was when the publication was introduced at the first National Biodiesel Conference in 2004. In a way, the magazine and the conference are growing up together. There is something very promising about that. 
 
 Speaking of growing up, the biodiesel industry itself has gone from infancy to adolescence in the decade that has passed since Bryan Peterson, captain of the Sunrider expedition, took a 24-foot Zodiac boat fueled with biodiesel around the world. Aspects of Peterson's amazing voyage are described in "Around the World on Biodiesel" on page 26. When Peterson began planning his voyage in 1991, the National Biodiesel Board had not been established. In fact, the word "biodiesel" had not even entered the vernacular of the U.S. soybean industry.
 
 The progress of the biodiesel industry since that time, Peterson said, is a testament to the fuel itself. It's also a testament to the founders of this industry-farmers, scientists and entrepreneurs-men and women who have taken a novel concept and turned it into a worldwide movement.
 
 
 Tom Bryan
 Editorial Director
 tbryan@bbibiofuels.com

156-1294329157.jpg

Editor's Note

The National Commission on Energy Policy released its report "Ending the Energy Stalemate: A Bipartisan Strategy to Meet America's Energy Challenges" in December. The 148-page report recommends establishing a 10-year $1.5 billion program to increase domestic production of non-petroleum renewable transportation fuels. The funding would be directed toward improving process efficiencies for converting plant material and wastes to ethanol and biodiesel, and improving energy crop productivity. The full report is available at www.energycommission.org.

NCEP releases energy report

More than 211 million liters (55.7 million gallons) of biodiesel are required by 2010 to replace 5.75 percent of diesel fuel in Ireland, according to a December report by Sustainable Energy Ireland (SEI). SEI is Ireland's national energy agency that promotes and assists environmentally sustainable production, supply and use of energy. Liquid Biofuels Strategy Study for Ireland provides government policy recommendations, names potential biodiesel feedstocks and details lifecycle emissions of those feedstocks. The full 105-page report can be found online at www.sei.ie.

SEI releases Ireland biofuels report

Two universities received federal grants for oilseed crop research through the Omnibus Appropriations Bill (H.R. 4818). The University of Idaho received $1.2 million for canola research. Montana State University's Institute for Biobased Products & Food Sciences received $567,000. Institute Director Duane Johnson said eight crops are being studied to find the most cost-effective biodiesel feedstock. He said camelina, an oilseed crop native to northern Europe, has similar canola yields but half the biodiesel production cost.

Biodiesel research projects receive federal funds

North Carolina appears to be on the threshold of producing its first drops of biodiesel. Production facilities are proposed in Rocky Mount and Autryville while a small-scale project appears ready to produce biodiesel in an innovative way. A proposed vehicle research center may also someday test vehicles using the fuel.
 
 A proposed project in Pittsboro, N.C., would turn wastewater into biodiesel via an innovative wastewater treatment system. Pittsboro has applied for a $3.1 million grant to partially pay to pipe 65,000 gallons of treated wastewater per day two miles from the town's treatment plant to the Central Carolina Community College campus. From there, the water will be filtered and used to irrigate plants intended to create biodiesel.

 
 Lisa Schell, public information officer for the North Carolina Clean Water Management Trust Fund, said the grant would go through a preliminary review April 18-19. The final review will come in the early summer. Schell said reusing waste effluent from a plant and diverting it for other uses is fairly common in grant applications. However, this is the first time the effluent will be used to irrigate fields dedicated to biofuels.
 
 Grant funding is approved by the state General Assembly. Thus far, the Trust Fund has awarded $480 million to 630 grant requests since 1996. The community college irrigation plant would cost an estimated $7.2 million. If approved, the project could be completed by 2008, according to the application. Pittsboro Town Manager David Hughes said the wastewater treatment plant upgrade would need to be completed before such a project would begin.
 
 Another North Carolina project may help the state become a leader in automotive research. Plans appear to be moving forward on the Advanced Vehicle Research Center of North Carolina (AVRNC). The proposed center will be a public/private enterprise that would develop a 630-acre site specifically for research and development testing of new automotive and transportation technologies.
 AVRNC Managing Director Richard Dell said a funding package would be considered before the state legislature in late January. The project would be developed in two stages. The first includes a two and a half mile track, garages, dynamometers and emissions testing equipment, and biodiesel and ethanol refueling facilities. The second stage would be developed following input from clients. Dell said he's already received interest from several potential clients. "We need to make sure people know this is not a 'field of dreams' project," he said. "It's a 'What is it you want and we'll build it' type project."
 
 The center's mission is to provide a modern automotive testing facility for use in the design, development, testing and certification of advanced vehicle technologies, subsystems and components. The center was originally designed for small businesses, but several large automakers have expressed interest as well because it is less expensive to outsource to such testing locations.
 Dell said if the funding proposal is approved early in the legislative session, groundbreaking could occur in the first quarter of 2005. He said an aggressive timeline would be to have a functional facility by the fall.

An aerial view of the proposed AVRC site.

157-1294329158.jpg

North Carolina biodiesel-related projects await funding

Three biodiesel pumps have recently opened … and with favorable results. Biodiesel Magazine brings you the latest news in where consumers can purchase the renewable fuel.
 
 In the small town of Bridport, Vt., population 1,200, biodiesel has arrived at Boise Citgo on Route 22A. The station is currently selling B20 blends, but hopes to sell B100 this summer in order to avoid clouding or gelling issues. Citgo owner Joe Boise started with 275 gallons of B20 in mid-December but demand was so great, he ran out by the end of the month. He increased his storage capacity, and a 500-gallon shipment arrived over the New Year's Eve weekend. World Energy is the station's supplier.
 
 Benton Oil is offering B20 at its Midnite Oil station in Chattanooga, Tenn. The blend comes from U.S. Biofuels Inc. in Georgia and is made from chicken fat. It is the fifth public biodiesel station to open in east Tennessee, according to Jonathan Overly of the East Tennessee Clean Fuels Coalition. The company also opened its private 2.3 million gallon diesel terminal to the public in January, reserving a 20,000-gallon tank for B100. It will blend any amount for customers. Benton Oil serves customers mostly in Alabama, Georgia and Tennessee.
 Sevier Farmers Co-op in Seiverville, Tenn., has done away with regular diesel fuel altogether and only offers B5 blends of onroad fuel at its gas station on West Main Street. Regular diesel is still used in fueling offroad vehicles, however. The station had a ceremony to celebrate the environmental move. Jeff Ailey told Biodiesel Magazine that everyone in the area is excited about the renewable fuel. The co-op ordered 6,000 gallons of biodiesel for its first shipment from Clinch River Valley Energy Group, Ailey said. City and county vehicle fleets will use this blend. The co-op plans to increase the blend to B10 in four months and B20 by next year.

Well I told Steph about what had happened and she didn't believe me.... it made me cry after she got off the phone. I'm not sure what hurts worse- not believing me or the fact she turned it back again

158-1294329159.jpg

Pumps open in Vermont, Tennessee

According to the National Biodiesel Board, there are currently no commercial-scale biodiesel facilities in the Pacific Northwest. However, that may be about to change.
 
 Seattle Biodiesel LLC is 90 percent complete with construction and plans to begin producing biodiesel within a month, according to John Plaza, president and founder of Seattle Biodiesel. "We are well funded for a strong entry into the market and are excited about our prospects of being on the forefront of biodiesel production in Washington State," Plaza said. The facility is being built in an industrial section of Seattle. The plant is expected to produce 2 mmgy of biodiesel the first year and eventually ramp up production to 5 mmgy. Feedstock will consist of virgin oils with an attempt to use canola and mustard.

 
 Los Angeles-based Baker Commodities Inc. is considering a 10-mmgy biodiesel plant in Seattle as well, according to Fred Wellons, Baker's director of Research and Development. The company already processes grease and animal fats at plants in Tukwila and Spokane, Wash.
 Sustainable Systems LLC Managing Member Paul T. Miller told Biodiesel Magazine that the company is in the preparatory stages for a scalable 7.5-mmgy biodiesel plant in the Pacific Northwest. The company already has an oilseed crusher located in Washington.
 	
 The push for biodiesel production Oregon may have received a boost from Gov. Ted Kulongoski. The governor's global warming advisory group issued a report claiming the state produces six times its share of carbon dioxide. According to the Oregon Strategy for Greenhouse Gas Reductions, 84 percent of Oregon's greenhouse gas (GHG) emissions in 2000 can be attributed to carbon dioxide. The advisory group poses a long-term goal of reducing GHG levels to at least 75 percent below 1990 levels by 2050. The use of biofuels such as biodiesel is mentioned as a possible way to decrease GHG emissions.
 
 Oregon Biofuels LLC and Treasure Valley Renewable Resources LLC are listed on the Oregon Department of Agriculture Web site as possible biodiesel projects in that state.

Pacific Northwest edges closer to biodiesel production

On Dec. 9, the Diesel Technology Forum released an Energy Information Administration (EIA) report outlining the need for increased energy efficiency in the U.S. transportation sector. Allan Schafer, EIA executive director, told Biodiesel Magazine the report reaffirms the market viability for efficient light-duty diesel vehicles. Jeep's Liberty CRD, which is factory filled with B5, was cited by the organization as one of four new models on the market.

EIA report reaffirms need for diesel vehicles

Biodiesel plants could be built near Clarksdale, Miss., or New Albany, Miss., according to Larry Freeman, a Blackwell Investments consultant. Blackwell is in negotiations with local governments to get the plants built, possibly within the year. The Clarksdale plant, for example, would produce 20,000 gallons of yellow grease per day, or 5.2 mmgy. Freeman has also done work for Biodiesel of Mississippi, a proposed plant near Nettleton, and said Gulfport and Birmingham are two other sites that could attract biodiesel facilities. Anyone interested in these projects should contact Freeman at (662) 538-0403.

Biodiesel company eyes Mississippi

Simple Fuels LLC of Reno, Nev., is preparing to commission a biodiesel production facility in Northern California, according to Manager Jamie Lutch. The company would process yellow grease, while it assesses the suitability of locally grown canola as an alternate feedstock. Capacity will start at several hundred thousand gallons per year with future expansion possibly reaching 1.5 mmgy. Depending on the fund raising schedule, the plant could be operation by spring 2005. Investment opportunities are available; for more information, contact Lutch at investor@simplefuels.com.

Simple Fuels moves toward biodiesel

More fleets across North America are warming up to clean, renewable biodiesel. Here is a look at a few fleets that have made the switch recently:
 
 On Dec. 10, the Vancouver Island Biodiesel Evaluation Study (VIBES) began to test B20 in various public and private fleets including postal services, school districts and the city of Victoria, British Columbia. Seventeen diesel vehicles will use approximately 400,000 liters (105,668 gallons) of B100 over the next six months, according to Kees Schaddelee, WISE Energy's senior managing partner. WISE Energy, a Victoria consulting firm specializing in biodiesel project and market development, is managing the project. An emissions tracking network will be set up for the fleets to account for their current and future emissions reductions resulting from the use of biodiesel. Vancouver Island-owned Columbia Fuels will be distributing the biodiesel blend to the participants. More information about the project can be found at
 www.vibesproject.ca. 
 
 The city of Bangor, Maine, is switching to biodiesel as part of a resolution for hazardous waste and clean water complaints by the U.S. EPA. Violations of federal hazardous waste management and water-quality laws were discovered during a 2001 EPA inspection. In order to meet EPA stipulations, Bangor will now use B20 in its entire diesel fleet of about 100 vehicles. "It's a new, exciting fuel we are going to use," 
 
 Bangor Equipment Director Bob Dawes said. He said the city would start using B20 this spring to work out any problems that might occur before the next winter season. Dawes added he doesn't foresee any problems other than possibly changing a few fuel filters. World Energy Alternatives will provide the fuel through Irving Oil Co. Dawes said he typically uses around 200,000 gallons of fuel per year.
 
 Several Pima County, Ariz., school districts will be switching to B20 as early as February through what they believe is the first cooperative fuel agreement of its kind in the United States, according to Colleen Crowninshield, Clean Cities Coordinator for the Pima Association of Governments. The agreement is expected to allow participating district schools to have access to lower cost B20. Crowninshield said six schools are already committed to the agreement, and three more are considering it. She said an intergovernmental agreement is being developed for schools outside the district that may be interested in joining the program. World Energy will supply the biodiesel.
 

 Up to 16 school districts in Colorado's Front Range will be using World Energy-supplied B20 in their school bus fleets. The project, called "Clean Yellow Fleets for Blue Skies," will install pollution-control equipment and provide funding for biodiesel in the districts. Most of the fleets switched to biodiesel in October, said Sarah O'Keefe, program manager for the Regional Air Quality Council (RAQC). The RACQ and the districts received $400,000 worth of funding through an EPA Clean School Bus grant. A second round of funding from the Federal Highway Administration is expected later this year.

159-1294329159.jpg

More U.S. fleets experience benefits of biodiesel

Chilly winter temperatures keep consumers cranking up the thermostats at home, and likewise using up more heating oil. Now, consumers in the Northeast have the option of using an environmentally friendly heating fuel, thanks to Fred M. Schildwachter & Sons.
 
 The company, a century-old family-owned retail and wholesale fuel oil and diesel terminal in Bronx, N.Y., began offering BioFuel, a home heating oil product consisting of 20 percent soybean oil and 80 percent low-sulfur heating oil. David J. Schildwachter, a company principal, told Biodiesel Magazine the American JOBS Creation Act of 2004 will give his company tax incentives that lower the price of BioFuel, making it the same price as regular heating oil. The JOBS Bill went into effect Jan. 1.
 
 "We're selling biofuels at heating oil price," Schildwachter said. "We think it's a win-win for the customer because it also helps us reduce our dependence on foreign oil. It's a drop in a bucket, but it's a step in the right direction."
 
 Schildwachter said the company decided to offer the product because, in his own words, "it's a premium product. It' burns cleaner, there's no sulfur in soybeans, the combustion is clear and there's less particulate matter." Some argue that BioFuel costs more and has a lower heating value. To those people, Schildwachter says, "There's a trade-off here. There may be a small Btu variance in the product, but it's cleaner. In our own experience, we have 30 diesel fuel delivery trucks, one of the heaver vehicles, and it's had no problem with demission of power. And 
 
 Europe has been using this fuel for years."
 
 One other company, Abbott & Mills in New Jersey, has offered a B20 BioFuel blend for the past three years. Schildwachter said their product has been well received.
 
 The company's 5 million gallon terminal in Bronx has possibly the best location for a fuel distributor. It's near Interstate 95, which runs north and south along the East Coast; the Whitestone Bridge and Frog's Neck Bridge, which give passage to Queens; and the George Washington Bridge that connects to New Jersey.
 
 Fred M. Schildwachter & Sons began offering biodiesel fuel blends in November 2002 and sells approximately 2 mmgy of the soybean-based renewable fuel. World Energy supplies B100 to the company, and then ironically buys back a blended product through its various contracts with fleets like the U.S. Postal Service.

 
 Look for full-page advertising from Fred M. Schildwachter & Sons in the February issues of Newsweek, Time, U.S. World and News

Fred M. Schildwachter & Sons in Bronx, N.Y.

160-1294329160.jpg

The company's diesel fuel delivery trucks bring BioFuel, a heating oil mixed with 20 percent biodiesel, to cutomers.

161-1294329160.jpg

N.Y. terminal offers bioheat to Northeast

In December, multiple media outlets reported problems related to biodiesel use at resort towns in the Colorado Rockies. However, it appears that neither biodiesel nor cold weather were at the crux of it. The verdict is still out on exactly what went wrong-and each case is probably unique-but early indications point to improper fuel blending and perhaps extraneous factors such as elevation. 
 
 In late November, the town of Breckenridge, Colo., suspended its use of B20 after running up against "unacceptable levels of filter plugging" in its fleet vehicles. Dan Bell, assistant director of public works for the resort town, told Biodiesel Magazine that the town of Crested Butte, Colo., reported similar problems and, together, they were working to find out what went wrong. Bell solicited the help of researchers at NREL, who were analyzing samples of the fuel, as well as some of the fuel filters that experienced plugging. The fuel did contain cold-flow additives, Bell said. 
 
 "Based on what I have observed, I believe this is not a result of cold weather alone," Bell said. "There could be a real story to tell here once we find out exactly what's happening, and why."
 
 Bell does have theories, however, and he said he is certain that the problems in Breckenridge are not related to fuel quality. "I think it's a strange anomaly of some sort," he said, adding that blending techniques could be involved. 
 Breckenridge's elevation of 9,603 feet might be playing a role in the problem, too. "I have to believe that, because the same fuel is used at lower elevations with no issues," he said. "However, we really need to wait until more work is done on the samples to determine where to go from here. We'll hear from NREL and see where that leads us." 
 
 A third resort area in Aspen, Colo., encountered its own problems with B20 in early December. However, the problem had nothing to do with the effectiveness of biodiesel in cold weather and the resort is still using B20, according to Auden Schendler, Aspen Skiing Company's director of environmental affairs.
 
 Aspen Skiing began experiencing plugged fuel filters on a handful of trail-grooming snowcats when temperature dropped well below zero. Schendler blamed the problem on improper blending of B20 in one 30,000-gallon refueling tank. He said that the fuel supplier blended the fuel at the tank instead of the plant. This might have led to an inconsistent fuel mixture, according to Schendler.
 
 "Even some of the mechanics were saying it wasn't the biodiesel," Schendler said. "It was minus 40 on that mountain so even regular diesel engines will have problems. That's what is frustrating for me. We've been using [biodiesel] for three years in extremely cold conditions, and this was the first problem."
 

 Aspen Skiing tested biodiesel the previous two winters at elevations up to 12,000 feet, and this is the first fuel-related problem to arise. Schendler said cold-weather additives are being used. 
 
 The company typically uses about 260,000 gallons of B20 on four mountains in one winter season. The biodiesel program costs about $50,000 annually. Aspen Skiing uses biodiesel in 50 snowcats and several back-up diesel generators for electricity-run ski lifts. There have been no further problems with biodiesel since December, Schendler said.
 -Staff Report

162-1294329161.jpg

Filter plugging in the Colorado Rockies addressed

The year 2004 was the most impactful so far in the history of biodiesel development. As we surge forward into 2005, it is appropriate to take a look at the industry's priorities and what might be in store for biodiesel over the next year. 
 
 The first part of 2005 is sure to be filled with activities dealing with implementation of the new biodiesel tax incentive, which took effect on Jan. 1. The Internal Revenue Service (IRS) has issued a preliminary guidance document (available on the National Biodiesel Board Web site), but the final guidance will not be available until April or May. The IRS has been working with the National Biodiesel Board (NBB) and has appointed an industry advisory committee to help develop the implementing regulations. Until those regulations are published, biodiesel stakeholders are advised to take a very narrow interpretation of the preliminary guidance and to seek the advice of a qualified tax professional.
 
 Other regulatory priorities in 2005 will include an effort to extend the tax incentive. The tax credit is currently scheduled to expire December 2006. Another regulatory priority will be to work with our allies in the ethanol industry to resurrect the Renewable Fuel Standard (RFS), which was included in last year's failed energy bill.
 
 As the new Congress gears up, work will resume on a new comprehensive energy bill as well as a comprehensive transportation bill. These two pieces of legislation appear to be the most likely vehicles for the tax credit extension and the RFS. Work will also begin in 2005 on the creation of a new Farm Bill, which expires in 2006. The energy title of the 2002 Farm Bill included several renewable energy programs, including the Bioenergy Program.
 
 2005 is also likely to see heavy activity in the area of state legislation. The Minnesota B2 requirement is on schedule to take effect in the summer of 2005, incorporating 2 percent biodiesel blends in all diesel fuel in the state. Likewise, other states are expected to introduce legislation aimed at increased production and use of biodiesel. NBB will work with state, regional and national stakeholders to support state legislation on a case-by-case basis. 
 
 Finally, NBB will continue its overall program of research, education and outreach with the petroleum industry, engine and equipment manufacturers, and consumers. While the hard work continues, we can expect biodiesel to thrive in '05.
 
 
 

 Joseph Jobe
 National Biodiesel Board
 Executive Director

NBB In Sight

Air quality is a critical issue for workers who use diesel engines in confined spaces, and using biodiesel fuel in mining equipment is one way to help protect their health. The Kansas Soybean Commission, Hutchinson Salt Company and National Biodiesel Board (NBB) hosted a tour of the salt company's mine in Hutchinson, Kan., on Dec. 22. The Hutchinson Salt Co. is the first mine of any kind to use B100.
 
 "We use B100 biodiesel in everything underground that runs on diesel," said Max Liby, vice president of Manufacturing at the mine. "The main benefit is we've cleaned up soot in the air and have cut particulates. Workers, particularly the operator of the loaders, like the soy biodiesel much better because they say particulates do not get in their nostrils and the air is noticeably cleaner. Also, lubricity is much greater than if we used regular diesel fuel, so the injector pumps and injectors work more efficiently. The soy biodiesel actually cleans the injectors."
 
 Hutchinson Salt Co. began using biodiesel in June 2003 and used 31,229 gallons of B100 in the first year.
 "Biodiesel is a great fuel for use inside mines," said Harold Kraus, soybean farmer and NBB director. "It is made from a natural product, so what the air mine workers breathe from B100 is also natural. Besides cutting emissions, biodiesel also has a pleasant odor when it burns.
 "Soybeans are important to Kansas not only for the vegetable oil biodiesel comes from, but also for the animal industry, as Kansas is the largest producer of packed beef in the United States," Kraus continued. "The animal industry is the largest user of soybean meal for its feed, plus the waste fat from animals can be made into biodiesel."
 
 Biodiesel is the first and only alternative fuel to have fully completed the Health Effects testing requirements of the Clean Air Act. "There is a recognition that petroleum-based products, with their toxins, are affecting the health of the people," said Dr. Bailus Walker, past president of the American Lung Association of Washington, D.C., with a Master of Public Health degree. "There's no question about it-the epidemiological data is there, and it is solid. We need to explore in a more aggressive way alternative fuels. I would strongly recommend, as a health professional, we take a hard look at what is being accomplished with biodiesel."
 
 Mitch Holmes, Kansas state representative, and Terry Bruce, Kansas state senator, were some of the dignitaries present at the tour. Other speakers included Jerry Wyse, Kansas Soybean Commission Chairman; Clark Duffy, Air and Radiation Director for Kansas Dept. of Health and Environment, Division of Environment; and Lee Spence, who is in charge of the mine's underground vault storage. Spence said since the mine stopped using diesel fuel, storage clients have not complained of diesel soot on their stored items. 
 
 The speakers stressed the importance of biodiesel-the alternative fuel with the highest energy balance-reducing independence from foreign oil. "Hutchinson Salt Company is a leader and innovator in public health and safety," said Duffy. "The groups represented here today need to make sure word gets out and promote alternative fuels in those areas where air quality standards are not being met."
 
 The salt mine is one of more than 500 fleets using biodiesel. That number is expected to continue to rise, in part due to a biodiesel tax incentive bill that became law Jan.1, 2005. The tax incentive should make biodiesel more accessible to the general public because it will significantly narrow the cost gap between biodiesel and regular diesel fuel, which will in turn fuel demand and supply.

 Liby indicated the significance this legislation would have to the Hutchinson mine, if 100 percent biodiesel is approved for the incentive. 
 
 Currently it applies to blends. He said they want the credit to apply to them, but if it doesn't, they will continue to use biodiesel. "The clean air is worth it," he said.
 
 Other biodiesel users include the Missouri Department of Transportation, all four branches of the military, NASA, Harvard University, the National Park Service, U.S. Postal Service, L.L. Bean and others. Approximately 300 retail filling stations make various biodiesel blends available to the public, and more than 1,000 petroleum distributors carry it nationwide. Biodiesel offers similar fuel economy, horsepower and torque to petroleum diesel while providing superior lubricity.
 
 The Hutchinson Salt Company's main product is highway salt for inclement weather. Clients include the states of Missouri, Kansas, Oklahoma, Iowa and Illinois.
 
 More information on biodiesel in mines can be found at www.biodiesel.org/
 markets/min/.
 
 
 Hot Tips for Handling Biodiesel in the Cold 
 Like conventional diesel fuel, biodiesel cold weather properties require that users and handlers pay careful attention when dealing with the product in cold weather climates. It is extremely important to be familiar with the cold weather properties of both biodiesel and the generic diesel before blending the fuels together. 
 
 Blends of biodiesel will impact cold weather operability in direct relationship to the independent base analysis of the fuels being blended to create B2, B5 and B20. Therefore, the cold filter plugging point, cloud point and pour point of both generic fuels requires the attention of the blender. 
 

 "Become accustomed to asking your suppliers what the cold flow properties are of the diesel you are buying," said Paul Nazzaro, president of Advanced Fuel Solutions and advisor to the National Biodiesel Board. "This is just another example of an educated consumer having a positive operational experience through asking a few simple questions." 
 
 The same precautions taken with petrodiesel can be used to ensure trouble free operations with biodiesel. Traditional cold weather solutions for diesel work well with biodiesel, with the exception of commercial cold flow additives. To date, there are numerous additive marketing companies suggesting that their products resolve winter flow challenges independently of other critical elements known to resolve winter operability. However, a lack of empirical data makes industry leaders unable to support these claims. 
 
 Optional solutions to ensure satisfactory winter operability include indoor garaging of vehicles where possible, kerosene blending, and block and filter heaters. It is critical to keep fuel systems free of any moisture that may negatively impact winter operations as temperatures drop below freezing. Housekeeping protocols can go a long way in ensuring dependable winter operations. 
 
 If storing biodiesel in its neat form, heating biodiesel storage tanks, piping and associated delivery equipment to accommodate the pour point of biodiesel is mandatory unless diluting the neat biodiesel with 50 percent kerosene. Keeping biodiesel heated to 50 to 60 degrees Fahrenheit is highly recommended until you can ensure that you have satisfactorily blended it into the distillate product of choice. 
 
 The absolute lowest operating temperature of your base diesel fuel (measured by cloud point, cold filter plugging point and low temperature filterability test) must be adhered to before biodiesel blending. On average, B20 will increase the finished fuel cold weather operational temperatures by 2 to 7 degrees Fahrenheit. Keep that compromise in mind when sourcing your base diesel fuel. B20 has enjoyed a successful track record nationwide when these basic winter preparatory instructions are followed. 
 
 After following strict housekeeping protocols and blending the lowest operability generic diesel with biodiesel, you may still encounter operational problems in the field. It is important to approach cold weather downtime in a constructive way. If you are afflicted with some operational downtime, consider the following:
 
 1. Is it a widespread outage or a handful of vehicles in the fleet? Simply, if three trucks out of a fleet of 16 are down, it would appear that the issue is not with the fuel but with the units themselves. Check the last time those vehicles had maintenance performed, which should have included a filter change. It is not a bad idea to verify before the season starts what micron range the vehicle filter is. Commonly 5 to 7 micron range filters are specified; however in winter's harshest conditions, opening those filters up to 15 to 20 microns may actually allow the larger wax crystals (which form in fuel) to flow more easily through them.
 2. Water is a nasty contaminant in diesel, including both types of entrained water (hanging in suspension and bottom water). If left untouched, water, which freezes at 32 degrees Fahrenheit, will most likely restrict fuel flow from saddle tank to injector port. Commercial fuel deicers and a strict water control program will help keep this from occurring. 
 3. The fuel line, which runs from the saddle tank to the injection systems, normally is a long and narrow passage. It doesn't take much ice or wax to clog these narrow passages and eventually plug filter faces, restricting fuel flow. Both these detriments can be resolved, by eliminating or minimizing water and indicating the lowest operational performance specifications from a reliable diesel fuel supplier.
 
 IRS Issues Tax Incentive Guidance

 The biodiesel tax incentive from the American JOBS Creation Act of 2004 went into effect Jan.1, 2005. The IRS has published a guidance document related to the federal tax incentive for biodiesel. However, final guidelines have not yet been released. The IRS Notice 2005-04 on excise tax provisions added to tax code or affected by the American JOBS Creation Act, has been added to the National Biodiesel Board (NBB) Web site. You can access the Federal Register Notice at: www.biodiesel.org/news/taxincentive/
 IRS_Fuel_Tax_Guidance_Document_121604.pdf. 
 
 The published notice provides guidance that is general in nature and does not contain many specifics relative to the numerous questions that have been identified by the industry. The IRS will be asking for public comment on the notice and hopes to close the public comment period by the end of February.
 
 The IRS is presently developing detailed guidance documents for several critical aspects of the incentive, including producer registration and certification of feedstocks, among others. Members of the Ad Hoc Incentive Implementation Committee and NBB staff have been meeting with IRS and Department of Treasury staff, to develop detailed guidance documents. However, the IRS has indicated that these documents are still several months from completion. 
 
 This discussion will be a major topic at the National Biodiesel Conference and Expo in Ft. Lauderdale, Fla., on Jan. 31-Feb. 2, as IRS representatives will make presentations and answer questions in two sessions: Incentives from the Federal Government and Legislatures 101. The IRS also plans to have a booth at the conference. However, the only official guidance to date for industry members is the referenced notice above. 
 
 Entities that intend to distribute or blend biodiesel between now and the publication of the final guidance document are advised to proceed with caution and to take a very narrow interpretation of the law. NBB staff and contractors are not excise or income tax advisors; therefore, they recommend you seek the services of a qualified tax professional.

National Biodiesel Board applauds efforts to improve workers' air inside mine

Kansas salt mine becomes first to use B100

The Nebraska Soybean Board (NSB) elected new positions for Fiscal Year 2005 at a November meeting in Norfolk. Loyd Pointer of Sargent was elected secretary, and Mike Korth of Randolph was elected treasurer. Both positions are one-year terms.
 Greg Anderson of Newman Grove was re-elected as chairman of the NSB while Gregg Fujan of Weston was re-elected vice chairman. Both men will be serving their second term.
 
 Committees were also organized: Research and Production, chaired by Lisa Lunz of Wakefield; Domestic Marketing, chaired by Pointer; New Uses, chaired by Greg Greving of Chapman.

NSB elects officers

The Agricultural Research Service's Conservation and Production Laboratory in Bushland, Texas, received the first annual Southern Plains Area Greening Award. The award recognizes ARS Southern Plains locations demonstrating environmentally friendliness. The Bushland lab has been using B100 since 2000 to power stationary electrical power generators. "We hope to set a tough standard for the rest of the labs," Laboratory Director Nolan Clark said. Clark said B100 has provided better voltage control in the generators. The lab will begin testing emissions from biodiesel with varying feedstocks.

Texas research lab receives Greening Award

Two government organizations announced the availability of up to $15 million in grants to develop renewable energy and expand the economic propects and environmental benefits of biomass, including biobased products, bioenergy, biofuels, biopower and related processes. The USDA Natural Resources Conservation Service, on behalf of the U.S. DOE and USDA, is requesting pre-applications must be submitted by Feb. 15 to USDA-NRCS, Management Services Division, P.O. Box 2890, Washington, D.C. 20013-2890, Attn: Sheila Leonard. Eligible applicants include private sector entities, institutions of higher education, nonprofit organizations, national laboratories, and federal and state research agencies. Grants will be awarded competitively based on technical merit and program priorities. For more information, visit www.bioproducts-bioenergy.gov, or www.Fedgrants.gov.

U.S. DOE, USDA offer grants for biomass R&D projects

The nation's largest biodiesel supplier announced the opening of a lower Midwest sales office in Boardman, Ohio, on Dec. 14. World Energy also named Bob Gray as the lower Midwest and mid-Atlantic director of sales, who will oversee the Boardman office. The new facility will serve customers in Delaware, the District of Columbia, Indiana, Kentucky, Maryland, Michigan, New Jersey, New York, Ohio, Pennsylvania, Virginia and West Virginia, as well as Canadian provinces Quebec and Ontario.
 

 Gray has previous experience in wholesales, commercial and retail sales, supply management, transportation and logistics, marketing, and field development of wholesale and branded distributors.

World Energy opens Ohio office

World Energy Alternatives LLC was recently awarded a more than $6 million contract for over 3.7 million gallons of biodiesel for the U.S. Army, Navy, Air Force and federal civilian agencies. World Energy has been the principal supplier of biodiesel to the Department of Defense since the beginning of its biodiesel program, according to Graham Noyes, vice president of World Energy. The Department of Defense is World Energy's largest customer using tens of millions of blended gallons nationwide since 2001. "World Energy salutes the aggressive and practical leadership role the military has taken in reducing America's dependence on foreign oil," Noyes said.

World Energy awarded Department of Defense contract

Bioidiesel IndustriesBiodiesel Industries has one of the world's largest networks of biodiesel production facilities. The company's projects have been implemented with qualified joint-venture partners throughout the world. According to the company, it offers efficiency and quality control in standardized modular production units (MPU) capable of producing up to 3 mmgy. The MPU meets stringent U.S. and European standards. Multiple MPU's can be operated in tandem for higher capacities. Biodiesel Industries has a long-standing Cooperative Research and Development Agreement with the U.S. Navy (the world's largest consumer of diesel fuel), under which new standards for biodiesel production are being pioneered.
 
 Headquarters: Santa Barbara, Calif. 
 Contact: Russ Teal 
 Phone: (805) 683-8103 
 E-mail: info@biodieselindustries.com
 Web site: www.biodieselindustries.com
 
 
 
 BioDiesel International (BDI)
 BDI offers process engineering, construction, start-up services and customer support for biodiesel plants around the world. According to the company, the key to its success is a proven multi-feedstock technology that allows for the processing of several types of feedstocks-virgin vegetable oils, used cooking oils, animal fats or trap grease-with more than 20 percent free fatty acids, and without losses to high quality biodiesel. The biodiesel produced in the process conforms to European Union and U.S. standards. BDI focuses heavily on the rendering industry and provided the process design for a plant expected to come on line in Scotland in the first quarter of 2005; the facility will utilize animal fats and used cooking oils as production feedstocks. 
 

 Headquarters: Graz, Austria
 Contact: Wilhlem Hammer
 Phone: +43 316 4009 100
 E-mail: bdi@biodiesel-intl.com
 Web site: www.biodiesel-intl.com
 
 BioDiesel Technologies 
 GmbH (BDT)According to BDT, its successful process equipment is the result of professional research and development that started in the late 1990s; the company later entered the biodiesel market with state-of-the-art modular production equipment. Targeting investors that are keen on short delivery times, the Austrian producer claims that it can deliver its modular units in less than five months, providing "reasonable prices and quick return on investment." BDT's compact production units allow investors to "start with a modest capacity and enlarge it step-by-step." 
 
 Headquarters: Vienna, Austria
 Contact: Dr. Laszlo Kondor
 Phone: + 43 1 877 0553
 E-mail: kondor.l@biodieseltechnologies.com
 Web site: www.biodieseltechnologies.com

 
 
 
 Biodiesel Systems LLC 
 Biodiesel Systems is able to plan, design, supply, build, invest in and guarantee turnkey biodiesel plants of varying capacities, according to the company. The limited liability corporation signed a licensing agreement in mid-2004 with Germany's Agrar Technik (AT) that gives it exclusive North American rights to design and build biodiesel plants using AT's proven biodiesel process technology. AT has built biodiesel plants in Germany, Poland and Spain. According to Biodiesel Systems, the AT process provides reliability, flexibility and "scalability" that many project investors find attractive. The company's continuous process is multi-feedstock oriented. 
 
 Headquarters: Madison, Wis.
 Contact: Rudolf Fischer
 Phone: (608) 244-7901
 E-mail: rfischer@biodieselsystems.biz
 Web site: www.biodieselsystems.biz
 
 
 
 Biosource Fuels LLC 

 Strategically aligned with the Dupps Company, an international construction firm with the ability to design, build and install high-quality process equipment and systems, Biosource Fuels offers a continuous biodiesel process technology. According to the company, its process has a number of enabling factors that differentiates from other technologies on the market. The company has a proprietary multi-feedstock production process that is insensitive to free fatty acid content. This reportedly allows producers to manage production with a cost-effective inventory of feedstocks. The company's process also eliminates the water wash process. Biosource Fuels advocates high-quality glycerin recovery. 
 
 Headquarters: Butte, Mont. 
 Contact: Dick Talley 
 Phone: (406) 723-2222
 E-mail: dickt@biosourcefuels.com
 Web site: www.biosourcefuels.com
 
 
 Bratney Companies
 Bratney Companies provides biodiesel plant equipment, engineering and construction services in cooperation with its technology partner, Cimbria Sket of Germany. Cimbria Sket engineers were instrumental in the development of a patented transesterification biodiesel production process with Oilmill Leer Connemann and Westfalia Separator, according to Bratney Companies. The proven process reportedly provides highly efficient feedstock conversion rates while consistently producing quality biodiesel and glycerin. A recently completed 15-mmgy plant for Bio-Olwerk Magdeburg features Cimbria Sket oilseed pressing, oil refining, transesterification, methanol recovery and glycerin distillation to pharma quality glycerin.
 
 Headquarters: Des Moines, Iowa
 Contact: Larry Groce
 Phone: (800) 247-6755

 E-mail: biodiesel@bratney.com
 Web site: www.bratney.com
 
 
 Capital Technologies 
 International (CTI) CTI is a private company headquartered at Carnegie Mellon University. CTI has a patent-pending process and sells (or offers joint ventures in) pre-assembled skid-mounted biodiesel plants with capacities ranging from 5 mmgy and up. The processing cost of this process, according to the company, is less than 20 cents per gallon, including the alcohol, labor and electricity. With this process, the catalyst does not circulate in the feedstock or in the resulting biodiesel. The process produces a pure glycerin valued at $3 per gallon, the company claims. Hazardous catalytic materials are never handled at the beginning of the process, and a water wash is not needed at the end of the process. The process produces up to 100 percent free fatty acids with no added costs. 
 
 Headquarters: Pittsburgh, Pa.
 Contact: Bruce Polatnick 
 Phone: (212) 995-1000
 E-mail: bruce@capital-technologies.com
 Web site: www.capital-technologies.com
 
 Crown Iron Works Co. 

 Crown Iron Works is a full-service engineering firm that provides process technology and equipment designs for oil and oilseed processing. Crown Iron Works provided the process design and equipment for one of the nation's largest continuous process biodiesel plants, West Central, a 12-mmgy facility in Ralston, Iowa, built in 2001 by Renewable Energy Group (REG). More recently, Crown Iron Works has provided the process designs for two large-scale biodiesel plants being built in Minnesota. According to the company, the fully continuous process obtains high yields in each phase of production and reduces emulsion losses. The process achieves efficient recovery of excess alcohol and water to reduce emissions, as well as a glycerin treatment step to produce a standard crude glycerin. 
 
 Headquarters: Minneapolis, Minn.
 Contact: Derek Masterson
 Phone: (651) 639-8900
 E-mail: sales@crowniron.com
 Web site: www.crown.com 
 
 Lurgi PSI Inc. 
 Lurgi PSI has the ability to provide complete turnkey biodiesel projects but is primarily known as a project integrator that can bring together services investors would need for a biodiesel project-from greenfield construction to plant expansions. The company is able to plan and build biodiesel plants ranging from 10 mmgy to 60 mmgy, usually using a continuous process that calls for virgin vegetable oils. The company also specializes in the design and construction of plants associated with biodiesel coproducts and processing, namely glycerin. Lurgi PSI has a wide range of experience in handling different material sources in the preparation/extraction of oil from the original seed. Maximizing the yield of the main process stream is the company's primary concern. 
 
 Headquarters: Memphis, Tenn. 
 Contact: Martin Kleber
 Phone: (901) 255-6434
 E-mail: mkleber@lurgipsi.com

 Web site: www.lurgipsi.com 
 
 Pacific Biodiesel
 Pacific Biodiesel offers turnkey biodiesel production plant installation in two basic configurations: 400,000 gallon-per-year facilities, expandable in 200,000 gallon-per-year increments; or 800,000 gallon-per-year plants, expandable in 400,000 gallon-per-year increments. All plants built by Pacific Biodiesel process used and/or virgin vegetable oil or animal fats into quality ASTM 6751 biodiesel fuel. Lab equipment, on-site training and support services are included in the turnkey packages, as well as long-term technical support. Available options include two-stage reaction, methanol recovery and water recycling. Partnership agreements are also possible.
 
 Headquarters: Kahului, Hawaii 
 Contact: Bob King
 Phone: (808) 877-3144
 E-mail: bking@biodiesel.com
 Web site: www.biodiesel.com
 
 Renewable Energy Group (REG) 
 REG, a joint venture between Todd & Sargent and West Central Cooperative, is a leading U.S. build/design, turnkey construction service that utilizes a state-of-the-art, efficient, low-cost, continuous flow process. The company is currently producing high-quality biodiesel at its West Central plant in Ralston, Iowa. As part of the company's turnkey solution, it offers observation of the live plant, plus a nationwide marketing network. 

 
 Headquarters: Ralston, Iowa
 Contact: Myron Danzer
 Phone: (712) 667-3390
 E-mail: myrond@westcentral.net
 Web site: www.renewable-energy-group.com
 
 Superior Process Technologies Inc.
 Created through a partnership with Superior Process Technologies LLC and Baker Commodities Inc., Superior Process Technologies Inc. offers process engineering and design services for the production of biodiesel, glycerin and basic oleochemicals, as well as animal and vegetable oil products. The company offers a multi-feedstock process design, as well as engineering, and sales and marketing services. Baker Commodities is a leader in rendering meat byproducts and recycleable cooking oils and has manufacturing facilities located throughout the United States. 
 
 Headquarters: Minneapolis, Minn.
 Contact: David Belseth
 Phone: (612) 924-7184
 E-mail: dbelseth@superiorprocesstech.com
 Web site: www.superiorprocesstech.comWestfalia Separator Inc. 

 
 Westfalia Separator Inc. 
 uses its separators in conjunction with a Connemann process to create innovative technology that allows for the economical production of high-grade biodiesel through complete process lines, according to the company. The Connemann process, which is licensed to Westfalia, offers a simple, fully continuous operation that produces high-quality, high-volume biodiesel production with minimal space requirements. Within the process, Westfalia separators are used as stand-alone machines for pre-clarification, spent oil clarification and refining. The company's separators are also used for the separation of catalysts and glycerin from biodiesel and the separation of salts from biodiesel washing, as well as glycerin clarification. The company has designed plants with an average production capacity of 20 mmgy. 
 
 Headquarters: Northvale, N.J.
 Contact: Keith Funsch
 Phone: (800) 722-6622
 E-mail: funsch.keith@wsus.com
 Web site: www.wsus.comThe statements and/or claims of the companies represented in this feature do not necessarily reflect the views or opinions of Biodiesel Magazine. Not all biodiesel process technology and/or equipment companies were represented in this article. Biodiesel Magazine made efforts to contact each biodiesel process technology company in its database prior to publishing this article.
 
 Tom Bryan is editorial director of Biodiesel Magazine. He can be reached by e-mail at tbryan@bbibiofuels.com or by phone at (701) 746-8385.

163-1294329162.jpg

164-1294329162.jpg

165-1294329163.jpg

166-1294329163.jpg

167-1294329164.jpg

168-1294329164.jpg

169-1294329165.jpg

170-1294329165.jpg

Choosing a biodiesel process technology and equipment provider might be the most difficult-and important-decision any project development group makes. Whether you choose batch or continuous, multi-feedstock or feedstock-specific, the plant design must fit the bill.

The Right Stuff

It is both ironic and fitting that a man who once circumnavigated the Earth in a little boat fueled with biodiesel now lives landlocked in the heart of Iowa. The one-time skipper battled a fierce storm off the southern tip of Africa, needled his way through reefs and shipwrecks in the Nanuku Passage between the Samoas and Fiji, explored the wonders of Madagascar and taught thousands around the world about renewable energy. Today, Bryan Peterson, captain of the amazing Sunrider expedition, lives smack dab in the middle of American soybean country. 
 
 Peterson, a soft-spoken 59-year-old retired publisher, goes quietly about his business in Fairfield, Iowa, these days. He often drops by McDonald's for his morning coffee, talking to farmers who probably have no idea he's the only person to have ever traveled around the Earth in an inflatable boat powered by a stock diesel stern drive fueled with biodiesel. Peterson enjoys his low-profile life in Iowa. "The trip took me to the most beautiful places in the world and through circumstances and environments that most people will never experience," He said. "But I like the Midwest. I enjoy the simplicity of it." 
 
 December marked the 10-year anniversary of the completion of the Sunrider expedition, a voyage many in the young biodiesel industry have never heard of, yet a trailblazing biodiesel story that's work remembering. 

 
 In 1994, Peterson completed a 35,000-mile, two-year trip around the world in a 24-foot soft-sided, Zodiac boat powered almost exclusively with B100. The expedition was funded by the United Soybean Board and 130 other government and corporate sponsors from 14 nations. It was the first documented example of B100 being used in a major marine application by an American. The voyage demonstrated the practical viability of the renewable fuel and generated a great deal of publicity around the world. Throughout the trip, Peterson made presentations in 25 countries, introducing biodiesel to thousands of people. In the decade that has followed, he has exhibited Sunrider at more than 90 venues across the country-mostly boat shows-and more than 2 million people have physically seen the vessel, along with Peterson's exhibit and presentations. 
 
 Living out his dream
 Peterson said the Sunrider voyage started years before the trip actually began. The California native lived in Hawaii for a decade, had stints as a policeman, firefighter, tour-boat operator, venture capitalist, and publisher of travel and environmental guides for USA Today. By the early 1990s, he had settled in Iowa with his wife and children, and owned a successful publishing company. Still, something yearned inside him. 
 
 "The business was going well, but I had a dream of traveling around the world.." he said. "I thought to myself, 'If I don't go now, I will never go.' I wanted to take my son with me on certain legs of the voyage-spend valuable time with him." 
 
 Peterson had previously hiked across Alaska with his eldest son and believed it was important to plan another ambitious adventure with his younger boy, who was about 11 years old when Peterson started soliciting sponsors for the voyage. "So I did it," Peterson said. "I closed down the business and dedicated myself to the expedition 100 percent. The cash flow stopped." 
 
 Finding support for the voyage 
 Finding sponsors was the hardest stage of the Sunrider expedition, Peterson said. "I was on the phone for two years, sometimes making 20 phone calls a day knowing that almost every person I would talk to was going to say 'no,'" he said. "I was ruthlessly honest with people and told everyone exactly what I thought … and the sponsors started to come together. The United Soybean Board was among the groups that were totally supportive." 
 
 Peterson, a longtime "Zodiac groupie," was intent on making the voyage in a Zodiac boat. The company, famous for manufacturing durable and extremely stable soft-sided boats, had received thousands of requests for boats in the past but had rarely, if ever, given them away. "I've heard they had never given a boat to anyone-not even Jacques Cousteau himself-so it was unprecedented when they said they would supply a boat for my voyage," Peterson said.

 
 After two years of working the phones, Peterson had gained 130 sponsors, including the United Soybean Board, Zodiac, MerCruiser, Earth Day International and MotorBoating magazine. 
 
 The boat he received, a 24-foot Zodiac Hurricane 730 rescue model, had a rigid modified deep-V hull. The boat was built with a watertight aluminum cabin, custom built for Sunrider. Solar panels were built into the boat's aluminum canopy to generate electricity in good weather. Sunrider was powered by an off-the-shelf MerCruiser diesel stern drive (a 3.6-liter, 180-horsepower engine). The backup power was a 27-horsepower Yanmar diesel outboard, which was used in emergency situations only. 
 
 Peterson is reluctant to place a price tag on Sunrider-it would be almost impossible to itemize out every cost that went into it, he said-but he estimates its value at between $200,000 and $400,000. "The boat itself was worked on by experts in Vancouver (British Columbia, Canada), Washington and other places," he said. "If you had to pay for each aspect of the work … let's just say it would be tough for most people to buy a boat like this." 
 
 Choosing the fuel 
 "The Sunrider voyage turned out to be a remarkable voyage … and you know, using biodiesel was a completely rational thing to do," Peterson said. "I knew going into the voyage that biodiesel was a good fuel. Safety was paramount, so I would not have used a fuel I couldn't trust. The appeal of biodiesel was that it was a clean, renewable fuel that didn't stink and wouldn't kill fish. … It was clearly the right thing to do." 
 
 Peterson did not have a history with biodiesel before the Sunrider expedition. In fact, he originally wanted to make the trip in a boat powered by solar energy. However, it wasn't safe or practical at the time. "So I started looking at other means of renewable energy," he said. "I knew that a guy had once crossed the Pacific in a boat with two small diesel outboards … so I knew it could be done." 
 
 While searching for sponsors, Peterson started investigating biodiesel (which actually hadn't been named biodiesel yet-most referred to it as soybean oil fuel or soydiesel). He found help at the USDA's Office of Energy and the University of Idaho. He learned that biodiesel was being used widely in Europe and had been used in World War II. Still, he said, "The idea of biodiesel was still relatively unknown in America." 
 
 In fact, the U.S. National Biodiesel Board had not yet been created and even the United Soybean Board knew little about the renewable fuel. 
 Peterson tested the performance of various blends of biodiesel in a truck engine, splash blending everything from B100 to B20 in an effort to find out how the engine would react to different mixtures. "The truck ran fine, and I walked away from the experience totally convinced that biodiesel would be a viable fuel for my voyage," he said. 

 
 Officials at MerCruiser had never heard of biodiesel, but were interested in how the diesel stern drive would handle the renewable fuel. "They tested 200 gallons of biodiesel at their plant, and the results were better than what they normally achieved with regular diesel," Peterson said.
 
 At that point, Peterson had found his fuel. In fact, he was so enamored by biodiesel and the possibilities it represented that he considered trying to make his own fuel as he traveled around the world. It was, of course, a short-lived idea.
 
 As it turned out, biodiesel was shipped to various ports along the path of the Sunrider voyage; larger boats sometimes carried extra shipments of biodiesel for refueling at sea on the longest legs of the trip. The boat's four permanent below-deck tanks held a total of 250 gallons of fuel while above-deck flexible bladder tanks held another 300-plus gallons. Not much biodiesel was being produced in the United States when the Sunrider expedition began, and the fuel Peterson received throughout the first half of the journey was produced at a pilot plant in Kansas City. Later in the voyage, additional U.S. biodiesel plants came on line and began supplying fuel to the Sunrider expedition. 
 
 "I never had problems with biodiesel," Peterson said. "In fact, I found it to be a preferable fuel." 
 
 There were times during the voyage when Peterson did not have adequate amounts of biodiesel (for example, one shipment was stolen from a drop point), and Sunrider's tanks had to be topped off with petroleum diesel. "It was never more than a 50/50 blend, but what a difference," Peterson said. "We really had a tough time dealing with the smell and the fumes of regular diesel once we got used to biodiesel. Other than a few occasions, we used nothing but 95 percent to 100 percent biodiesel all the way around the world. I don't think there could be a stronger statement made about a renewable fuel." 
 
 The meaning and purpose of the voyage
 Throughout the expedition, Peterson stopped in 25 countries, educating those he met and brightening the lives of thousands of children along the way. The Zodiac boat became a virtual floating classroom, demonstrating to the world the viability of biodiesel and the efficiency of solar energy. In addition, Peterson was able to spend valuable time with his youngest son, who joined him on the safest legs of the journey. 
 
 The trip took over two years to complete. Peterson said he spent about one year at sea and about 14 months on land during the voyage. Sunrider left Oregon in July 1992, circled the world, and arrived in San Fransisco Bay in early September 1994. 
 

 Peterson said the trip had profound influence on his life that he's still interpreting. "It was a linchpin," he explained. "It released all these new possibilities for me in terms of relating to people and business in a way that I never imagined." 
 
 n some ways, the Sunrider experience lives on. "The expedition is different for me now than it was the day I got back," Peterson said. "In that way, the trip never really ended. It's still going on from my perspective." 
 
 After the expedition, Sunrider was put on display at Disney's Epcot Center for two weeks. That's when Peterson realized that people around the country might want to hear about the voyage and see the boat. Among his many ventures and hobbies, such as working on inflatable boats, Peterson has spent much of the last decade touring the United States, displaying Sunrider and speaking about the voyage. "I have put on twice the mileage showing the boat in America than I did traveling around the world in it," he said, adding that he's bringing Sunrider to a boat show in Baltimore in early 2005. 
 
 Peterson hopes that his efforts have helped push biodiesel into the limelight in the United States and around the globe. He said he's excited to see the biodiesel industry grow and he's especially happy to see biodiesel marine applications becoming more common. "On one hand, it's surprising to see how far biodiesel has come," he said. "On the other hand, it's a testament to the fuel itself. Looking back on the expedition, a decade later, I'd say the voyage is a timely reminder of how far it's come." 
 
 Tom Bryan is editorial director of Biodiesel Magazine. He can be reached by e-mail at tbryan@bbibiofuels.com or by phone at (701) 746-8385.

Peterson had to battle fearsome waves at sea.

171-1294329166.jpg

A decade after Bryan Peterson's amazing Sunrider expedition, the story of the voyage continues to inspire thousands. Long after the trip, the biodiesel journey lives on.

Around the World on Biodiesel

In late 2004, U.S. biodiesel producers and distributors received an early Christmas present: DaimlerChrysler announced that each new 2005 Jeep Liberty Common Rail Diesel (CRD) rolling off its assembly line in Toledo, Ohio, would be factory-filled with B5. The automaker's decision came on the heels of the first U.S. biodiesel tax incentive being signed into law and was among several developments in 2004 that suggest light-duty diesel vehicles might emerge in America like never before. U.S. consumers are beginning to demand vehicles with better fuel economy and peppier, cleaner-burning engines. That's pressuring automakers to put diesel cars, pickups and sport utility vehicles on their showroom floors. 
 
 Within DaimlerChrysler's North American operation, a single automotive engineer has been widely credited with spearheading the Jeep B5 factory fill. Loren Beard, senior manager of energy programs for DaimlerChrysler North America, worked behind-the-scenes for almost two years to first convince company officials to give biodiesel a try and then determine the right biodiesel blend for the venture. He researched specifications for all factory-filled fuels used by DaimlerChrysler. He also conferred with scientists at Sedamsville, Ohio-based Peter Cremer North America LP, the producer later chosen to supply the biodiesel used in the factory-fill blend. "We had to gather a lot of engineering data," Beard recalled. "[Automakers] are very conservative about these things. There were some horror stories from people using raw vegetable oil as fuel 10 or 15 years ago, but the biodiesel being used today is not the same stuff."
 
 That's a fairly large understatement. Peter Cremer North America was the first biodiesel producer in the world to become a "BQ-9000 accredited producer" under the National Biodiesel Accreditation Program, a cooperative and voluntary fuel quality program that operates as an autonomous committee of the National Biodiesel Board (NBB). 
 
 With fuel quality assured, DaimlerChrysler was able to move ahead without concern. After all, using 5 percent biodiesel does not require any mechanical design changes to a basic diesel vehicle. Beard said Chrysler officials are also "looking very hard at the possibility of using B20, not so much in Jeeps but in our Dodge Ram truck," because several thousand of those vehicles are being used in fleets by agencies such as the U.S. National Park Service and U.S. Department of Defense, as well as a number of local governments. 
 
 The right time for biodiesel

 The widespread acceptance of biodiesel in Europe contributed to DaimlerChrysler's approval of the B5 factory fill. For example, the successful widespread use of B5 in France, partly due to tax incentives that have been in effect for several years, was held up as proof that the fuel can be easily integrated into mainstream use. However, Beard said, the project was driven "purely from Auburn Hills [Michigan]." 
 It's also worth noting that DaimlerChrysler's North American operation is headed by a German native, Dieter Zetsche, a proponent of biodiesel.
 
 Although it hasn't received much publicity in the United States, DaimlerChrysler has been involved in promoting the use of biodiesel and other alternative fuels on several international fronts-Germany and India in particular. The automaker has supported field trials of "SunDiesel," a biofuel refined from vegetable and plant wastes, developed by German scientists. DaimlerChrysler is also backing a project to test the viability of biodiesel made from jatropha, a plant that grows wild in India. The Indian government wants to find more eco-friendly fuels to alleviate pollution problems in the densely populated country. Diesel engines have been banned in the city of Delhi.
 
 Rather than focusing on biodiesel as a complete remedy to America's petrol-dependence, DaimlerChrysler officials see it as part of a multi-pronged approach, Beard said. "We look at energy use reduction as having a lot of components to it," he said. "Certainly, we need to produce more efficient vehicles, which may include diesel hybrids, eventually. Fuel cell vehicles represent incremental improvements to existing gas engines, but we don't look at any one thing as the silver bullet, or any single sector. We see this vehicle as part of [the solution] … ."
 
 Beard said he believes some early efforts with biofuels had been somewhat detrimental to the movement. However, through research and development-and an important relationship with NREL--DaimlerChrysler officials now firmly believe that biodiesel can be used safely in its diesel vehicles when it is properly formulated and blended. "Our philosophy is that a lot of different increments can be [relied upon] to reduce our use of petroleum, and we wanted to do something to help publicize the role of renewable fuels," Beard said. "We're starting to get the message out. We've had positive feedback, but the full story is still not completely understood by the public."
 
 With increasing consumer use of Volkswagen and Mercedes E-Class diesels, the public "will begin to realize these are not the diesels they think of from the early '80s," Beard added. 
 
 DaimlerChrysler officials have also been cognizant of the political benefits of supporting biodiesel. "Certainly, in the states with big soybean production, their members in the U.S. Congress appreciate the fact that we're doing something to help that industry," Beard said. "That, in turn, is helpful to us."
 
 Beard says DaimlerChrysler officials anticipate seeing increases in government support for biodiesel, via new and extended state and federal subsidies. "We're seeing press releases about biodiesel plants starting up, here and there," he said. "Based on the projections I've seen, it will be a long time before biodiesel is as big as ethanol, but I think it's the fuel of the future."
 
 Major marketing effort planned

 With the new Jeep Libertys rolling off assembly lines starting in November, DaimlerChrysler officials were planning a major marketing effort in the United States to start in February or March, Beard said. "Before we put on the marketing push, we want to make sure each dealer has some" of the diesel vehicles, he explained. Of course, the limited availability of biodiesel fuel in many areas represents a major challenge, Beard noted. "It's a concern for the biodiesel business in general that it is not very readily available at retail," he said. "But we want to do something to help publicize the fact that it is a viable alternative."
 
 One primary selling point of the new Jeep Liberty is Daimler Chrysler's Common Rail fueling technology, which enables more efficient combustion and lower emissions than conventional diesel engines. It allows the diesel system to inject fuel at a very high pressure, which is independent of the engine speed, thereby preventing particulate emission "spikes" when the engine is idling. "The engine is quieter and vibrates less, and allows the [onboard] computer to control the fuel injection process," Beard said.
 
 Lasting relationship with biodiesel
 Steve Howell, the NBB's chief technical officer, has been its lead liaison with the engine-manufacturing sector. Howell has been working on biodiesel issues since 1991. The board held initial meetings with Daimler in 1996, before the European automaker acquired Chrysler. "Things cooled off for a while," Howell said. "About two years ago, the board decided to focus on working cooperatively with engine companies and automakers. We made a concerted effort to work with all of them, looking for that one automaker that would be willing to take leadership and jump out in front of the pack."
 
 The board has contacted all of the major engine manufacturers and automakers and, according to Howell, most of the companies are looking at biodiesel very seriously. Howell considers DaimlerChrysler's Jeep announcement "extremely significant." He said it shows that the engine and auto community realizes that nations will need to gradually shift away from non-renewable, petroleum-based products to others that are renewable and better for the environment. 
 
 "In many cases in the alternative fuels world, people have wanted to go 100 percent of the way," Howell said. "Often, such a drastic change takes such an investment of hassle and risk, people have found over time that sometimes it's better to take incremental steps. We can get further down the path a lot faster than if we try make the leap all at one time."
 
 He continued, "Many people have the diesel Oldsmobile experience from 20 years ago in the back of their minds-the perception that diesels are smelly, clunky, don't start or operate well in cold weather. Nearly all of those negative aspects of diesel engines have been overcome. Diesels have a lot more pickup and power and 30 percent better fuel economy." 
 
 Another major reduction in emissions from diesel engines is expected by 2006, when new federal air-quality standards take effect. Howell and others note that the car-buying public is not widely aware of one of the major advantages of biodiesel over conventional fuel-its high lubricity. With federal air quality standards mandating the use of ultra-low sulfur diesel, the high lubricity of biodiesel becomes even more attractive. Levels of biodiesel as low as 1 percent or 2 percent will restore the lubricity lost when sulfur has been removed. Lubricity is especially vital during the first 50 to 100 hours of engine operation-the break-in period.
 
 Diesel interest on the rise

 There is plenty of evidence that consumer interest in diesel vehicles is on the rise in North America, largely driven by recent gasoline price spikes. 
 
 Daimler Chrysler sold out its 2004 U.S. allocation of a diesel-powered Mercedes sedan (the 4,000 E-Class), selling about 1,000 more than it projected, according to Thomas Weber, DaimlerChrysler's head of research. Additionally, since announcing plans to sell 5,000 Jeep Libertys this year in the United States, the automaker has received about five times that many consumer requests for information about the vehicle. The automaker considers information requests to be a reliable gauge of a model's potential sales.
 
 The fuel-economy advantage of diesel engines has led to surging sales of diesel-powered cars in Western Europe, where 46 percent of all new vehicles sold had diesel engines in 2003, according to Automotive Industry Data, a consultancy in Warwick, England.
 In the United States, Daimler Chrysler's Mercedes brand sells a diesel E-320 sedan that gets 30 miles per gallon, compared with 24 miles per gallon in the gasoline version. In April, Volkswagen AG began selling a diesel-powered Passat that gets 38 miles per gallon, as well as a diesel Golf, a Jetta sedan and a Touareg sport utility vehicle. Volkswagen is the leading producer of light-duty diesel vehicles in Western Europe, selling about 1.4 million diesel vehicles in the region last year alone, according to Automotive Industry magazine.
 
 According to a survey released late last year by J.D. Power and Associates, more American car buyers would favor clean-diesel technology over gas-electric hybrid technology. When given a choice between gasoline, hybrid or diesel powertrains in their next vehicle, and told that clean-burning diesel would have comparable performance with a gas engine, 51 percent picked gasoline, 27 percent chose clean diesel and 22 percent chose hybrid electric. The higher price of diesel vehicles might be a negative issue for some consumers, Power said, with domestic automakers predicting an average price difference of $2,000 to $4,000. 
 
 Still, Howell pointed out, other economic trends bode well for diesels. "With increased fuel costs and pressure on corporate average fuel economy, and the increased fuel efficiency of diesel engines, we will probably see more diesel cars in the United States over time," he said. 
 DaimlerChrysler, the world's fifth largest automaker (and the third largest in the United States), has the capacity to make 50,000 diesel-powered Liberty models for the United States and Europe this year. If it manufactures that many, about 45,000 of the vehicles will be sold in Europe. The B5 factory-fill project does not include vehicles not sold in the United States, and Beard said company officials have given a clear indication of whether the biodiesel program might eventually be expanded beyond the initial 5,000 vehicles. "There is no real production quota," he said. "Right now, it's safe to say there will be at least 5,000 units in the United States; I don't think there's a cap yet. Depending on how well this goes, there might be considerably more of them."
 
 With growing public awareness of the benefits of diesel engines and biodiesel, biodiesel supporters are cautiously optimistic that DaimlerChrysler's carefully planned Jeep Liberty B5 factory-fill venture will be a stepping stone to bigger things. 
 
 "This is a huge breakthrough, a big victory for our technical program," said NBB Executive Director Joe Jobe. "DaimlerChrysler is sticking its neck out by putting a diesel passenger vehicle out on the market, the first one in a very long time. Up to now, diesel passenger vehicles have been very rare in the United States. If you want to buy one, you can't just go to your local dealership and pick one up; you've really got to hunt to find one. I know this because I've been hunting." 
 
 Dan Emerson is a freelance writer who lives in Minneapolis. He can be reached at blues@minn.net.

172-1294329167.jpg

173-1294329167.jpg

As part of a multi-pronged approach to reduce the world's dependence on petroleum fuels, DaimlerChrysler has become the first major automaker in the United States to fill vehicles with a biodiesel blend right off the factory line. It was a decision rooted in both environmental responsibility and consumer demand.

Renewable Roll Out

At last year's National Biodiesel Conference in Palm Springs, Calif., Josh Tickell received an emotionally charged response from more than 500 biodiesel proponents when he previewed a trailer for the full-length feature documentary he is shooting. Cheers rang out as the three-minute clip concluded-many stood, applauding as Tickell said the film, "Fields of Fuel," would be the biggest biodiesel commercial the world had ever seen. 

 
 Twelve months after that memorable introduction to "Fields of Fuels," the young filmmaker believes the documentary will be edited and on the festival circuit by this time next year. But there's a long journey ahead. 
 
 As a new promotional trailer was being cut in early January, Tickell spoke with Biodiesel Magazine from Australia, where he was spending time working on a book that will be released in conjunction with the film. Tickell said a "dynamic shift" changed the project last year after the arrival of Greg Reitman, a persuasive young producer who is currently focused on raising capital for the film and bringing structure to the project. Tickell said Reitman brings a heightened sense of focus to the project. "He has become my primary creative partner-a guy who can take a stand-back perch to my work and give me straight, dry advice," Tickell said. "He brings focus. He keeps us moving toward deadlines. 
 
 He makes sure every important aspect of this film is coming together." 
 
 Reitman's arrival might have left some wondering if Tickell was still in control of the film. Dispelling any speculation about his creative influence over the project, Tickell told Biodiesel Magazine that he remains the creative force behind "Fields of Fuel." Although, by necessity, he has disengaged himself from what he calls "the mechanical aspects" of the film. "I'm continually reevaluating what 'Fields of Fuel' is creatively," he said. "We're following the traditional filmmaking model with this project, which enables the creative vision of the director. … I am very Heartland-centered, very 'America' in my vision of what this film is all about. So it's my job to bring these semi-sacred aspects of America to the film-sunrises over soybean fields, sunsets over biodiesel plants, U.S. flags … farmers … a red Corvette … that's the type of thing I bring to the table." 
 
 Tickell's own story 
 "Fields of Fuel" is a story that continues to unfold. Primarily, the film tells Tickell's own story as he travels around the globe looking for an immediate solution to the looming oil crisis. The documentary shows the young filmmaker as he begins his quest to "free America from the shackles of energy dependence." 
 
 "Fields of Fuel" combines scripted narrative and documentary elements in an attempt to create a conflict-driven, dynamic visual story. In the film, Tickell takes to the road in search of an answer to the question that has been driving him for the better part of a decade: Why isn't the United States using more biodiesel than it currently is? "I will personally have 10 years of my life invested in this film by the time it comes out," Tickell said. "Twelve years ago I walked into a college professor's office and told him about this dream of making a feature film about biodiesel. He basically said, 'Get out of here kid. You're nuts.' It's interesting to look back on that day and think about how far I've taken this." 
 
 nterestingly, Tickell said what the film means to him personally changes almost every day, as he constantly reevaluates the direction and scope of the project. "There is something so powerful about what this film represents-something so special about what it means to me -it's rooted in what biodiesel itself means to the world," Tickell said. "This is the first time in American history that you are seeing oil companies, farmers, entertainment, left and right politicians all coming together to make something like this happen. It's a landmark moment in history." 
 

 Tickell said "Fields of Fuel" represents a shift in American consciousness. When asked if he is attempting to rewrite history or change it, Tickell answered, "Neither. As filmmakers, we are on the forefront of a wave and we're watching this all happen. We're simply capturing this moment in history on film." 
 
 Stronger as a team 
 A passion for documentary filmmaking brought Tickell and Reitman together. Reitman, who's been working in Hollywood for eight years, brings experience to the table. His own documentary, "Hollywood's Magical Island-Catalina," was produced by Bluewater Entertainment, a production company he owns. Explaining how the "Fields of Fuel" production team is being assembled, Reitman said his company's own production people make up the "nucleus of talent" that will bring Tickell's film to life. 
 In true Hollywood fashion, the young filmmakers met when Tickell's first film, "The Veggie Van Voyage," opened for Reitman's documentary at a film festival in 2004. The two started talking frequently and subsequently formed their current partnership. Reitman was eager to collaborate with the talented writer/director; he believes Tickell has a solid future in Hollywood. "His craftsmanship as a writer is intelligent-it's cerebral," Reitman said. 
 
 Celebrity interviews expected 
 While Reitman believes the story of biodiesel is more about America's Heartland than it is about celebrity advocacy, there is nothing quite like the support of famous "A-list" actors to drum up support for a documentary. Reitman was understandably excited to learn recently that actor Woody Harrelson had agreed to be interviewed for "Fields of Fuel." Harrelson, a longtime advocate of renewable fuels, is among several well-known celebrities that use and promote biodiesel. "Woody fits in this film," Reitman said, explaining that several celebrities have shown "a profound interest" in the documentary. Reitman dropped a short list of big name actors and musicians that might appear in the film-Daryl Hannah, Drew Barrymore, Willie Nelson and others. He goes on to explain that he recently spoke with California Gov. Arnold Schwarzenegger and is hopeful that the celebrity-governor will also participate in the film. 
 
 A team approach to filmmaking
 "Everything takes time," Reitman said when asked how the project was progressing in early January. "We will have a clearer view [of the development of the film] come February or March." 
 
 As the 2005 National Biodiesel Conference approached, the "Fields of Fuel" team was heavily focused on fundraising and filming; it's a stage of the project they expect to be in for a number of months as the second half of the film is shot. "We expect to have 95 percent of the film shot by early summer," Tickell explained. "We'll cut through the summer months."
 

 The film is just 90 minutes in length but will require over 300 hours of footage. "That's why it's so expensive," Tickell explained. 
 By late summer, the post-production team will complete editing and move into fine-tuning the film. Also by late summer, "Fields of Fuel" will have been through the first of multiple test screenings-viewings that serve as workshops for the production team before final editing. 
 If all goes as planned, the "Fields of Fuel" will be "colored"-an expensive process of adjusting the eight different film formats of the film to one color set-in the later part of 2005 and should hit the festival circuit in the spring of 2006, landing at Sundance, Banff, Telluride and other festivals. 
 
 Exposing an 'inherent conflict' 
 When confronted with the possibility of this film being construed as controversial, Reitman responded by saying that the world's petroleum supplies are running out and consumers deserve to know the truth about where energy comes from, and at what cost. "America doesn't need to fight a $100 million war in Iraq for oil," he said, adding that the intent of the film is not to vilify Big Oil. 
 
 "Oil companies have a role in this film," he said. "Oil companies have polluted … We have to show that horror. But the message we produce will resonate with every American. Energy affects us all. I believe if most Americans had a choice, they would choose biodiesel."
 Reitman said "Fields of Fuel" is a film that captures the evolution of energy from non-renewable fossil fuels to renewable sources. "It's not a perfect world, but we can make it better," he said.
 
 According to Tickell, the controversy, or perceived controversy, that "Fields of Fuel" may invoke is tied to an inherent conflict between petroleum fuels and alternative fuels. "The potential for renewable energy is going to bring out that sense of conflict," he said. "The idea of energy independence-the idea of independence in general-is inherently controversial. But are we against oil? No. This film is as much about opportunities for petroleum companies as it is about opportunities for farmers." 
 
 Tickell said the true surprise in the film, the aspect that "will surprise Americans more than anything else," is how people with disparate views are coming together to make alternative fuels a reality. "It's an incredible synthesis, a story about integrating people who have never been integrated," he said. 
 
 Reitman and Tickell both communicate a sense of urgency when discussing the making of "Fields of Fuel." Reitman said he believes America needs to see this film in the next 18 months. "Watching what is going on in the Middle East … it is critical to get it done this year," he said. "I just listened to Michael Moore speak at the [Writer's Guild of America] Awards. He just stopped and said … 'It's all about oil.'"
 

 The search for investors 
 Michael Moore's trailblazing work has inspired a generation of young filmmakers to pursue ambitious documentary projects. He is perhaps the most widely recognized documentary filmmaker of all time-especially following his latest controversial hit, "Fahrenheit 9/11"-and Reitman said his work has proven to the world that documentary filmmaking can be politically and socially influential and profitable at the same time. Reitman sat close to the famous filmmaker at the Writer's Guild of America Awards in late 2004. "When Michael spoke, he held the floor," the young producer recalled. "Michael Moore was the first to reach $20 million at the box office for a documentary. There's an appetite out there … people want to see [these types of films]. Our documentary has political issues, environmental issues, and it affects every human being on Planet Earth. 'Fields of Fuel' hits home and resonates in the same way [Moore's films have]. This documentary profiles all of the right categories."
 
 Convincing investors that "Fields of Fuel" is going to be a financial success is Reitman's primary focus at this stage in the project. As planned, the project needs about $600,000 to be completed; about $50,000 was raised in 2004, much of it coming from the biodiesel industry. 
 
 In talking about striking prints for viewing, Reitman mentioned that the theatrical trailer alone would cost about $30,000 to produce. Thus, investment capital is crucial in getting the film to the four-month-long festival circuit by early 2006. A seemingly obvious solution would be to solicit the Hollywood stars who have already shown an interest in the film. However, Reitman said, "It's difficult to ask them for money when you are filming them."
 
 Instead, Reitman is looking to the business world for capital. "We're meeting with an investor … the name of whom I cannot say due to a non-disclosure agreement, but this investor will be putting up $100,000 for prints and advertising, and $100,000 for production," he said. 
 Reitman said negotiations had been ongoing for 90 days with this particular investor. The potential funding would be used to facilitate the documentary's total theatrical release-financing, distribution, marketing and production. The investment buzz could drum up interest from others. "We hope to get [an additional] $500,000 to $1 million [invested] eventually, after the festival circuit," Reitman said.
 
 Reitman is looking beyond the near-term festivals and the box office opening though. He is reportedly in negotiations with a company out of Boston-the name of which, again, cannot be disclosed-which has already bid $300,000 to $500,000 for the first-run U.S. broadcast rights. 
 
 As Reitman and Tickell continue to speak with investors, the costs of making the film continue to add up. "I tell people it's one thing to pick up a camera and shoot a documentary about your dad's passion for playing guitar," Tickell said. "It's another thing to shoot a major motion picture with 30 team members." 
 
 Tickell explained that feature-length documentaries are made in two stages. "About half of our film has been shot," he said. "But films like this are done on two levels-especially documentaries and independent productions. The majority of the money will be spent on the last half of the process. We have generated about 150 hours of footage. The next 150 hours we shoot is where things will get very expensive and more difficult. We're shooting in eight different formats that capture 50 years of history."

 
 It's the biggest project either Reitman or Tickell has ever worked on, and one that, if successful, could make their careers and help catapult biodiesel to the forefront of mainstream American culture. 
 
 "I feel lucky I got the job," Reitman said. "At the end of the day, I know I'm making a difference." 
 
 Tom Bryan is editorial director of Biodiesel Magazine. He can be reached by e-mail at tbryan@bbibiofuels.com. Ron Kotrba is a Biodiesel Magazine staff writer. He can be reached by e-mail at rkotrba@bbibiofuels.com. Both can be reached at (701) 746-8385.

174-1294329168.jpg

175-1294329168.jpg

176-1294329169.jpg

Filmmaker Josh Tickell has joined forces with an ambitious Hollywood producer who believes 'Fields of Fuel,' a feature-length documentary film about biodiesel, could help jumpstart an American biodiesel revolution.

Of Fuel & Film

University of Nebraska-Lincoln (UNL) researcher Tom Clemente is passionate about crop research and he's now focused on a project aimed at modifying soybean oil for enhanced performance in biodiesel blends. Using the tools of biotechnology, he said, it is possible to introduce novel traits in crop plants for both input and output benefits. One of the goals of UNL's soybean biotechnology team is to enhance the oxidative stability of soybean oil. High oxidative, stable oil will have benefits in both food and industrial applications. With respect to the latter, UNL's laboratory is evaluating soybean oil that is high in oleic acid and low in polyunsaturated and saturated fatty acids, or "HO" oil, for use in biodiesel. Clemente answered Biodiesel Magazine's questions in January. 
 
 BDM: What key institutions are involved? Where is this research 
 taking place? 
 
 Clemente: Testing of this novel soybean oil as a biodiesel is being conducted at UNL in collaboration with Iowa State's Biomass Energy Conversion Center (BECC). Agronomic performance measures of the HO oil soybean are being conducted under various environmental conditions; this aspect of the research is being coordinated at UNL. Oil extraction, biodiesel conversion and engine testing is being conducted at BECC. 

 
 BDM: Describe the crop engineering science that has made this all possible. 
 
 Clemente: This HO oil soybean was derived from the tools of biotechnology. This was carried out by deliberately targeting the "shut-off" of expression of two genes during seed development. The consequence of this alteration of seed metabolism is a shift in the fatty acid composition of the derived soybean oil. 
 
 BDM: How is the research being funded?
 
 Clemente: The research has been funded by soybean producers through check-off dollars provided through the Nebraska Soybean Board and the United Soybean Board, in addition to the Nebraska Research Initiative and more recently the U.S. DOE. 
 

 BDM: What do you hope to accomplish with this particular research? Perhaps more importantly, why is this research relevant to the world we live in today? 
 
 Clemente: We hope to demonstrate the added industrial value of an HO oil soybean. The food applications are obvious. The benefits for biodiesel and perhaps other industrial applications may not be so obvious. 
 
 BDM: Designing specialty oils in soybeans for targeted biodiesel usage is facilitated by well-developed genetic engineering methodologies. You have stated that the ability to introduce foreign genes into soybeans was first demonstrated in the mid-1980s. There are obviously many pioneers in this realm of science. Who can be credited for previous research in this area? How has that affected your research? 
 
 Clemente: Plant genetic engineering technologies were developed in both the private and public sector. A few key players who played significant roles in development of plant genetic engineering technologies include Mary Dell-Chilton, Jeff Schell, Eugene Nester and John Sanford. As per soybean genetic engineering, significant advancements were made by researchers at Monsanto, Agracetus, DuPont and public sector laboratories, including those at the University of Georgia (Wayne Parrott), Ohio State University (John Finer) and the University of Minnesota (Dave Somers) to name a few. 
 
 BDM: How did you enter into the research (specifically related to biodiesel)? In other words, what attracted you to this particular branch of soybean genetic engineering? 

 
 Clemente: You keep up on the literature. Desired targets can be gleaned from there. 
 
 BDM: In modifying soybean oil for enhanced performance in biodiesel blends, what exactly do American biodiesel producers stand to gain? In other words, tell us what you and other researchers hope to achieve by genetically engineering fuel-friendly soybeans? 
 
 Clemente: You have oil with high oxidative stability. Therefore, longer-self life in storage tanks. In addition, we have preliminary information that suggests there is a significant drop in NOx emissions when using a biodiesel derived from HO soybean oil. 
 
 BDM: Researchers believe oils composed of triglycerides harboring shorter chain fatty acids may circumvent the need for transesterfication, thereby reducing the cost of biodiesel production. Are we talking about doing away with transesterification altogether?
 
 Clemente: I am not the one to address this issue. Clearly, others out there are more qualified. But the bottom line is an oil high in saturated fatty acid, may provide a route to circumvent transesterfication, but I would guess a fuel derived from this type of oil may have some cold flow problems, so perhaps it would only be useful under warmer climates. 

 
 BDM: You have stated that researchers may be close to delivering the combined benefits of enhanced oxidative stability and lubricity of high oleic acid and ricinoleic acid, respectively, to soybean oil. To this end, you say, designing a soybean oil with 10 percent to 20 percent ricinoleic acid coupled with 70 percent to 80 percent oleic acid is a reasonable target for an enhanced performance biodiesel fuel. Theoretically, how soon might it be until producers and consumers begin to experience the benefits of these new oils? What stage is the research at? 
 
 Clemente: As a fuel or lubricant, such an oil is years away from the marketplace for a multitude reasons. Regulatory and intellectual property issues slow the process down. 
 
 BDM: You mention in your report that the limitations of biodiesel are compounded by the inverse relationship between cold flow and oxidative stability. Alterations in the fatty acid profile that increase the saturated fatty acid content will augment oxidative stability but worsen cold flow. Is there any solution to the cold flow dilemma that this fatty acid alteration poses? 
 
 Clemente: Our laboratory focuses on the development of novel oils. We rely on others to direct us towards the targets. We merely provide the route on how to reach the target. 
 
 BDM: How do you respond to environmental activists who oppose the genetic modification of crops? For example, some groups are now calling for "organic biodiesel." How do your react-and perhaps respond-to those actions?

 
 Clemente: "Organic biodiesel," interesting, perhaps it will be useful for an "organic Mack Truck."
 
 BDM: What do you find particularly rewarding and particularly challenging about this research? Maybe it's the same thing. 
 
 Clemente: Science itself is rewarding and challenging and most importantly fun, regardless of the discipline.
 
 BDM: When your involvement in this research ends, will you and your colleagues continue to research new ways to improve the characteristics of genetically modified soybeans for biodiesel use? Any ideas of where the next area of research will be? 
 
 Clemente: We will continue to explore ways to enhance soybean germplasm to enable the American soybean producers to maintain their competitive edge. 

 
 Dr. Tom Clemente can be reached by e-mail at tclement@unlnotes.unl.edu.
 
 Questions by Tom Bryan, editorial director of Biodiesel Magazine. Bryan can be reached by e-mail at tbryan@bbibiofuels.com or by phone at (701) 746-8385.

A Biodiesel Magazine Q&A with Dr. Tom Clemente

Creating a Better Bean

Late last year. Congress passed and the President signed the JOBS Creation Act of 2004, H.R. 4520. This bill improves our nation's transportation infrastructure because the full amount of user excise taxes levied will be collected and remitted to the Highway Trust Fund-but more importantly, it establishes the first-ever federal tax incentive for biodiesel. 
 
 This sweeping change in the federal tax code will significantly increase biodiesel demand. A USDA study has estimated that biodiesel demand will increase to at least 124 mmgy, but depending on a number of other factors including crude oil prices, the industry projects that demand could grow to as much as 1 billion gallons annually during the next decade. A billion gallons of biodiesel is 33 times the current industry production and would displace almost 24 million barrels of oil annually. 
 
 There is currently a surplus of more than 1 billion pounds of soybean oil on the market. That's the equivalent of 133 million gallons of biodiesel-more than four times the current production level estimates. Additionally, estimates show there are currently about 2 billion pounds of recycled cooking oil available, an amount approximately equal to 270 million gallons of biodiesel. 
 
 The biodiesel tax provisions will provide an economic surge in several sectors of the U.S. economy, including manufacturing, agriculture and all sectors that provide support services to these industries. It's estimated that the tax incentive could create up to 50,000 jobs in the United States over the next 10 years. ("Construction of new capacity, the production and use of biodiesel, and increased final demand for agricultural products." Source: Urbanchuk, A U.S. Consultant, Jan. 23, 2002).
 
 Highlights of the Volumetric Ethanol Excise Tax Credit:-Establishes the first ever federal biodiesel tax incentive
 -Streamlines the excise tax collection process when ethanol is blended with transportation fuels 
 -Creates a simplified system of excise tax collection complemented by a regimented petroleum, renewable fuel and terminal delivery system
 
 Other biodiesel highlights provisions:

 -Creates a new tax credit for biodiesel 
 (effective Jan. 1, 2005, until 2007). 
 -The federal excise tax credit is taken at the blender level and will benefit all biodiesel consumers (taxable and tax-exempt markets)
 -$1 per gallon for biodiesel made from virgin oils derived from agricultural products and animal fats 
 -50 cents per gallon for biodiesel made from agricultural products and animal fats
 -Allows the credit to be claimed in both taxable and nontaxable markets;
 -Tax-exempt fleet fuel programs
 -Off-road diesel markets (dyed diesel) 
 -Streamlines the use of biodiesel at the terminal rack
 -The tax structure and credit will encourage petroleum blenders to blend biodiesel as far upstream as possible, which under a Renewable Fuels Standard (RFS)
 -Streamlines the tax refund system for below the-rack blenders to allow a tax refund of the biodiesel tax credit on each gallon of biodiesel blended with diesel (dyed or undyed) to be paid within 20 days of blending
 -The alternative minimum tax will not be an issue for biodiesel
 -Any taxpayer eligible for the bodiesel tax credit will be able use the volumebiodiesel excise tax credit system, which means they will be able to file for a refund for every gallon of biodiesel used in the marketplace without regard to the income of the tax payer or whether the biodiesel is used in a taxed fuel or tax-exempt fuel
 -No effect on the Highway Trust Fund-the biodiesel tax credit will be paid for out of the General Fund 
 
 Mark Palmer is an attorney and a Washington D.C. representative of the American Soybean Association. He can be reached by e-mail at mpalmer@gordley.com.

177-1294329169.jpg

What's in the U.S. biodiesel tax incentive?

February 2005

Business Briefs

NSB elects officers

Texas research lab receives Greening Award

U.S. DOE, USDA offer grants for biomass R&D projects

World Energy opens Ohio office

World Energy awarded Department of Defense contract

Columns

Editor's Note

NBB In Sight

Talking Point

Featured

The Right Stuff

Around the World on Biodiesel

Renewable Roll Out

Of Fuel & Film

Creating a Better Bean

February 2005.css-7jxktu{position:absolute;bottom:0px;left:0px;right:0px;height:3px;border-radius:3px;background-color:var(--chakra-colors-brandBlack);}

Business Briefs

NSB elects officers

Texas research lab receives Greening Award

U.S. DOE, USDA offer grants for biomass R&D projects

World Energy opens Ohio office

World Energy awarded Department of Defense contract

Columns

Editor's Note

NBB In Sight

Talking Point

Featured

The Right Stuff

Around the World on Biodiesel

Renewable Roll Out

Of Fuel & Film

Creating a Better Bean

February 2005