Tremendous growth in the biomass-based diesel industry should be celebrated by producers and farmers, as well as those who enjoy breathing cleaner air and lower greenhouse gas emissions. However, that growth coupled with disappointing Renewable Fuel Standard volumes set by the U.S. Environmental Protection Agency have put stress on the industry. Despite the current storm created by these conditions, new markets rapidly coming online provide a sunnier outlook for the years ahead.

In 2023, biomass-based diesel (BBD) consumption reached just under 4.6 billion gallons. Out of total diesel fuel consumed in the United States in 2023, BBD accounted for around 8%, a significant growth from recent years (approx. 5.5% in 2022). The U.S. Energy Information Agency’s most recent data, which is current through February, shows biodiesel production capacity has remained relatively steady at 2.1 billion gallons per year (BGY), while renewable diesel capacity has expanded up to 3.9 BGY (from 2.2 BGY as recent as October 2022). The main driver for this growth continues to be states with a Low Carbon Fuel Standard. California’s market remains strong, with consumption making up approximately 60% of its entire diesel pool.

Looking forward, renewable diesel capacity expansions and greenfield projects are continuing well into 2024 and parts of 2025. Currently, around 1.65 BGY of renewable diesel production capacity is expected by the end of 2025 in the U.S., with an additional 300 million gallons per year (MMgy) sanctioned in Canada. Sustainable aviation fuel (SAF) projects also continue apace, with an approximate 600 MMgy of production capacity expected by the end of 2025, with the majority of near-term growth coming from the familiar hydroprocessed esters and fatty acids (HEFA) production pathway.

This unprecedented growth eclipsed what the EPA forecasted, greatly exceeding the set rule for 2023. When the set rule was released in June 2023, it was readily apparent that BBD would easily outpace the D4 volume.

LCFS credit prices across the West Coast are also down from recent highs. Recently, there has been huge growth in credit generation, led by BBD, renewable natural gas and electrical vehicle adoption. Looking at the California LCFS, there is currently over 23 million metric tons of LCFS credits in the California credit bank. This is significantly pulling LCFS credit prices down. This is not only occurring in California but in all LCFS states, just not to the same degree.

Although these lower credit prices are concerning for producers, there is reason for hope with growing demand. New markets have been developing in recent years, due to many corporate initiatives to reduce greenhouse gas emissions and lower their collective carbon footprint. Both the rail and maritime industries are primed and ready to begin their transition to lower-carbon fuel sources. Both biodiesel and renewable diesel fit perfectly into their corporate structures, as they can be used as drop-in fuels.

An estimated 80% of the world’s goods are transported by sea, making low-carbon fuel critical for corporations that have made aggressive carbon reduction commitments. Biodiesel sales in marine markets are growing rapidly throughout the world, with B24 blends being sold in high quantities in Singapore and high quantities of B30 blends being sold in northwest Europe.

These companies would like to increase their uptake in biodiesel and renewable diesel blends in the U.S., a 7-billion-gallon market, but there are some hurdles—namely, the inability for ocean-going vessels to get the benefits of renewable identification numbers (RINs). Reps. Mariannette Miller-Meeks, R-Iowa, and John Garamendi, D-California, have introduced legislation aiming to increase the use of renewable biofuels used by sea vessels. By designating renewable fuel used in ocean-going vessels as an “additional renewable fuel” under the RFS, the Renewable Fuel for Ocean-Going Vessels Act would enable companies to preserve RINs in the program. U.S. Sens. Pete Ricketts, R-Nebraska, and Sherrod Brown, D-Ohio, introduced a similar version of the bill in the Senate, and thus far, the bill has shown signs of bipartisan support.

Railroads are another difficult-to-decarbonize sector with dreams of a cleaner future. The rail market is 4 billion gallons in the U.S., and we project that more than 20% will be BBD before the end of the decade. Multiple Class I railroad companies have been setting lofty goals for biodiesel use in their engines as early as 2030. Union Pacific, BNSF and Canadian National, along with other Class I railroads, are already making strides, successfully testing up to 100% BBD.

While there are near-term headwinds for our industry as discussed above, long-term tailwinds are right around the corner. Demand for BBD fuel is going to continue to grow as existing markets expand, and the benefits of these fuels continue to reach new markets.

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One of the largest fleets in North America is making big moves to meet its decarbonization goals. In 2021, multinational food and beverage company PepsiCo announced its new sustainability initiative— PepsiCo Positive. I was able to discuss their plans and implemented practices with representatives from PepsiCo and Optimus Technologies at a main stage session at the recent Clean Fuels Conference.

“It’s really about our future, and this transformation is deliberate and strategic, and it puts sustainability right at the heart of how we do what we do,” David Allen, PepsiCo’s Vice President and Chief Sustainability Officer said. “It’s how we’re going to grow, how we’re going to create value, and how we’re going to ensure long term success and bring positive environmental benefits for the planet and all of its people.”

The company has set a lofty target— net zero emission by 2040. To meet these climate goals and the needs of its complex fleet, PepsiCo has employed renewable sources like alternative fuels to decarbonize and improve operational efficiency. The shift to renewable energy within all facets of the company’s owned and regulated operations, franchise endeavors, and third-party involvements could lead to a decrease of around 2.5 million metric tons of greenhouse gas (GHG) emissions by the year 2040— equivalent to the reduction to removing over half a million cars from the roads for an entire year. 

Part of PepsiCo’s plan includes energy diversification across its 80,000-asset fleet, and the solution isn’t a one-size-fits-all answer.

“We have a very diverse fleet,” Adam Buttgenbach, Director of Fleet Engineering and Sustainability with PepsiCo said. “The way that we manage and move those through our supply chain consists of everything from Class 1 through Class 8 vehicles, on highway and off-highway, yard management, material handling equipment. With that very diverse operating cycle that we have, we try to find the best solution that fits the needs of the business as well as the low carbon energy for that. For the past two decades we’ve focused on improving the efficiency of our fleet with aerodynamics, low rolling resistance, and also incorporating a lot of alternative fuels.”

While natural gas and electric vehicles are part of the solution, so are low-carbon, clean renewable fuels. PepsiCo is using renewable diesel for some of its operations in California and biodiesel in other parts of the country. The company has also partnered with Optimus Technologies for a B100 pilot project.

This project started at PepsiCo’s Frito-Lay manufacturing plant in Topeka, Kansas with 10 vehicles. They wanted to test B100’s performance in over-the-road operations that traveled in rural parts of the United States, a sector that is traditionally very hard to decarbonize. The success of that pilot project gave PepsiCo the confidence to continue building out the program. There are now several dozen trucks operating on B100 year-round out of Topeka. They are expanding this program in February to include their Wisconsin plant, with plans to scale up throughout the year with a couple hundred more trucks operating on B100.

Because most engines are not immediately equipped to use B100, PepsiCo has utilized the Optimus Technologies Vector System to convert diesel engines to run on 100% biodiesel.

“The technology provides a low-cost pathway to decarbonization that allows fleets to maintain their business resiliency and operations, because we’re never inhibiting the engine from running traditional diesel or renewable diesel,” said Optimus Technologies CEO Colin Huwyler.

Many different fleets are utilizing this technology to quickly and cost-effectively lower their emissions. Municipalities and commercial groups like PepsiCo are catching on to the here-and-now benefits of upgrading their current fleets to run on B100. 

“We need progress not perfection,” said Allen. “We need action and progress now. If we wait for a perfect solution, we won’t go anywhere, whether we’re talking biofuels, whether we’re talking agriculture, whether we’re talking any of the elements of sustainability and improvement. It’s about incrementality, then where do we go from there.”

PepsiCo hopes to not just show off their methods for meeting sustainability goals—they want to encourage and empower others to do the same.

“As we look to be a leader in the space, it’s not just ‘how do we educate and try to advance and show fleets what we are doing,’ but how do we help enable them to follow similar goals for decarbonization,” Buttgenbach said.

PepsiCo has proven that biodiesel and B100 play important roles in achieving sustainability goals and was recognized with the Clean Fuels Alliance America Inspiration Award at the Clean Fuels Conference 2024. The company is tackling environmental challenges head-on and blazing a trail for fleets to lower carbon emissions now and in the future.

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As the world grapples with environmental challenges and seeks sustainable alternatives to traditional fossil fuels, biodiesel has emerged as a promising solution. Biodiesel, derived from renewable sources such as vegetable oil and animal fat, is a drop-in fuel that slashes emissions, often in heavy-duty vehicles that don’t have a realistic option to convert to electric.

The American Society for Testing and Materials (ASTM International) first published specifications for biodiesel in 2002. In the 21 years since it was first published, the ASTM specs have been revised and republished 29 times. This reflects the biodiesel industry’s commitment to revising and tightening fuel specifications for top performance in today’s engines.

In fact, the standards for biodiesel quality are more stringent than petroleum diesel fuel quality. Currently, 23 parameters need to be tested against the biodiesel specs from ASTM versus only 15 parameters that need to be tested and confirmed for petroleum diesel. These parameters include fuel performance, cetane number and residual compounds such as monoglycerides, diglycerides and triglycerides that are left over from the production process. These high standards keep biodiesel a clean and reliable product.

To ensure the safe and effective use of biodiesel, the National Renewable Energy Laboratory (NREL) has continuously updated and improved its Biodiesel Handling and Use Guide. NREL recently released the sixth edition of the guide, highlighting key updates and environmental benefits while further establishing the role it plays in biodiesel use.

Before delving into the guide’s details, it’s essential for consumers to understand the significance of biodiesel in today’s energy landscape. Biodiesel is a renewable fuel that can be blended with conventional diesel fuel or used in pure form (B100) for both transportation applications and home heating systems. This guide refers to biodiesel that meets the most current ASTM International Standard D6751, a new low metals grade.

Biodiesel is high-quality. Recent studies have found that biodiesel and petroleum diesel are almost indistinguishable in terms of use and performance. After testing that included 1,000 hours of accelerated aging on diesel engines, the ash and other emissions produced by biodiesel in an engine were comparable to or less than that of petroleum diesel and can be easily removed by the emissions after-treatment systems.

Using biodiesel does not affect an engine’s warranty. Biodiesel, and all biodiesel blends, are legally registered with the EPA and can be used in today’s engines. Of course, specific conditions of use can impact the performance of any fuel.

Biodiesel significantly reduces carbon dioxide emissions compared to traditional diesel fuel, making it an essential tool in mitigating climate change and improving air quality. Numerous health benefits have been studied when switching to 100% biodiesel including reduced asthma attacks, fewer cancer cases and premature deaths and an overall reduction in health care costs by reducing particulate matter emissions.

Domestically produced using a variety of feedstocks, biodiesel decreases our reliance on imported fossil fuels enhancing energy security and creating opportunities for rural communities and agriculture. Biodiesel can be used in existing diesel engines with little to no modification, making it a seamless transition for vehicle and equipment fleets.

NREL, a leader in renewable energy research and development, has been instrumental in advancing the adoption of biodiesel. The Biodiesel Handling and Use Guide is a comprehensive resource that has undergone several iterations to keep pace with technological advancements, regulatory changes and industry developments. The sixth edition of the guide is a testament to NREL’s commitment to providing factual information on biodiesel as a clean and sustainable fuel option.

The most current guide brings a host of updates and improvements, reflecting the latest knowledge and best practices in biodiesel handling and utilization. Some of the key updates in this edition include:

• Regulatory Compliance: The guide provides up-to-date information on federal and state regulations governing biodiesel, ensuring users know the latest compliance requirements.
• Fuel Quality Assurance: Biodiesel quality is essential for proper engine performance and emissions control. The guide offers fuel quality guidelines, including recommendations for storage and handling.
• Best Practices for Biodiesel Blending: As biodiesel is often blended with conventional diesel, the guide offers insights into proper blending techniques to achieve the desired blend ratio and maintain fuel stability.
• Cold Weather Operations: Biodiesel can have different cold flow properties than traditional diesel, and the guide offers strategies for handling and using biodiesel in cold climates.
• Fuel Infrastructure: For those involved in fuel distribution and storage, the guide covers the design, operation, and maintenance of biodiesel storage and dispensing facilities.
• Fleet Management: Fleet managers will find valuable information on the integration of biodiesel into their operations, including maintenance practices and engine compatibility considerations.

The guide serves as a crucial tool in promoting biodiesel across various sectors, including transportation, agriculture and industrial applications. By offering comprehensive information and guidance, it addresses many of the common concerns and challenges associated with biodiesel use, making it easier for individuals and organizations to make the transition to this sustainable fuel source.

One of the guide’s most significant contributions is its emphasis on safety. Handling and storing biodiesel require specific precautions due to its unique properties. The guide provides detailed safety recommendations to ensure users can safely and effectively work with biodiesel.

NREL’s Biodiesel Handling and Use Guide, now in its sixth edition, stands as a vital resource for anyone interested in the sustainable use of biodiesel. With its comprehensive updates, the guide addresses the evolving landscape of biodiesel regulations, technology and best practices. By providing safety, quality and efficiency in biodiesel handling and utilization, NREL plays a pivotal role in advancing the acceptance of this renewable fuel source. As we continue to seek environmentally friendly alternatives to traditional fossil fuels, the guide remains a beacon of knowledge and a catalyst for a more sustainable energy future.

Like any fuel, the quality of biodiesel depends on the entire supply chain. Biodiesel is a premium product and is held to high standards. These standards ensure top performance and lower emissions in today’s engines.

Materials supported by United Soybean Board, soybean farmers and their checkoffs.

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USDA projects that 12 billion pounds of soybean oil will go into U.S. production of clean fuels like biodiesel. Clean fuel production has become a massive industry, supporting 65,000 jobs, creating $17 billion in economic activity and providing about 13% of the value of a bushel of soybeans.

At the center of one of the most transformative times in history for clean fuels, where renewable diesel, biodiesel and sustainable aviation fuel are gaining unprecedented traction across powerhouse markets, the annual Clean Fuels Conference has officially opened for registration.

The event, hosted by Clean Fuels Alliance America, takes place in vibrant Fort Worth, Texas February 5-8, 2024. The conference boasts an impressive speaker lineup and rich educational content addressing top energy issues of our time. Attendees will learn the latest on the next generation of low-carbon fuel policies, feedstock development opportunities and decarbonization efforts from leading Fortune 500 companies, among other hot topics.

Distinguished speakers confirmed for the event include:

• Angela Caddell: Vice President, Agricultural Products, BNSF Railway
• David Allen: Vice President & Chief Sustainability Officer, PepsiCo
• Jill Blickstein: Vice President of Sustainability, American Airlines
• John Jansen: Vice President, Marketing, United Soybean Board

The event will also spotlight Original Equipment Manufacturers, facing a ticking clock on aggressive new vehicle emissions standards and climate goals. An all-star lineup of OEMs, fleets, and industry experts will share their strategies and how higher blends of high-quality biodiesel and renewable diesel fit into their plan of action.

“Farmer participation is as critical now as it was when soybean farmers first created this industry 30 years ago,” said Clean Fuels CEO Donnell Rehagen. “We have much to discuss as our fuels gain the recognition they deserve. This conference is THE place where clean fuels business gets done, and this is an exciting time for farmer leaders to get involved.”

In addition to the event’s productive networking opportunities, planned educational sessions include:

• “Bullish on Biodiesel, Soaring with SAF”
• “Chill Out: Winter’s Promising Oils, Cash Crops and Carbon Tools”
• “Lowering Carbon Intensity with Climate-Smart Ag”
• “The Time Value of Carbon: OEMs and Fleets Tackle the GHG Challenge”

Visit cleanfuelsconference.org to register for the conference. 

This article was funded by the United Soybean Board Checkoff.

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If you’ve ever tried to start your diesel engine when temperatures are well below freezing, you’ve likely experienced the chilling sound of silence as your key turns in the ignition. This is a common scenario in the Midwest, where frigid mornings can catch even the most seasoned heavy-duty machinery operators off guard.

Whether using petroleum diesel or biodiesel, cold flow operability is one of the key challenges all diesel fuels face, especially in colder climates. While these challenges may deter you from exploring low-carbon diesel fuel alternatives like biodiesel, there are several proven solutions that allow these cleaner fuels to be used successfully as the seasons change.

Understanding cold flow operability can help biodiesel users properly maintain their equipment year-round. Cold Flow Operability refers to the ability of a fuel to flow and perform adequately in low-temperature conditions. All diesel fuels, including biodiesel, can freeze or gel as the temperature drops. If this happens, it can lead to various operational issues, including clogged fuel filters, fuel system damage and reduced engine performance.

These challenges are regularly studied by institutions such as the National Renewable Energy Laboratory (NREL), and others, with support from Clean Fuels Alliance America, the national trade association that represents biodiesel, renewable diesel and sustainable aviation fuel. NREL’s latest edition of the Biodiesel Handling and Use Guide outlines key low-temperature performance metrics including:

Cloud Point: Fuels contain waxes and other materials that can crystallize and separate from the fuel at low temperatures. A fuel’s cloud point is the highest temperature at which wax begins to form and small solid crystals can first be observed, giving the fuel a cloudy appearance. This is an important parameter of all diesel fuels since the presence of solidified waxes can clog filters and negatively impact engine performance. The cloud point is the most conservative measurement, down to which all fuels should still provide the expected performance.

Cold Filter Plugging Point: This measurement of fuel operability is a critical property used to measure the lowest temperature at which diesel fuel will freely flow through a standardized filtration device when cooled under certain conditions and has been correlated to light-duty engine performance. Winter operability of diesel fuel, including biodiesel, is often benchmarked by cold filter plugging point testing.

Pour Point: The pour point is the lowest temperature at which fuels can be poured or pumped. Fuels with a higher pour point may contain so many agglomerated crystals, that the fuel may not flow adequately, making it unsuitable for cold weather use. The pour point is an important indicator for distributors to determine if the fuel can be pumped, especially if temperatures are unsuitable for diesel engines.

The technical team at Clean Fuels understands the importance of cold flow operability and its challenges. Their collaboration with NREL highlights solutions that are being developed to ensure a sustainable and smooth transition for using biodiesel in the winter months. To address the challenges associated with cold flow operability, various strategies can be implemented:

Storage and Handling: In order to achieve optimal performance, it is important to protect the fuel in diesel engines from the cold by storing vehicles or equipment in an enclosed area such as a barn or garage during the winter months. If equipment, and the fuel, must be stored outside, all attempts should be made to keep the fuel clean and dry. This will help keep the fuel tank warm and improve startup.  This is often why fuel terminals and retail stations store their fuel in underground storage tanks where temperatures are more constant.

Increased Blending with No. 1 Grade Diesel: One common approach is blending biodiesel with No. 1 grade diesel, which has better cold flow properties. By blending with increased volumes and percentages of No. 1 diesel, or kerosene, the finished fuel blend will achieve improved cold-weather performance while still promoting the use of renewable fuels.

Cold Flow Additives: Specialized fuel additives can be introduced to improve the cold flow properties of diesel fuels. These additives alter the properties of the fuel to prevent gelling and wax crystallization at low temperatures. Clariant, the leading provider of cold flow additives for middle-distillate fuels, is in the final development stages of an additive that will provide the same operability that you can expect from a winterized diesel fuel even for blends up to B50 (or 50% biodiesel). It is important to note that not all cold-flow fuel additives work equally as well in all fuels. Tests should be performed to find the additive that works best with your fuel and at the correct dosage.

Seasonal Blending: Some regions practice seasonal blending, adjusting the biodiesel blend ratio according to the temperature. For example, in Minnesota, the first state to adopt a biodiesel mandate, blends of 20% biodiesel are required in the summer months, while blends are reduced to 5% in the winter and early spring.

Overcoming challenges such as cold flow operability ensures that biodiesel remains a viable and effective alternative fuel source for decarbonizing the on- and off-road transportation sectors while supporting billions of dollars in economic activity for rural America. While there are no perfect fuels for every application and season, biodiesel blends and the contributions that today’s soybean farmers make are leading to advancements in engine technologies to help reduce carbon emissions and particulate matter (soot) that improve the health of nearby neighbors and neighborhoods.

The post Cold Flow Operability: Overcoming A Chilling Challenge appeared first on Clean Fuels Alliance America.

The annual event serves attendees snacks of chicken and french fries to illustrate that soybeans are used in animal feed and food preparation while used cooking oil, surplus oil, and animal fats are recycled to make clean fuels. It provides an opportunity to educate the community about the benefits of biodiesel, renewable diesel, and SAF – which include adding value to the soybean and rendering industries.

Attendees were interested to learn that many DC work truck fleets use high biodiesel blends – including B100. Other attendees were more familiar with Clean Fuels, having participated in previous Clean Fuels Foundation education tours. The event created an opportunity to ncrease coordination among the industries, unify messaging, and build relationships with interested audiences.

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Scientists across the world agree that to avoid the most catastrophic impacts of climate change, we must peak annual global greenhouse gas emissions before 2025 and reduce them by 43% by 2030. We also know that until net-zero emissions can be achieved, every ton of CO2 emitted to our atmosphere adds to the global warming potential, contributing to the severe weather events we’ve experienced in recent years. If a company delays reducing its annual emissions by just one ton of carbon for five years, it will need to reduce annual emissions by over 13 tons to make up for lost time.

The fundamental science underlying this time value of carbon concept is well understood. That’s one reason major transportation sector players, including commercial airlines and air freight and logistics companies, have publicly committed to reducing their annual emissions or even to achieving net-zero corporate emissions. The clean fuels industry stands ready to support these corporate commitments.

However, carbon accounting methods are still being developed for companies to inventory the impacts of carbon reduction measures like fuel switching, and track their progress to their net-zero goals. The Greenhouse Gas Protocol began revising its Corporate Standard in 2022, but recently pushed back the release of its Land Sector and Removals Guidance to mid-2024. The Science-Based Targets Initiative correspondingly changed the finalization of its Forest, Land and Agriculture Guidance.

These standards and guidance documents are part of a larger package of corporate greenhouse gas quantification principles companies are meant to rely on to prove to stakeholders they are on track to decarbonize and mitigate climate risks. But some draft versions and proposed changes are untenable for the corporate world, especially in consideration of our urgent need to increasingly remove carbon from the atmosphere.

Clean fuel producers, including producers of sustainable aviation fuel, know their fuels are less carbon intensive than their petroleum-derived counterparts, helping to avoid that extra ton of carbon. But, quantifying that carbon intensity, and capturing all the carbon in the results, depends on the programmatic framework, whether it is California’s Low Carbon Fuel Standard, the International Civil Aviation Organization’s Carbon Offsetting and Reduction Scheme for International Aviation, or something else.

SAF producers aim to provide their customers with the right data on the well-to-wheels emissions of their fuels. But SAF producer knowledge is framed around their product, while their customers’ ledgers are focused on their actions and account for the element of time.

Clean Fuels Alliance America has begun the process of reconciling these corporate standards and guidances, including the sustainability certification schemes for CORSIA-eligible fuels and important market-based mechanisms like book-and-claim that socialize SAF premiums while attributing environmental benefits to supply chain partners. Our hope is to guide this clean fuel-focused community to a more streamlined process of quantifying and accurately accounting for the high-quality carbon emissions benefits that SAF offers. As a trade association, we represent the entire supply chain from feedstock production to fuel production and distribution. We are particularly well-positioned to support our fuel producers as they work with their customers to mitigate climate change.

We are one pellet in a silver buckshot to decarbonize aviation as well as other transportation sectors, but we aim to do so in a scientifically robust and practically implementable fashion. And we hope you’ll join us in counting and tracking all the carbon to eke out every incremental benefit SAF has to offer.

The post Accurately Accounting for SAF Carbon Emission Benefits appeared first on Clean Fuels Alliance America.

Biodiesel isn’t a substitute for diesel fuel; it’s an upgrade. Biodiesel adds lubricity to an engine, eliminating the need for a fuel additive. It lowers particulate matter, hydrocarbons, CO2 emissions and greenhouse gases. It’s non-hazardous, biodegradable and non-toxic. It’s helping fleets quickly meet carbon reduction goals in hard-to-electrify, heavy-duty vehicles. The benefits are apparent, but newcomers often want to know whether it works. Changing fuels in your most expensive vehicles is a high-stakes decision. However, mounds of data show that in today’s diesel engines, biodiesel works at B20 (a blend of 20%
biodiesel with 80% diesel), and even higher blends. It’s even been tested and works in engines that won’t be on the market until five to ten years from now.

At Clean Fuels Alliance America (formerly the National Biodiesel Board), we’re constantly putting biodiesel to the test because we want people to know what we know: that biodiesel is a high-quality fuel. Throughout its 30-year history, the biodiesel industry and Clean Fuels have proactively led cooperative research projects with original equipment manufacturers (OEMs) and leading research institutions to determine if the ASTM specifications for B100 needed to be modified to ensure that biodiesel blends will perform reliably and effectively when diesel fuel or diesel engine regulations change.

Based on compelling new biodiesel fuel quality data from some of the nation’s top research institutions, ASTM International has published a new Low Metals (LM) grade of biodiesel in D6751, the ASTM specification for low-carbon B100 biodiesel used as a blendstock with middle distillate fuels such as diesel
fuel.

The latest round of research tested the impacts of B20 on the long-term durability of diesel particulate filters in New Technology Diesel Engines (NTDEs) outfitted with modern Selective Catalytic Reduction (SCR) and Diesel Particulate Filter (DPF) aftertreatment.

This study was conducted with Southwest Research Institute and the National Renewable Energy Laboratory in a large, multi-year cooperative program with diesel engine and exhaust aftertreatment manufacturers. The testing compared long-term (over 1,000 hours of accelerated aging) impacts of NTDEs running on B20 with a lower level of metals – equivalent to B100 containing a total of 4 parts per million (ppm) for sodium (Na), potassium (K), calcium (Ca) and magnesium (Mg) – to the impacts of conventional ultra-low sulfur diesel (ULSD).

The results indicated that biodiesel containing a maximum of 4 ppm total metals resulted in ash that was similar to that deposited by the ULSD, exhibited a similar ash cleaning removal efficiency, did not have a negative effect on DPF pressure drop or regeneration rates, and did not appear to have any deleterious physical effects on the DPF substrate. These studies were presented at the SAE Congress in Detroit in April 2023 and published as SAE Papers 2023-01-0297 and 2023-01-0296. The work was instrumental in the passage of a successful ballot by the ASTM D02 Fuels Committee to approve a new LM grade of ASTM D6751 biodiesel with a maximum of 4 ppm total metals (Na+K+Ca+Mg), down from the existing grades which allow up to 10 ppm total metals.

The biodiesel fuel quality report published by the National Renewable Energy Lab (NREL) is a final contributing factor to the persuasive technical data required to tighten ASTM specifications. Now in its sixth year, this annual report documents the quality of biodiesel produced in the United States and Canada by BQ-9000 certified producers, which represent over 90% of North American production. According to the most recent NREL report from June 2023, the current average of B100 total metals in the marketplace today registers below 1 ppm total, well below the 4 ppm specification recently adopted in the new LM grade of biodiesel at ASTM.

The rigor of these cooperative research efforts and the positive results, along with the already low level of metals in commercial production in the field, bode well for biodiesel use in the new Ultra-Low Emissions Diesel Engines (ULEDE) coming to market in 2027-2031.

As ASTM International celebrates its 125th anniversary this year, it has chosen the ASTM D6751 specification for biodiesel as one of the Top 10 most influential standards that ASTM has ever produced. This specification has ensured that biodiesel is held to a higher standard than petroleum diesel, meaning that as long as fuel meets the specs, it will perform throughout an engine’s full life.

The new standard will continue to bolster confidence in the fuel for OEMs and fleets, providing further evidence that biodiesel is a high-quality fuel, continually improving, and meeting robust quality standards.

That confidence is essential because as emissions standards tighten and corporations increase pledges to reduce their carbon footprint, fleets require immediate solutions. Consumers and regulators are demanding greener practices, and biodiesel is rising to meet that demand.

The pressure is on. There may be a day when companies have traded their diesel semi-trucks for expensive electric models and figured out how to keep them charged as they ship goods across the country, but these companies can’t wait a decade or longer for heavy-duty electrification to be optimized and tested—they need solutions today.

Biodiesel is available as a high-quality drop-in fuel. It is becoming the obvious or, in many cases, the only choice. Biodiesel is shifting from a luxury item for a few environmentally conscious fleets to a necessity for corporations to compete in the modern world.

New research and tighter specifications are important pieces in making fleets feel comfortable with that choice. Clean Fuels will continue to work closely with ASTM International, OEMs, and leading research institutions to ensure that B20 and higher biodiesel blends continue to offer fleets an easy, reliable, and sustainable decarbonization solution now and for decades to come.

We have rigorous data to ensure that B20 can perform in any diesel engine and any application, whether that be highway, ag, marine, rail, heating oil, or power generation. Engine manufacturers and fleets should be confident that biodiesel is fit for purpose in the diesel engines of yesterday, today, and tomorrow and will have only positive impacts on performance and durability.

The data shows time and time again that fleets can have it all. They can meet emissions goals while filling up with reliable, high-quality fuel. Biodiesel has become a premium product that solves the challenges of today’s fleets. Clean Fuels Alliance America will continue to work with OEMs and biodiesel producers to ensure our fuel continually improves and exceeds the demands of heavy-duty engines.

This article was funded by the United Soybean Board and state checkoff organizations.

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In the race to lower carbon emissions and combat climate change, one resource that is nearly depleted is time. Carbon added to the atmosphere today compounds the environmental challenges of tomorrow, and because of technological and infrastructure restraints, many industries that rely on heavy-duty (and often heavy-polluting) equipment are years or even decades away from electrification.

“To meet the ambitious carbon reduction goals that Americans are aiming for, we have to use all of the tools in our toolbox,” says Clean Fuels Alliance America CEO Donnell Rehagen. “Both clean fuels and electric vehicles have important roles to play in staving off the detrimental effects of climate change and make progress toward those goals.”

For many companies and municipalities, switching to biofuels has proven to be a simple and effective way to meet their carbon reduction goals.

“Carbon emissions are cumulative, and they persist in the atmosphere. Anytime we can reduce more carbon now, it has less opportunity to persist in our environment,” says Scott Fenwick, technical director for Clean Fuels Alliance America. “[Biofuels] have the ability to immediately impact carbon emissions today, versus waiting five or ten years for electric vehicles to become viable and affordable, and will do more in the long term to reduce these emissions.”

Electric vehicles have become more attainable for light-duty passenger vehicles, and this success has many people dreaming of an all-electric future. However, for some applications, significant technology development is still needed.

“You have folks who really want to leapfrog technology and go straight from fossil fuel equipment to electric equipment, but the technology to go all electric is not there yet,” says Veronica Bradley, director of environmental science at Clean Fuels Alliance America.

She remarked that there are many uses for clean fuels in equipment, like commercial aircraft, that don’t have an electric option today. For example, she said that with today’s technology, the battery for a 737 would take up the whole aircraft, leaving no room for passengers or cargo. Sustainable aviation fuel, which is now coming to the market, lowers emissions by changing what’s in the tank, instead of changing the entire airplane.

Moreover, large transport vehicles such as semi-trucks travel long distances hauling heavy loads on rigid deadlines in areas without reliable access to charging infrastructure.

“There are still a lot of cases where electrification is not viable yet,” Fenwick says. “Those are the sweet spots for biodiesel and renewable diesel to be able to offer a low-carbon option for those uses and markets.”

And the OEMs are responding. Jennifer Weaver, original equipment manufacturer (OEM) market development manager for Clean Fuels Alliance America, states that nearly all of them already support B20 biodiesel blends as well as renewable diesel, and they are working in tandem with Clean Fuels to drive innovation.

“We’re seeing OEMs have a significant interest in higher biodiesel blends, on the order of B30, B40, B50 all the way up to B100,” Weaver says. “These companies are getting pressure from their customers to do more to lower their carbon footprint and to meet environmental, social and governance (ESG) goals.”

Biodiesel has evolved over the last several decades, and a growing number of companies and municipalities are using it to meet their carbon goals. With assistance from the Clean Fuels team and a push from new federal regulations, OEMs are developing cleaner engines that support higher biodiesel blends and emit less carbon.

“We are in the process of working with all of those OEMs as they are developing their strategies of how they’re going to meet that new emissions level to make sure that biodiesel is included as part of the equation,” Weaver says. “They are increasingly acknowledging that using an already low-carbon fuel in their engines is going to make it even easier for them to get there. We work with them far in advance of their production time to make sure that’s all contemplated, tested and thoroughly vetted by the time those new models hit the production line.”

This symbiotic relationship between Clean Fuels and the OEMs has led to a premium product that has less impact on the environment.

“We’re really proud of what the industry has done,” says Steve Howell, senior technical advisor for Clean Fuels and an early champion for biodiesel. “We’re selling over 3 billion gallons today, and we wouldn’t be selling that amount of fuel if the standards weren’t working.”

Howell says diesel engines are cleaner than ever before, and this industry will continue to evolve.

“One of the key things that Clean Fuels Alliance America is doing is making sure that we’re doing that research for the future, and I think that’s a competitive advantage for biodiesel and the biodiesel industry,” Howell says. “We used to think of diesel technology as ‘old, dirty diesels’, but now they are clean.”

It’s not just OEMs supporting clean fuels—municipalities are too. Weaver noted that cities were some of the earliest adopters and strongest supporters. She says one of the most notable adopters is New York City, the largest city in the United States.

“New York City uses biodiesel blends in over 11,000 diesel municipal fleet vehicles,” Weaver says. “Everything from sanitation trucks and police vehicles to parks department equipment, light towers and generators. They even use Bioheat for the heating oil that powers their buildings.”

Bioheat® fuel is a clean, renewable and cost-effective alternative to liquid heating fuels. Converting a home’s heating system to electric heating can cost up to $20,000, which is cost prohibitive for many, and the electric systems can place a heavy burden on electric grids. Bioheat fuel, just like biodiesel and renewable diesel, offers an immediate solution to reduce greenhouse gas emissions for those that rely on liquid fuels.

Carbon buildup in our atmosphere is truly a global problem and meaningful reduction will require all of the tools in our toolkit, including electrification and the continued development of new green technologies. Clean fuels—including biodiesel, renewable diesel, sustainable aviation fuel and Bioheat—can slow the accumulation of carbon in our atmosphere and push back the detrimental effects of climate change today. Time may not be a renewable resource, but renewable fuels give companies and municipalities an option to cut the emissions of some of their heaviest polluting vehicles and equipment to make an immediate impact in their carbon footprints.

This article was funded by the United Soybean Board and state checkoff organizations.

The post Biofuels: An Immediate Solution for the Climate Crisis appeared first on Clean Fuels Alliance America.

Progress continues on the Green Bison Soy Processing Plant, a joint venture between Archer Daniels Midland and Marathon Petroleum Corporation in Spiritwood, North Dakota.

In this episode of Fueling Conversations, Green Bison Soy Processing President Mike Keller discusses how the $352 million project will feature state-of-the-art technology to process up to 150,000 bushels of local soybeans a day. The facility will produce soybean meal as well as refined soybean oil for renewable diesel.

For more information call Green Bison Soy Processing at 800-475-4291 or email GBSP@greenbisonsoyprocessing.com.

Click here for all Season 2 episodes.

The post Clean Fuels – Fueling Conversations appeared first on Clean Fuels Alliance America.