Δευτέρα 4 Απριλίου 2016

Construction of a small-scale biodiesel plant

The process for making biodiesel consists of the following steps:

·         Preheat used vegetable oil to remove water

·         Determine oil pH and measure appropriate quantity of NaOH and methanol

·         Mix reactants

·         Allow glycerin to settle out, drain glycerin and send to methanol recapture


·         Wash biodiesel to remove trace contaminants

·         Set in the sun to drive off traces of water


The process design is divided into the following stages:

  1. pre-heat,
  1. processing,
  1. wash,
  1. methanol recapture,
  1. water treatment
  1. solar heat.



Preheat Stage

The role of the preheat stage s to remove any water that might be mixed with the used vegetable oil. Water is detrimental to the transesterification process and must be removed as much as possible. Heating the oil to 50-54 oC is enough to cause the water to settle out.


There are two preheat tanks. The tank volumes are 150 gal each. Using two tanks allows for the continual receiving of used vegetable oil. Hot water flows from a propane heater and through a heating coil to heat the oil, the cooled water is then returned to the heater.


The valve system is designed such that hot water will flow through only one tank at a time, likewise the vegetable oil will be pumped out of the tanks sequentially. While one tank is pre-heating, the other is available for receiving used oil.

 


 Figure 1 - Schematic of Preheat Stage

  
Processing Stage

The processing stage consists of two reactor tanks, each connected to its own pump for recirculating and mixing of the reactants. The first tank, reactor A, is tall and narrow with a conical bottom. This reactor shape provides adequate mixing of the fluid when recirculated by the pump. The second tank, reactor B, is bulkier and rounded on the bottom, which would create dead zones if mixed by simple recirculation. To overcome this problem and ensure adequate mixing in both processing tanks, a mechanical mixer with impellers was purchased. Static mixers were also purchased to increase mixing within the pipes.


The goal of the processing piping system is to ensure flexibility of the system while maximizing use of only two pumps. The primary feature of this system is that it allows for the transfer between the two reactors. Used vegetable oil can be pumped into either tank via pump A, and then recirculated with the reactor tanks via their respective pumps. Contents can be transferred between the two tanks via this piping scheme. The proposed processing method is outlined as follows:


·         Used vegetable oil is pumped from the preheat stage into reactor B.
·         Mixed methoxide is added to reactor B and circulated to provide initial mixing.

·         Half of the mixture is then transferred to reactor A, and both tanks are recirculated for the
        required reaction times.

·         Following the reaction, the tanks are allowed to settle and glycerin is drained out for       eventual methanol recapture.
·         The biodiesel product is pumped out towards the washing stage.


Initially mixing all of the reactants in one container ensures homogeneity of the oil:methoxide ration within both reactors. This removes one measuring step. Using both reactors for processing allows for eventual expansion. The system also maximizes the use of the two pumps, which perform all the required transferring and recirculating.


Pump A is significantly larger than pump B. It also has more power and the additional feature that it can run dry without damaging. These two features make pump A the best choice for pumping used vegetable oil into the reactor, as it doesn’t require the operator to monitor the level in the preheat tanks.



 



  
 Figure 2 - Schematic of Processing Stage

  
Washing Stage

There are many methods of washing available when processing biodiesel. An ideal washing method maximizes interaction between the fresh biodiesel and washing water, while minimizing the risk of emulsifying. Alternatively, water and biodiesel could be simply mixed  manually. This works well for small batches, however the manual aspect makes it increasingly time-consuming with increase in batch size, and more difficult to control to avoid emulsification if automated.


The most commonly recommended method of washing biodiesel is aeration, whereby air is bubbled through layers of water and biodiesel. The bubbles rising into the biodiesel carry with them a thin film of water. The biodiesel contaminants dissolve in the water. When the bubble bursts, this water falls out of the biodiesel layer and returns to the water layer, brining the contaminants with it. This method yields a very high water-biodiesel surface area and minimizes the risk of emulsification. It also has a lower water requirement.


The wash tank design makes use of the following items:

·         A 1 m3 plastic tank donated by a paint company.

·         The compressor required for the operation of the pneumatic pumps.

·         Lengths of ½” PVC piping for the aerator.



The aerator is constructed by drilling small holes along the PVC pipe at 3” intervals. Four lengths of tubing, running parallel along the bottom of the tank, are connected to a single shaft extending to the top of the tank. The compressor connects to a regulator and then to the shaft. The rate of air flow through the aerator, and thus the rate of bubbles, is controlled by the regulator.


For each batch, an amount of water equal to half the volume of biodiesel is added to the wash tank, followed by the biodiesel. The product is bubble-washed for 6 hours and then let to settle for 1 hour. This wash is repeated three times, each time the water is drained from the bottom and new water is added.


One identified problem with the aerator system is that biodiesel degrades PVC glue over time. As such, it is important to minimize the interaction between the aerator and the biodiesel. The paint tank has a built-in drain located at the bottom, but an additional tap was installed a few inches higher, which is the tap that will be used to drain the water to ensure that a certain volume of water will remain above the aerator at all times, protecting the PVC piping.


The total volume of the wash tank is 350 gal. Given that some airspace is required at the top, and

1/3 of the tank ΄s volume must be water, this wash tank cannot wash biodiesel batches greater than 200 gal. Should we choose to increase production, a second wash system would be required.


 Figure 3 - Schematic of Wash Tank

  



Methanol Recapture

Methanol is the most expensive input for the biodiesel process. The price is tied to the price of oil, and as such is at risk of instability as crude prices rise.


In order to ensure that the reaction consumes all of the vegetable oil, methanol is added in excess to force the equilibrium to the right. This excess methanol ends up in the glycerin by-product and represents a significant loss. Methanol in the glycerin also limits the potential for marketing it as a product, as the combination is deemed unsafe and flammable.


Given the relatively low boiling point of methanol, it is possible to recapture the methanol via a simple still. The mix of glycerin and methanol, still liquid following the reaction stage, can be heated to vaporize the methanol. These vapors can then be condensed and recycled, maximizing use, reducing waste, and lowering overall processing cost.


An additional methanol recapture system is needed and this could  be constructed of items that can be found easily.






 Figure 4 - Schematic of Methanol                                   Figure 5 - Photograph of a Methanol

Recapture Unit                                                                Recapture Unit




The glycerin by-product is poured in to a chemical container through a funnel in the lid. The container must be sturdy and air-tight. An electric heater heats the glycerin to the methanol boiling point of 66°F. The vapors rise through the bucket and into a length of copper tubing. The copper tubing then coils as it enters a condenser. Cold tap water passes through the condenser, cooling the methanol vapors to a liquid. The liquid falls through the copper tubing where it is collected at the bottom. Once the liquid methanol stops flowing, the process is complete and the glycerin is drained from a tap while still liquid.






Water Treatment

In an effort to reduce the overall impact of biodiesel production, water consumption and recycling were considered. Three wash stages are required for biodiesel production, the first stage taking out the most contaminants and each subsequent wash containing significantly less. Water recycling then becomes an ideal method for reducing overall water consumption within the process.


Each wash stage, at maximum production capacity uses 100 gal of water. The first wash produces water too dirty for reuse, but the water from the second and third washes are fairly clean. To reuse the water, two interim storage tanks of 100 gallons each will be placed near the washing station.

The water from the second and third washing stages will be pumped into the storage tanks and then reused in the following wash process. The general recycling process is outlined  Figure 6. The water from wash 3 will be reused for wash 2, and the water from wash 2 reused in wash 1. Once the loop is established, the required water consumption for washing will be reduced by 2/3, requiring only half a gallon of water per gallon of biodiesel instead of 1.5.










Figure 6 - Outline of Water Recycling Process



In addition to water recycling, the following water treatment options is also explored, with the hopes of bringing the process water demand to nearly zero.



  
Solar Distillation

This method of water purification produces almost perfect distilled water and would remove all of the glycerin, methanol, and dissolved solids. Solar distillation, however, is highly inefficient and would require an extremely large surface area in order to treat the amount of water needed for biodiesel production. Through some research and testing, it was determined that a solar still covering an area of 4m2 could only treat about 30 gallons a week, simply not enough and anything larger would take up too much space and be too costly to implement.


Slow Sand Filtration

Slow sand filters are very efficient at removing organic solids and quite inexpensive to construct. The problems with this type of system are that it may clog up if the waste water is too turbid, and it will not remove dissolved solids. This means that the waste water from the washing stage of biodiesel production might have to be pre-treated to decrease turbidity in order to pass it through a sand filter. Furthermore, it remains unclear exactly how much dissolved caustic soda would remain in the treated water and its effects on whether the water would be acceptable for re-use. Finally, there may be a problem with using a slow sand filter since most of the actual water treatment is performed by the microorganisms living in the top layer of the sand and it is still unclear how these organisms would fair with the filter not in constant use..

  
Methanol Evaporation

In some of the literature examined for the biodiesel internship there was mention of heating the unwashed biodiesel to boil off the methanol and cause the suspended solids to precipitate out. The theory is that methanol evaporates at a much lower temperature than biodiesel (only 60C) and thus could safely be evaporated out which would release the suspended solids leaving clean, useable biodiesel. This step would, in theory, altogether eliminate the need for a wash stage and thus eliminate the need for clean water..


Solar Heating

In further attempts to reduce the environmental impact of biodiesel production, solar heating could be investigated. The energy requirements for the oil pretreatment stage could easily be met using a solar heating system.


The design requires a pump to allow the working fluid to circulate through the element up towards the solar panel. A debate emerged between two possible options: indirect or direct solar heating. Direct heating involves having the used vegetable heat directly as it flows through the coil of the solar panel. However, this option is eliminated as it causes tube-side fouling hence resulting in higher maintenance needs.






Κυριακή 3 Απριλίου 2016

Vegetable Oil Conversion Design - Heating The Veg Oil

Vegetable oil can be used in a diesel engine if it is heated to reduce its viscosity so that it will perform in a similar fashion to diesel fuel.

A number of studies and ever growing empirical experiences have shown that the use of such systems with many engines can give operating characteristics and reliability similar to when running diesel fuel. Emissions and power have been shown to be comparable or improved.

When environmental, production, social and economic considerations of the use of biofuels for transportation fuels has been considered, studies have found straight vegetable oil to be the most suitable energy source.

When designing a fuel heating system a number of factors need to be considered to ensure reliable operation:

- direct / indirect fuel injection
- rotary / inline injector pump 
- ambient temperatures encountered
- type of oils to be used
- computer / mechanical controlled injection


The time when problems are most likely to occur is when the engine is being started from cold. The engine does not have the latent heat that would aid combustion and the engine may not fire.

A growing number of companies offer conversion kits and conversion services that allow vegetable oil to be poured into the tank instead of diesel. These kits use electric heating and often replacement injectors to ensure that the right conditions for combustion can be obtained.


The Twin Tank or Duel Fuel System

A simple and effective way to safely run on vegetable oil is to run a duel fuel system. The engine is started on petro-diesel (or bio-diesel etc) and the waste heat created by the engine is used to heat the vegetable oil. This avoids running vegetable oil through a cold engine at start up. A temperature gauge in the fuel line allows you to see when the oil is hot enough for the fuel supplies to be switched. 

The fuel supply is switched by a three way valve. Before shutting down for extended periods the fuel supply is switched back and the engine is allowed to run for a few minutes (approx 3-5mins depending on set-up) so that the vegetable oil is flushed from the fuel system. The vehicle is then ready to be restarted on diesel fuel. Placing the fuel selection valve as close to the injector pump as possible reduces the flushing time.




Twin Tank Fuel System


Fuel Return


In most engines the injector pump is supplied by the transfer pump with more fuel than is required. The excess fuel is generally returned to the fuel tank although some engines recycle the excess back to the injector pump.

When running a duel fuel system the commonly utilised ‘return to tank’ system will require modification. Getting vegetable oil returned into the diesel tank can be undesirable as it will accumulate and would cause problems associated with running unheated SVO. Getting diesel in the vegetable oil is not a problem mixing diesel into vegetable oil improves its performance.

Having a three way valve in the return line allows fuels to be sent to the appropriate tank. 
Especially with thick oils, care should be taken to feed back to the diesel tank only after vegetable oil has been purged from the system avoiding diesel tank contamination. When using oils with high melt points this has proven to be less of an issue.

Having a single return to the vegetable oil tank is another possibility but diesel would be pumped into the vegetable oil tank when the vehicle was running on diesel, in the wrong circumstances this could lead to an overflowing tank.

Another option is to run this fuel, by using a T connector, into the injector pump intake line. There is the possibility of a build up of air due to slight leaks and the closed circuit giving the air nowhere to vent. Excessive air would lead to the engine being starved of fuel, as well as the possibility of the injector pump which uses the fuel oil for lubrication being damaged. A device that allowed trapped air to escape introduced to this closed loop would offer a solution. Many examples of this fuel system configuration have been utilised without problems. Extra care is required to ensure all pipe connections, filter seals etc. are air tight.

This method offers the advantage of mixing the fuel returned from the injectors, which has been heated through compression in the injector pump and contact with the engine, with the fresh fuel supply. Upon switching the vegetable oil is gradually mixed with the hot diesel, the vegetable oil percentage increasing as the remaining diesel fuel is used. A mixture of fuels is more prone to combust completely at lower temperatures allowing the SVO to be introduced sooner. Also the volume of fuel being pulled from the fuel tank is reduced to the amount of fuel consumed by the engine. This reduces the amount of work the transfer pump has to perform which also reduces the level of suction ‘up stream’ of the pump making air ingress less likely.

The time required to run on diesel before the fuel supply can be safely switched to SVO is dependant on engine design, fuel characteristics, heating equipment, ambient temperature, engine temperature and fuel system design. Assessing exactly when to switch the fuel supply can be achieved by a process of gradual reduction, monitoring for undesirable engine run characteristics and if possible fuel temperature and vacuum/pressure. A vacuum gauge fitted before a transfer pump will show if the pump is performing excessive work pulling cold oil.


Heating Methods

Cold weather is a problem with diesel fuel as it can begin to solidify below -7°C and will block the fuel filter [11]. Products that use heat to aid diesel fuel flow in cold weather are available and many are suitable for application in a SVO system. Sometimes it may be appropriate to ‘tune’ these products as they are generally designed to heat to a temperature below that which is desirable with an SVO system. Heating systems specifically designed to be used in SVO systems are available or can be fabricated.


Engine Coolant Heat

These units are utilised on liquid cooled engines. The hot engine coolant fluid is used to heat the vegetable oil. The coolant in an engine generally runs between about 75 and 90°C (158-203°F) so it is at a suitable temperature to heat the SVO via a heat exchanger.


Engine Oil Heat

Hot engine oil is used to heat the veg oil. Engine oil will heat to above 100° so may be a better option than coolant in some applications. Leaks in the oil system are much more likely to be terminal for the engine. Great care should be taken to avoid engine oil leaks.


Exhaust Heat

The heat from gasses in the engine exhaust system can be used to heat the fuel. A reported system used metal fuel line wrapped around the exhaust system of a genset. As a generator engine runs at a steady rate using a steady fuel flow heat was regulated by the number of turns around the exhaust. The unit was not dual fuel and there were some problems with cold starting. Using this heat source in a dual fuel system could lead to problems overheating the oil before switching.

Systems have been proposed using a valve to allow a regulated exhaust gas flow away from the existing exhaust system and into other piping where the hot gasses are used to heat the vegetable oil. The valve opening could be regulated to give the required amount of heating. An idea with potential considering the very quick heating times that could be achieved.


Returned Fuel Heat

As discussed above the fuel returned from the injectors has been heated through compression in the injector pump and high pressure lines and from contact with the hot injector. The heat of the fuel can be used by T-ing the return into the fuel supply as described, by sending it to the SVO tank or through a heat exchanger with the incoming fuel.


Electrical Heat

An electrical heating element can be used to heat up the oil to suitable temperatures. In a vehicle application care has to be taken not to have a power demand that would be excessive for a given electrical system. Rapid heating is possible with an electric heater allowing a dual fuel system fuel supply to be switched sooner. A suitably modified engine equipped with electrical heaters can be started and run on SVO alone.


Injector Pump Heating

Assessment of the first vehicle converted using a dual fuel system showed the possibility of insufficiently heated oil running through the engine and causing crud build ups in the cylinders and on the injectors. The perceived problem was when the fuel supply was switched from petro-diesel to vegetable oil. The hot vegetable oil would rush into the fuel injection pump, which was considerably cooler than the oil, cool down and then get injected into the engine at a temperature below that which would be desirable.

The engine was equipped with a CAV rotary pump, known to be less durable when pumping SVO, and there was the possibility of damage from the increased heat generated pumping the thicker oil.

A method of heating the injector pump was devised. Both fuel supplies were heated with coolant before the injector pump. This way the injector pump would be gradually warmed by the heated diesel fuel before switching to vegetable oil. To avoid the possibility of fire care should be taken to ensure a fuel heated above its flash point can not leak from the fuel system. Some engines (some Mercedes etc.) use engine oil to lubricate the injector pump which provides heat to the pump.


Vegetable Oil Tank and Lines

Depending on the type of oil used and at what ambient temperature, the fuel tank, lines and filter may need heating to allow free flowing of fuel. At low temperatures SVO will be thick or solid and hard or impossible to pump. The filter is a definite bottle neck. SVO will flow more freely through thicker fuel pipe.

Having a filter system for each of the fuel supplies will reduce the amount of fuel that needs to be flushed when changing fuel supplies. If a filter becomes blocked due to waxing or impurities the vehicle can still be run on the second fuel system.

Some proponents advocate using a more course filter in the vegetable oil line to allow thick oils to flow at the desired rate and help to reduce waxing. This has to be balanced against the increased size of particles that may pass through the filter and cause wear to the injector pump. Heating the vegetable oil in, or up stream, of the filter will help the fuel flow and reduce the possibility of waxing the filter.


Diesel Fuel Return

Having a valve which allows the diesel fuel to be returned back down the vegetable oil feed through the filter will act to clean the filter, pushing any particles off the filter media and into the filter base or back to the veg oil tank. A drain plug at the bottom of the fuel tank or filter base allows settled particles/water to be evacuated.


Pre Heating the Engine


Electric, diesel, biodiesel, propane and petrol fired engine pre-heaters are available that are switched on for approximately half an hour before starting the engine. They heat the engine coolant and pump it around the system, sometimes using a thermo siphon technique providing heat for the engine cabin heater and any coolant/fuel heat exchanger fitted. 

An engine thus heated will be easier to start under adverse conditions due to the extra heat in the combustion chamber. Fuel inside a heat exchanger would be up to temperature before the engine was started. These units also reduce emissions and engine wear connected with cold engine running.

Biodiesel NOx emissions

Nitrogen oxides (NOx) are a group of gases that form when fuel is burned at high temperatures. These gases contribute to ground-level ozone, acid rain, and visibility impairment. Over half of human made NOx emissions come from fuel combustion in motor vehicles.

Compared to conventional diesel fuel, use of biodiesel is generally found to reduce emissions of hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM); but to increase oxides of nitrogen (NOx) emissions.

In modern diesel engines, several factors related to fuel composition and engine control strategies are important, though no single theory provides an adequate explanation of the biodiesel NOx effect under all conditions. There is evidence to suggest that effects on injection timing, ignition delay, adiabatic flame temperature, radiative heat loss, and other combustion phenomena all play some role.

The biodiesel NOx effect can be mitigated by modifying engine control settings — particularly by retarding injection timing and increasing exhaust gas recirculation (EGR). The absolute magnitude of the biodiesel NOx effect appears to be reduced with modern engines, although there are cases where the percentage change is still substantial.

Sophisticated after-treatment systems required to achieve the diesel engine emissions standards do not appear to be significantly affected by use of biodiesel. However, longer term study is warranted, as such systems have only been in commercial use for a short time.

It is difficult to reduce thermal NOx. Reducing the combustion temperature might reduce NOx but increases PM (Particulate Matter) emissions. NOx and PM are indirectly proportional. The Nitrogen in the diesel is from the proteins/amino compounds from the raw material as such. Using feed stock that has low fuel bound nitrogen is a good option. May be a good idea to use a catalytic converter or secondary or auxiliary device at the exhaust or tail pipe to convert the NOx.

The trend of NOx emissions from use of biodiesel is still uncertain. Several studies show an increase in NOx emissions, while others show a decrease. Further research is still needed on NOx emissions from engines burning biodiesel.

Biodiesel Process Description

While one commonly followed version of the biodiesel process is presented here, there are a multitude of alternative methods through which small producers successfully transform feedstock oils into quality biodiesel. New practices for safe and efficient processing are constantly being devised by the small-scale production community.

Simplified Overview of Processing Steps
1. Collect feedstock: waste oil from restaurants, pressed oil from oilseed crops, render animal fats, trap grease, etc.
2. Check oil for water content (see Biodiesel Quality Test Methods) and de-water oil if necessary. (Settling collected oils in large bulk tanks/drums, then drawing oil for processing from the top of the tank/drum may be sufficient in warmer weather.)
3. Filter oil to remove food particles and debris.
4. Fill processing equipment with oil and begin heating.
5. Test oil for free-fatty acid content via titration to determine the amount of catalyst (NaOH lye or KOH) to be used per liter of oil (see Biodiesel Quality Test Methods).
6. Make a mini batch with the heated oil (500 mL or 1 liter) to test the accuracy of the recipe being used before proceeding to a large batch. Mason jars make cheap and effective test batch vessels, provided they have tight-fitting lids.
7. When oil has reached the reaction temperature of 120 to 130 degrees Fahrenheit (50 to 55 degrees Celsius), proceed to mix the large batch using the recipe from a successful test batch. Carefully mix lye with methanol, add chemicals to oil, mix for up to two hours, and then allow glycerol by-product to settle.
8. Make accurate records of all variables in each batch of fuel: oil source, mixing time, temperature, quantities of reactants, any other processing variables.
9. Drain glycerol by-product and label for further processing, temporary storage, or disposal. The glycerol will contain significant methanol and should be handled as such (flammable and toxic).
10. Recover excess methanol from raw biodiesel. If methanol is not recovered from biodiesel, the raw fuel should be treated as if it were methanol (flammable and toxic).
11. Pump biodiesel to wash tanks and wash.
12. Allow water to settle out over several days or dry biodiesel via “active drying.”
13. Pump through a filter to fuel storage barrels.
14. Test fuel for quality parameters and compare with processing records.
15. Recover methanol from glycerol once sufficient quantities are on hand.
16. Dispose of gycerol and wash water in a safe and responsible manner





Cold Temperature Issues using Biodiesel in a D.I ENGINE

Biodiesel and its blends with petroleum diesel will cloud and gel at higher temperatures than normal winterized petroleum diesel fuel. As temperatures drop, wax-like crystals form in the fuel. These crystals will potentially clog fuel filters or fuel-line inlet screens, causing stalls or failure to start. Plugged fuel filters may strain injection pumps, possibly reducing the longevity of these expensive components. Users are advised to prepare for cold temperatures in advance in order to avoid vehicle and equipment problems associated with cloudy or solidified fuel. The petroleum diesel used in cold climates should be winterized diesel fuel.

A fuel’s cloud point (CP) is the temperature at which it first begins to appear cloudy, as crystals start to form. The pour point (PP) is the minimum temperature at which the fuel can be considered a liquid—below this temperature the fuel will be fully gelled. The cold filter plugging point (CFPP) is usually closely related to the cloud point, thus testing for cloud point may be the most practical way to predict a fuel’s winter performance. Commercial fuel producers are required to notify customers of a given fuel’s pour characteristics, and small-scale producers are advised to be aware of pour points in the biodiesel they produce. The introduction of ultra-low sulfur fuel (ULSF) makes this more important, since early indications are the high ULSF can also contribute to the low temperature problem.

Cloud point and pour point of biodiesel will vary according to feedstock. Of the vegetable oils, canola oil is the best for producing winter biodiesel fuel, with a cloud point in the 20- to 30-degree range (F). Soy biodiesel typically clouds around 32 degrees Fahrenheit (0 degrees Celsius). Biodiesel made from animal fats, tallow, or hydrogenated (creamy) vegetable oils will cloud and gel at temperatures above freezing, and thus these fuels perform best in southern regions or summertime.

Freezer Test

Small producers who use oils from multiple sources are advised to test each batch of biodiesel fuel for cold weather performance. A simple test using jars, a freezer, and a thermometer is effective to determine proper winter blending rates. Blends of biodiesel and winterized petroleum diesel fuel of varying proportions (e.g, B10, B20, B50) are made up in small jars and then placed in the freezer. By frequently checking the temperature of each jar, a producer can roughly determine the temperature at which clouding and gelling will occur for each blend. Knowing the expected low temperature, users can then predict which blend will be trouble free. Extreme care must be taken not to spill diesel or biodiesel blends in a freezer that is used for food storage. Use a plastic tub for secondary containment, and place in a secure, level spot. Do not leave fuel in freezer where others may disturb it accidentally.

A rough version of this test can be performed by leaving marked blended jars of fuel in an outdoor, unheated location during the winter. It is best to start blending biodiesel with petroleum diesel conservatively well before winter to prevent filter plugging in unexpected cold snaps.

Additives

Several fuel additives are available for winterizing petroleum diesel fuel, and a handful are specifically designed to winterize biodiesel blends. Several commercial biodiesel additives are effective at reducing the pour (gel) point of blends, but they have little effect on the pour point of B100. Furthermore, the additives do not significantly reduce the cloud point (key to prevent filter plugging) of biodiesel blends, even at several times the recommended usage rates. Some individuals do report successful reduction of cloud points with various unconventional additives, but users are advised to test blends before using in their equipment and to err on the side of caution.

Preparing for Winter Trouble

It is advisable to be familiar with the fuel system in vehicles and machinery using biodiesel in case any winter troubles arise. It is always helpful to carry a spare fuel filter and the tools to change it, especially in winter. If equipment stalls due to fuel starvation, exchanging the waxed filter for a fresh one filled with petroleum diesel may get it back in service. A spare five-gallon tank of fresh winterized petroleum diesel (or kerosene for off-road equipment) can be quite handy. If temperatures drop unexpectedly below the cloud point of biodiesel in the equipment’s fuel tank, adding fresh diesel to top off the tank may help prevent clouding and filter plugging. This is especially effective if the diesel fuel is stored in a heated space. Block heaters are effective at keeping the engine warm enough to start, but if a gel layer forms in the fuel tank, problems will persist. When all else fails, the vehicle can be towed to a heated garage to thaw out.

Blending for the Cold Season


It is best to blend biodiesel with winterized petroleum diesel fuel (cut with kerosene by the fuel distributor). Small producers will typically “splash blend” by simply pouring the two fuels into a tank at the desired proportions. Biodiesel will mix readily with diesel fuel simply through the agitation generated by driving a vehicle. For stationary tanks, it is best to add biodiesel on top of petroleum diesel, as biodiesel is denser and will settle to the bottom, blending on its way down. When blending, both biodiesel and petroleum diesel should be at temperatures above the biodiesel cloud point, as experience has shown that fuels blended at cold temperatures may not stay mixed. For this reason, small producers working in unheated shops may want to blend up a large batch of winter fuel before outdoor temperatures drop in the late fall. If biodiesel should cloud or gel, it will need to be warmed to well above its cloud point to fully dissolve waxy crystals that formed at low temperatures. Note: When blending fuels, tanks should be grounded to avoid static charge buildup.