presentation on biodiesel

8/14/2019 Presentation on Biodiesel

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Biodiesel Fuel :

Issues and Research Areas



Figure from “Freeing Energy from Carbon,” N. Nakicenovic, Daedalus , Vol 125, #3 (1996), pp. 95-112

Oil H/C = 2.0

Coal H/C = 1.0

Wood H/C = 0.1

Hydrogen

Economy

Nonfossil

Hydrogen

Methane H/C = 4.0Methane Economy

Trend in H/C in Global Energy Consumption

0.01

0.1

1

10

100

1800 1850 1900 1950 2000 2050 2100 2150 2200

Year

H y d r o g e n / C a r

b o n R a t i o



Internal Combustion Engine Electric EngineHybrid Engine

alternatives fuels

diesel

gasoline

parallel serial electric fuel cell

CNG

LPGDME

H2

METHANOL

ELECTRIC

com. rail

HDI

LEAN BURN

VVT

EVC

BATTERY

GEARBOX

controller

APU

TURBINE

controller

BATTERY

ac motor

controller

FUEL

REFORMER

controller

THE CAR OF TO MORROW

for consumers

for environment

for society

The research

network

Diesel Gasoline

fuels



Portfolio of Alternative Fuels

• Hydrogen

• Biofuels- Biodiesel,SVO, ethanol,

Biogas• CNG ,LPG, DME

• HEV, Solar, Wind



Technology Evaluation

Criteria• Drivers

– Emission Reductionpotential

– Import independence

• Enablers

– Affordability (Cost of Vehicle& Cost of Operation)

– Technology

• availability of fuel /energy

device and• availability & maturity of

vehicle technology

– Infrastructure for production,transportation & distribution(both existing and new)

• Criteria

– Technical Risk,

– Commercial Risk and

– Customer Acceptance

• Time Line for

– Demonstration,

– Laying down Codes andStandards,

– Commercialisation of System

– Commercialisation of Vehicle.

• Investment required to makethe technology viable, from

– Public sector –



Evaluation: Alternative

Technologies

Scale of 10 rating E t h a n o l

B i o - d i e s e l

E V

H E V

O n - b o a r d

R e f o r m e r

S t o r e d

H y d r o g e n

I C - H y d r o g e n

S o l a r

C N G

L P G

C o n v . F u e l

1 Drivers (x0) 12 13 17 13 14 17 16 20 10 9 7

2 Enablers (x1) 43-46 36 40 40-43 20 13 24 15 46 43 53-56

3 Criteria (x2/3) 28 26 20 23 9 9 19 3 28 28 30

4 Time-line (x2/3) 30 26 24 17 6 6 14 3 29 29 30

5 Investment (x2) 8 7 7 5 2 2 7 1 9 9 10

Grand Total (150) 121-124 108 108 98-101 51 47 80 42 122 118 130-133

Weighted Total (1 98-101 85 83 77-80 34 27 60 21 102 99 113-116

Fuel Cell

I Ch k Li f I d i



Issue Check List for Introducing

a New Automotive Fuel

• Safety

• Fuel uniformity and

consistency

• Stability in storage &handling

• Public health risks

• Compatibility with

vehicle & parts

• Impact on tailpipe and

evaporativeemissions

• Impact on fuel

economy & overall

fuel usage



Diesel Fuel

Vegetable Oi l

FUEL STRUCTURE

DIESEL FUEL vs. VEGETABLE OIL



Issues With Use of SVO

• Oxidation , gum formation, fuel line and filter clogging

• About 10 % lower efficiency due to effect of highviscosity on mixture preparation and combustion

• Higher Smoke, HC and CO emissions .

• SVO fuel properties vary very widely betweenfeedstocks used .

Currently SVO can only be used in low

technology engines or engine designed to workon low grade fuels . High technology automotiveengines need more refined fuel



Worldwide Biodiesel Raw Material

• USA

• Europe

• Ireland

• Thailand,Malaysia

• India

• Soybean

• Rapeseed

oil,Sunflower oil

• Frying oil

• Pam oil

• Jatroffa, Pongamia

(Honge)



Non-edible oil seeds

• Abundant availability

• Extracted oil is used: [~20% of seed] – In soap making

– As bio-fuel

• Oil cake: Residue [~80% of seed] – Toxic for animal or human consumption

– Used as a fertilizer

• Oil cake is available at a reasonable price

• Can be easily transported and stored



Non-edible Oil Seeds

• Jatroffa

• Neem

• Castor • Mahua

• Karanj

• Sal• Other minor seeds



Feedstocks for India

• Jatroffa curcas ( kattu aamanakku in

Tamil)

• Karanja or Honge or Pongamia Pinnata

(Pungai in Tamil)

• Mahua

• Rubber seed



JATROPHA PLANTATION IN RAIN SHADOW AREA

BHONGIR, NALGONDA DIST, AP

(PLANTED ON: SEPT 2004)

COURTESY: G. VEERA REDDY, FARMER AND LAND OWNER

PHOTOS DATE: 18TH APRIL 2005 VISIT BY NATUROL BIOENERGY LTD TEAMSEED SOURCE: GUJARAT AND HOSUR



Table 1 - Composition of Various Oils and Fats.

Oil or fat (carbon no: no

. Of double bonds)

14:0 16:0 18:0 18:1 18:2 18:3 20:0 22:1

Soybean 6-10 2-5 20-30 50-60 5-11

Corn 1-2 8-12 2-5 19-49 34-62 trace

Peanut 8-9 2-3 50-65 20-30

Olive 9-10 2-3 73-84 10-12 trace

Cottonseed 0-2 20-25 1-2 23-35 40-50 trace

Hi linoleic Safflower 5.9 1.5 8.8 83.8Hi Oleic Safflower 4.8 1.4 74.1 19.7

Hi Oleic Rapeseed 4.3 1.3 59.9 21.1 13.2

Hi Erucic Rapeseed 3.0 0.8 13.1 14.1 9.7 7.4 50.7

Butter 7-10 24-26 10-13 28-31 1-2.5 .2-.5

Lard 1-2 28-30 12-18 40-50 7-13 0-1

Tallow 3-6 24-32 20-25 37-43 2-3

Linseed Oil 4-7 2-4 25-40 35-40 25-60

Tung Oil 3-4 0-1 4-15 75-90*

Yellow grease 1.27 17.44 12.38 54.67 7.96 0.69 0.25 0.52



Definition of “Biodiesel”

• Biodiesel – a fuel comprised of mono-alkyl

esters of long chain fatty acids derived

from vegetable oils or animal fats,

designated

B 100.

• Biodiesel must meet the specifications of

ASTM D 6751



Biodiesel Properties

No sulfur contents (in most biodiesel fuels)

No aromatics contents

About 11% oxygen content (petro-diesel contains nooxygen)

Cetane value comparable to Indian Diesel

Lower heating value

Better lubricity Higher viscosity

Higher freezing temperature

Higher flash point

No toxicity or low toxicity

Biodegradability Worse corrosive properties.



PROPERTIES UNIT DIN 51606 (1997) ASTM (2001)6751

Density g/cm3 0.875-0.90 --

Carbon Residue

(100%)

% mass Max 0.05 Max 0.050

Ash Content % mass Max 0.02 Max 0.020

Total Sulfur % mass Max 0.01 Max 0.05

Cetane No. -- Min 49 Min 40

Flash Point 0C Min 110 Min 100

Copper Corrosion degree 1 No. 3b max

Viscosity, 40 0C mm2/s (cSt) 3.5-5.0 1.9-6.0

Neutralization Value mg Max 0.5 Max 0.8

Free Glycerin % mass Max 0.02 Max 0.02

Total Glycerin % mass Max 0.25 Max 0.24

CFPP Summer (0C) Max 0.0 --

Winter (0

C) Max -15 --

BIODIESEL SPECIFICATIONS



Transestrification

• Transestrification ( a 3-stage process of conversion

of branched Triglyserides into straight chain methyl

esters) yields varied results depending on feedstock

(with same catalyst and its concentration,

temperature etc.).

• More research needed into:

-Kinetic modeling of Indian feedstocks for designing

catalyst /enzyme package for optimum yield.

-Reverse estrification under certain operating

condition creates filter plugging and corrosion

problems in vehicle fuel system and fuel injection

system .

- Currently the process used is batch type.Need to



OILSEED

CRUSHING

OIL

REFINING

BIODIESEL

PRODUCTION

GLYCERINE

REFINING

• Seed drying/cleaning

• Seed preparation

• Solvent extraction

• Oil degumming / drying

•

• Acid pre-treatment

• Neutralization/

deacidification OR

• Silica Purification

• Oil Drying

• Transesterification

• Glycerine separation

• Biodiesel purification

• Methanol recovery

• Glycerine purification

• Glycerine concentration

• Glycerine

evaporation

• Glycerine

condensation

• Glycerine polishing

PROTEIN MEAL REFINED OIL BIODIESELDISTILLED

GLYCERINE

Process Sections –(Seed Oils)

DEGUMMED OILCONCENTRATED

GLYCERINE



OIL

PRETREATMENT

BIODIESEL

PRODUCTION

GLYCERINE

REFINING

• Oil Filtering

• Oil Drying

• Acid esterification

• Transesterification

• Glycerine separation

• Biodiesel purification

• Methanol recovery

• Glycerine purification

• Glycerine concentration

• Glycerine

evaporation

• Glycerine

condensation

• Glycerine polishing

PRETREATED OIL BIODIESELDISTILLED

GLYCERINE

Process Sections (high FFA oils)

CONCENTRATED

GLYCERINE



What is Biodiesel (Methylester)?

Transesterification



Feedstocks Used in Biodiesel

Production• Triglygeride or fats and oils (e.g. 100 kg SVO) –

vegetable oils, animal fats, greases, soapstock,etc.

• Primary alcohol (e.g. 10 kg methanol) – methanol or ethanol (44% more ethanol isrequired for reaction)

• Catalyst (e.g. 0.3 –1.0 kg sodium hydroxide)

• Neutralizer (e.g. 0.25 kg sulfuric or hydrochloricacid)



Reaction time

• Transesterification reaction will proceed atambient (35°C) temperatures but needs 4-8hours to reach completion.

• Reaction time can be shortened to 2-4 hours at45°C and 1-2 hours at 50°C.

• Higher temperatures will decrease reactiontimes but require pressure vessels because

methanol boils at 65°

C.• High shear mixing and use of cosolvents havebeen proposed to accelerate reaction.



Product Quality

• Product quality is important – moderndiesel engines are very sensitive to fuel.

• It is not biodiesel until it meets ASTM

D6751.• Critical properties are total glycerol

(completeness of reaction) and acid value

(fuel deterioration). Reaction must be>98% complete.



Competing Reactions

• Free fatty acids are a potential

contaminant of oils and fats.

O

||HO - C - R

Carboxylic Acid (R is a carbon chain)

O

||

HO - C - (CH2)7 CH=CH(CH2)7CH3

Oleic Acid



O|| + KOH

HO - C - (CH2)7 CH=CH(CH2)7CH3

Oleic Acid Potassium Hydroxide

O||

→ K+ -O - C - (CH2)7 CH=CH(CH2)7CH3 + H2O

Potassium oleate (soap) Water

Fatty acids react with alkalicatalyst to form soap.



Water is also a problem

Water hydrolyzes fats to form free fattyacids, which then form soap.

O

||

CH2 - O - C - R 1 CH3 - OH

| |

| O | O O

| || | || ||

CH - O - C - R 2 + H2O >>> CH3 - O - C - R 2 + HO - C-R 1

| || O | O

| || | ||

CH2 - O - C - R 3 CH3 - O - C - R 3

Triglyceride Water Diglyceride Fatty acid



Soap

• Soaps can gel at ambient temperature

causing the the entire product mixture to

form a semi-solid mass.

• Soaps can cause problems with glycerol

separation and washing.



Flash Point

100

110

120

130

140

150

160

170

180

100% 95% 90% 85% 80% 75%

Biodiesel percentage

f l a s h p o i n t , d e g r e e

c e l c i u s

Effect of raw oil presence in Biodiesel on Flash Point

Method: ASTM D 93

Limit: 130 min. (°C)

Greater the gap,

greater the amount

of organiccompound that can

be added

measures the lowest temperature at wh ich appl icat ion of th e test

f lame causes the vapor above the sample to ig nite.



Viscosity

0

1

2

3

4

5

6

7

100% 95% 90% 85% 80% 75%

biodiesel percentage

k i n e m a t i c v i s c o s i t y ( m m 2 / s )

Effect of raw oil presence in Biodiesel on Kinematic Viscosity

Method: ASTM D 445

Limit: 1.9 – 6.0 mm2

/s

High viscosity of soybean oil is due to high molecular mass and large chemical structure.

Free fatty acids or compounds with hydroxy groups possess significantly higher viscosity

measur es the f low resistance of the fuel, e.g., the time for a volume of l iquid to

flow under gravity through a calibrated glass capil lary viscometer.

Passed ASTM

Standard

Failed to meet

ASTM standard

Failed to meet

ASTM standard



Cetane Number

38

40

4244

46

48

50

52

100% 95% 90% 85% 80% 75%

Biodiesel Percentage

C e t a n e n u m b e

Effect of raw oil presence in Biodiesel on Cetane number

Method: ASTM D 613

Limit: 47 min.

I t is a measure of the fuel' s ignition delay. Higher Cetane numbers indicate

shorter times between the injection of the fuel and its igni tion.

Failed to meet

ASTM standard

Passed ASTM

standard



Carbon Residues

0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

100% 95% 90% 85% 80% 75%


A v e r a g e C a r b o

n ( %

Effect of raw oil presence in Biodiesel on Carbon residue

Method: ASTM D 4530

Limit: 0.05 max. (% mass)

Determines the amount of carbon residue lef t after evaporation and pyrolysis of an oil ,

indicating i ts relative propensity to form coke.

Passed ASTM

standard

Failed to meet

ASTM standard



Total and Free Glycerol Content

0

0.5

1

1.5

2

2.5

100% 95% 90% 85% 80% 75%


T o t a l G l y c e r i n ( % )

0

0.005

0.01

0.015

0.02

0.025

100% 95% 90% 85% 80% 75%


F r e e G l y

c e r o l ( %

Effect of raw oil presence in Biodiesel on total and free glycerol content

Method: ASTM D 6584

Limit:

Total glycerol: 0.24 max (% m/m)

Free Glycerol: 0.02 max (% m/m)

Glycerol present in Biodiesel causes:

1. settling out in storage tanks 2. plug fuel filters

3. cause combustion problems

I t measures the amount of unconverted or partiall y converted fats and by-product glycerin present in the fuel.

Failed to

meet

ASTM

Standard

Passed

ASTMStandard



Some Important Parameters of Raw andTransesterified jatropha oil

Parameter Jatropha Oil Raw Jatropha Oil

Transesterified E DIN 51606 standard

Density (g cm-3 at

20°C)0,920 0,879 0.875 - 0.890

Flash Point (°C) 236 191 > 110

Cetane no. (ISO

5165)23-41 51 > 49

Viscosity (mm2 /s at

30°C)52 4.84 3.5 - 5 (40°C)

Neutralisation

number (mg

KOH/g)

0.92 0.24 < 0.50

Total glycerine (%) - 0.088 < 0.250

Free glycerine (%) - 0.015 < 0.02

Phosphorus (ppm)290 (17 in de-

gummed oil)17.5* <10

Sulphated ash (%) - 0.014 < 0.03

Methanol (%) - 0.06 < 0.3

Wh Bi di l C B U d



Where Biodiesel Can Be Used

• As a pure fuel ( B100)

• As a blended component( e.g.B20)

• As an additive ( 1-5 % e.g. B5)



VOLUMETRIC FRACTION OF TYPICAL

FATTY ACID METHYL ESTERS

Bi di l C iti Aff t



Biodiesel Composition Affects

Cetane number and NOx

• Cetane number affects engine combustion

• Increasing unsaturation cause reduced Cetanenumber

(stearic, oleic and linoleic acid esters)• Increasing chain length cause increased

Cetane number

(palmitic and stearic acid esters;

methyl palmitoleate and methyl oleate)• High stearate fuel component with few double

bonds produce significantly less NO x thancertification diesel.



CETANE NUMBER FOR PURE FATTY ACID ESTERS

Very low CN

Very high CN

Very low CN

Diesel CN ~50-51



Fuel Chemistry is Important

• Fuel chemistry seems to be the root of

all of these fuel properties and the

increased NO x

emissions observed for many biodiesel fuels.

• The most fundamental way to alter the

emissions performance of a fuel is to alter molecular structure.



There are Inherent Trade-offs

• Unfortunately, the materials which

produce low NOx have poor cold flow

properties and some are even solid at

room temperature.• Trade offs between NOx, Smoke, Cold

flow operation and oxidation stabilities

I di b



Iodine number • Iodine number is highly inverse correlated with

cetane number (high iodine number correlateswith low cetane number).

• Thus, excessive ignition delay and poor combustion performance may also be proposed

as a cause of the high NO x ;• Iodine number not included in ASTM Standard

Soybean biodiesel resisted in EU

• Iodine value (IV) < 120 in EN 14214 std.

• Iodine number is a measure of the degree of unsaturation or number of double bonds- relatedto oxidation stability of biodiesel



Iodine Number and Emissions

• High linear relationship between iodine number andNO x

• Regression predictions that a biodiesel with an iodinenumber of 38 will be NO x neutral relative to certification

diesel.• This corresponds to an average of 1.5 double

bonds/molecule.

• High stearate fuels with few double bonds producesignificantly less NO x than certification diesel.

• Unfortunately, these materials have poor cold flowproperties and some are even solid at room temperature.

What happens if different fuels



What happens if different fuels

used

• The biggest concern regarding potential enginedamage is when an engine alternates betweendifferent fuel types.

• Conventional diesel leaves deposits in engines

that biodiesel, as a solvent, will clean them out.Filter clogging and additional costs for replacingfuel filters .

Once started , use the same fuel. Cont.availability of fuel is thus important

• This is less of an issue if a low biodiesel blendis used, or if biodiesel were used as an additive(B2-B5).



Concerns with Biodiesel

Emission Performance of Biodiesel and SVO



Emission Performance of Biodiesel and SVO

0

500

1000

1500

2000

2500

3000

3500

0 1 2 3 4 5

Brake powe r (kW)

H C ( p p m )

diesel

karanja oil

karanja ester

co-ester

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0 1 2 3 4 5

Brake pow er (k W)

C O

( % )

diesel

karanji oil

Karanji ester

co-ester

0

200

400

600

800

1000

1200

1400

1600

0 1 2 3 4 5Brake pow er (k W)

N O

( p p m )

diesel

karanja oil

karanja ester

co-ester

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

0 1 2 3 4 5

Brake power (kW)

S m o k e ( B

S U )

diesel

karanja oil

karanja ester

co-ester

Basic Emission Effects_EPA



_Study



Heat release pattern



-10

0

10

20

30

40

50

60

70

300 350 400 450

Crank Angle- degree )

H e a t

r e l e a s e r a t e ( k J / ° C A )

diesel

karanja oil

karanja ester

co-ester

Fig .12. Variation o f heat release rate

Effect of Biodiesel Blend on Heat



Effect of Biodiesel Blend on Heat

Release Pattern



ENGINE SPECIFICATIONS

• Makers Name :Mahindra & Mahindra Limited

• Type of engine : DI diesel engine

• No of cylinders :4

• Type of cooling :water cooling

• Compression Ratio: 17.5

• Cubic Capacity :2.6 litre

• Brake Power :72 bhp

• Speed :3200

• Injection Press. :900 bar

Autom ot ive engine

Jatroff based biodiesel( B20) Vs diesel fuel



Parameters HS Diesel BD 20 IndicatioMax. Power @ 2300 rpm ( hp ) 44.7 43.8 2%

SFC @ max. Power ( gm /hp-hr ) 172 183 6%

Minimum SFC ( gm / hp -hr ) 171 180 5%

Max. torque ( Kg-m ) 15.6 15.7 ___

Max. smoke (FSN) 4.4 1.9 56%

Brake Thermal Efficiency ( % ) 36.2 34.5 5%

Jatroff based biodiesel( B20) Vs diesel fuel



Fig.13 Variation o f THC between d iesel fuel and B 20

Jatropha based biodiesel blend , R83 test cycle

Fig.14 Variation of CO between diesel fuel and B

20 Jatropha based biodiesel blend R83 test c cle



0

5

10

15

20

25

30

35

40

45

50

0 500 1000

Time

C O

( m a s s )

0

10

20

30

40

50

60

70

80

90

100

S

e e d

diesel

biodiesel (20%)

Test cycle

20 Jatropha based biodiesel blend R83 test cycle



0

5

10

15

20

25

30

35

40

45

50

0 500 1000

Time (sec)

N O x ( m a s s )

0

10

20

30

40

50

60

70

80

90

100

S p e e d

diesel

biodiesel (20%)

test cycle

Fig.15 Variation of NOx between diesel fuel and B

20 Jatropha based biodiesel blend , R83 test cycle

Fuel Injection and Bulk Modulus



Fuel Injection and Bulk Modulus

biodiesel



Issues with biodiesel

Filter Trends



Filter Trends

• Biodiesel, like conventional diesel fuel, has atendency to gel at lower temperatures andfilters tend to clog with gelled biodiesel.

• Gelling can occur at higher temperatures inbiodiesel blends than for conventional diesel,especially as a higher blends

• To improve efficiency and power of engines,better and tighter fuel filter ratings being used toensure that the proper quality of fuel is in theengine and to reduce fuel system wear.

Fuel Filtration Standards



Fuel Filtration Standards

getting tighter

Engines with

• Non -electronic-mechanical use 25

micron fuel filters

• Electronically controlled fuel injection

pump use 10- micron fuel filters,

• Integrated system-electronic engines

use 2-micron filters.

Microbial Growth.



• Microbial growth -a potential problem with bothdiesel and biodiesel fuel

• Microbes include viruses, bacteria, archaea,fungi, and blue-green algae. A group of microbes may come together to form a colonycalled a biofilm which can then reach filters.

• Most diesel engine fuel filters have a 5-10micron rating, whereas individual bacteria andfungi can range from 0.01 to 0.1 microns.

• Some microbes escape through the filter

media, then block fuel injectors and, in severecases, fuel lines and can cause potential enginefailure and significant damage.

Mi bi l th P t ti l bl



Microbial growth -Potential problems

• Filter clogging (with attendant loss of

power).

• Injection system clogging and damage

• Hydrochloric acid formation

• Fuel deterioration

• Etching and corrosion of surfaces within

fuel system

Water contamination



Water contamination

• Water contamination, and hence microbial

growth, is believed to be a more significant issuefor biodiesel than conventional diesel.

• Biodiesel can contain up to 40 times more

dissolved water than diesel.

• If biodiesel comes into contact with free water

during storage, which is almost inevitable, it

would absorb two to three times as much water

as is allowed by current diesel fuel specs.• In extreme cases, biocides may be required to

control micro-organism growth.



Adherence to Quality is Important

• Fuel Quality must be the uppermostconcern and importance for the biodiesel

industry

• A fuel standard should be taken as theminimum necessary quality of the fuel.

• With decentralized production centers how

we are going to ensure the quality?.



Discoloration & Scratches on injector



needle



H t E Bl d Q lit



How to Ensure Blend Quality

• There is no standard for biodiesel blend.Blend components have to meet thebiodiesel and diesel fuel specs.

• Quality of blend is not easy to determineby cheap and easily available tests

Need to develop such tests

• Need to develop fuel and injectionsensors for feedback control of injectiontiming so that engines can adapt to thefuel

Research Needed to Mitigate NOX



Research Needed to Mitigate NOX

Effect

• NOx formation can not be explained byZeldovitch mechanism which is very

successful for predicting NOx formed with

use of diesel fuel• Do type of bond (trans- or cis) ,no. of

bonds(1,2,3) participate in pre-

combustion chemistry to increase NO x ?

Additives Approach to improve



Additives Approach to improve

Biodiesel properties

• To reduce NOx emissions

• To improve thermal and storage stability

of biodiesel

• To improve low temperature operation

Oth C



Other Concerns

• Material Compatibility need to be studied

Some elastomers swell due to which seal

leakage can start

• Toxicity of the emissions produced while

using biodiesel produced from Indian

feedstocks like Jatropha , Karanj etc.

needed.

Suggestions for Research



gg

1. Design engine to suit the SVO

-Avoid cost of estrification

- Empower the local producer to become localuser,

-Reduce fuel transportation cost andconsequent

pollution-Change Regulations to allow certification on

biodiesel

2. Make designer fuels to suit the engine

-Suit the needs of every type of engine-Enhance the feedstock base for production

3. Do research for all types of engines, e.g.

Common Rail diesel engine ,

Uncertainty Can Kill the Biodiesel



Uncertainty Can Kill the Biodiesel

Movement

• Yield estimates vary from 600 to 3300 kg/hectare/year.

• Similarly the cost estimate vary Rs. 17 to

27.• Most people try to give a rosier picture

than reality

• In Nasik ( Maharastra) , thousands acresof Jatropha plants were uprooted due tolow yield/profit. Similar experience in AP

• Need to bring in all stakeholders together



• Need to bring in all stakeholders together

(Fuel producer, engine builder, agricultural

scientist, academic institution, investor etc).• Expand the applications for use of

biodiesel to all types of engines ,

applications( transportation, power generation, distributed power systems etc.)

• Continues availability of bio-fuels is

important.• If fuel is not available, engine builders will

not invest in research in use of biodiesel .

• There is no force more powerful that the



economic force, not even nationalism

• Our farmers are intelligent enough to pick up

with gusto what will be profitable to them butdon’t give them unsubstantiated hopes.

• If you see TV adds, you feel skin, hair and nailsare the most useful parts of the body not the

brain. Talking about biodiesel seems to havebecome a fashion.

• Making biodiesel available early and inquantity and quality is the key.

• I sincerely hope this workshop will help in takingsome concrete steps

presentation on biodiesel

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