[biofuels-biz] skin on biodiesel
Michael Allen's question: What makes you so sure it is methyl stearate? Do you have a reference for this perhaps? This conclusion is one of my own drawn through my own experiences with making biodiesel from waste oil. There is no research reference that I know of. What do you think it is? By the way, did you ever receive that paper I sent you entitled Kinetics of Palm Oil Transesterification In a Batch Reactor by D. Darnoko Munir Cheryan ? Yes thanks! I did! Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuels-biz] Quality issues - bad biodiesel and engine damage
Hi all I posted this to another list in response to claims that washing your biodiesel isn't necessary and that a less-than-complete reaction, glycs, contaminants, catalyst and excess methanol are good for you. Or something like that. It hasn't been posted anywhere before, AFAIK. I'll cut all the other stuff off the bottom. Keith The Fuel Injection Equipment (FIE) Manufacturers (Delphi, Stanadyne, Denso, Bosch) issued a statement on biodiesel. They strongly support it, but they have their concerns too, and they're very involved in standards development. They had a fright in Europe in the early 90s when the introduction of low-sulphur diesel saw widespread damage to injection systems, with excessive wear and failure. The same thing happened in California. They don't want it to happen with biodiesel. These are their concerns: -Free methanol -Dissolved and free water -Free glycerin -Mono and di glycerides -Free fatty acids -Total solid impurity levels -Alkaline metal compounds in solution. -Oxidation and thermal stability They conducted extensive field trials with biodiesel in collaboration with end-users and found the following injection equipment and engine problems: -Corrosion of fuel injection equipment components. -Elastomeric seal failures -Low pressure fuel system blockage -Fuel injector spray hole blockage -Increased dilution and polymerisation of engine sump oil -Pump seizures due to high fuel viscosity at low temperatures -Increased injection pressure This is what caused problems: Free methanol in biodiesel Effect: Corrodes aluminium zinc, Low flash point Failure Mode: Corrosion of fuel injection equipment Biodiesel process chemicals Effect: Potassium and sodium compounds, Solid particles Failure Mode: Blocked Nozzles Dissolved water in biodiesel Effect: Reversion of biodiesel to fatty acid Failure Mode: Filter Plugging Free water in mixtures Effect: Corrosion, Sustains bacteria, Increases the electrical conductivity of fuel Failure Mode: Sludging, Corrosion of fuel injection equipment Free glycerine, Mono- di-glyceride Effect: Corrodes non ferrous metals, Soaks cellulose filters, Sediments on moving parts and Lacquering Failure Mode: Filter clogging, Injector Coking Free fatty acid Effect: Provides an electrolyte and hastens the corrosion of zinc, Salts of organic acids, Organic compounds formed Failure Mode: Corrosion of fuel injection equipment, Filter plugging, Sediments on parts Higher modulus of elasticity Effect: Increases injection pressure Failure Mode: Potential of reduced service life High viscosity at low temperature Effect: Generates excessive heat locally in rotary distributor pumps, Higher stressed components Failure Mode: Pump seizures, Early life failures, Poor nozzle spray Ageing products Corrosive acids (formic acetic) Effect: Corrodes all metallic parts Failure Mode: Corrosion of fuel injection equipment Higher molecular organic acids Effect: Similar to fatty acid Failure Mode: Similar to fatty acid Polymerisation products Effect: Deposits especially from fuel mixes Failure Mode: Filter plugging, Lacquering formation in hot areas Engine manufacturers have similar concerns, especially with the oxidation of biodiesel leading to a gradual increase in contamination and free water content. I'm not sure what Kevin means by trying to attain to a specification that tries to compare with its replacement. The standards are designed to match the engines and the fuel systems, not to match petro-diesel. The petro-diesel standards are also designed for the engines and the fuel systems, and petro-diesel doesn't always match it, especially in the US and Canada. The early bad experiences with low-sulphur petro-diesel were a case in point. The final ASTM specification D6751 is indeed based on the existing petro-diesel standard, D975, which was modified by elimination of items not applicable to biodiesel and by addition of items specific to biodiesel - not at all the same thing as Kevin's saying. A lot of work went into developing new analytical methods for a number of biodiesel properties. It isn't just a makeover of the petro standard, it's a biodiesel standard, and it's based on the hard realities of what bad fuel does to motors and fuel systems. The German draft standard DIN EN 14214, Automotive fuels - Fatty acid methyl esters (FAME) for diesel engines - Requirements and test methods, is one of the most complete biodiesel specifications. The EU CEN technical committee TC19 is evolving European Standards and is liaising with the International Standards Organisation committee TC28 regarding an eventual world-wide standard. They're not just bumbling around. There's a huge increase in diesel use, very rapid advances in diesel technology, stringent requirements in improving diesel emissions, tremendous growth in biodiesel production. They're dealing with billions and billions of dollars, with entire transport systems. What
[biofuels-biz] Enzymic Production Methods
Does anyone know of any BD being produced using lipase type enzymes that are bacterial/plant derived? I came across a Russian abstract concerning esterification of LCFAâs using enzymes from castor. Surely in our biotech age and where technology is so readily available for the determination and production of enzymes, that a group could be produced to produce the transesterification rxn at room temp and most importantly in an aqueous environment. This could well and truly simplify the processing. Of course ethanol could then be used in place of methanol so that a truly Îorganicâ source of BD be produced. W. [Non-text portions of this message have been removed] Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuels-biz] Secrecy over car-rotting petrol additive (ethanol!!!)
Front page of the Sydney Morning Herald today. News And Features - Secrecy over car-rotting petrol additive. By Mike Seccombe. 716 words 11 December 2002 The Sydney Morning Herald (c) 2002 John Fairfax Holdings Limited. Not available for re-distribution. Damning scientific evidence about the dangers to cars, their owners and the environment from ethanol-laced petrol is in a report being withheld by the Federal Government. Blends of 20 per cent ethanol, sold in about 200 outlets in NSW, cause corrosion of fuel system components, potentially hazardous fuel leaks and sharp increases in some pollutant emissions, the report shows. And while ethanol-blend fuels were slightly cheaper than pure petrol, a car would travel about 7 per cent less distance on a 20 per cent blend, resulting in poorer fuel economy. The Government received the report three weeks ago, yet continues to insist there is no scientific evidence to justify a legal limit on the amount of ethanol which can be blended, or even compulsory disclosure of ethanol levels in petrol. The study, commissioned by the Environment Department from the Orbital Engine Company and obtained by the Herald yesterday, reviews scientific research on the effects of high concentrations of ethanol. It says the additive can cause corrosion of metal parts leading to damage to carburettors, fuel pumps, lines and filters, and petrol tanks. It also causes perishing of plastic and increases emissions of nitrogen oxides and toxic aldehydes. The corrosion becomes critical even before the corrosive action damages the part, as the particles of corrosion can plug small openings in the carburettor. Because of ethanol's solvent action, fuel lines can swell, soften, and lose strength. Plastic and fibre-reinforced parts of fuel systems can become cracked and leak, creating a potential fire or explosion hazard. It can also cause cold-starting problems, engine knocking and slower acceleration. Car makers, motoring and consumer organisations and the Petroleum Institute have lobbied for a year for a 10 per cent cap on ethanol. Makers will not honour warranties on vehicles run on higher concentrations. Cabinet documents leaked to the Opposition show that two government departments Environment and Agriculture, and Fisheries and Forestry are also pushing for a 10 per cent limit, at least pending further research. Most ethanol outlets are in the Sydney-Wollongong area. The NRMA's motoring and services chief, Rob Carter, yesterday demanded that the results of government sampling of petrol stations for tax purposes which identifies the type of fuel sold be released to enable motorists to decide where to fill up. The Federal Government needs to tell the public now where petrol with high ethanol content is being sold, he said. Instead of protecting motorists from unscrupulous operators, the Government has abandoned them at the petrol pump. Not only independent operators, but also some connected to major fuel companies had deceived motorists. Only last week BP terminated contracts with four privately owned petrol stations for selling unlabelled contaminated fuel, Mr Carter said. Currently no action can be taken against these operators because there is no legislation in place. Until the Government can confirm ethanol levels above 10 per cent are safe, a 10 per cent limit must be imposed. All interest groups want ethanol levels capped at 10 per cent, except one the Manildra group, which makes nearly all Australia's ethanol and markets it largely through independent service stations at concentrations of up to 20 per cent. Manildra is a major donor to the Liberal Party and its principal, Dick Honan, is a friend of the Prime Minister. Ethanol is only competitive with petrol because of a 38 cents-a-litre producer subsidy introduced at John Howard's behest in September. A spokeswoman for the Environment Minister, David Kemp, said the department was still considering the report. It is a literature review, a summary of the existing evidence, and it concludes that in many areas there is insufficient or conflicting evidence indicating that a detailed testing program is warranted. THE STORY SO FAR Sept 2000 Government proposes 10 per cent limit on ethanol in petrol. May 2001 Environment Minister Robert Hill announces new fuel standards, but not for ethanol. Proposed limit disappears. Jan 2002 Study called into effects of ethanol Feb-Mar Car makers demand cap, saying blends above 10 per cent will void vehicle warranties. Sept 12 Government protects ethanol industry. Sept 20 Australian Petroleum Institute told PM would not agree to limits damaging to ethanol maker Manildra. More Like This Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To
[biofuels-biz] Film on the ethanol issue in Australia
I think we should help Mark if we can. Keith Date: Wed, 11 Dec 2002 16:29:33 +0900 To: Mark Matthews [EMAIL PROTECTED] From: Keith Addison [EMAIL PROTECTED] Subject: Re: thank you Keith Addison, Thank you for your response. My screenplay is somewhat controversial as it mirrors what is happening in the halls of power. A lot of people think what I'm doing is very important. 9 in ten people here don't even know what ethanol is. If it were to interest you, I would like to run by the synopsis to you to check it's credibility and realism. I hope to use the undercover device of entertainment to inform people about what ethanol is and what is can replace. -Regards, Mark Matthews Hi Mark I also think it's very important. Mike Jureidini and others have expressed their concern about it too. I hope you contacted Mike. Better than running it past me might be to run it past a whole bunch of folks who're pretty focused on the problem and have a lot of expertise. We run two discussion lists, and I think they might really help you. Subscribe: [EMAIL PROTECTED] Unsubscribe: [EMAIL PROTECTED] Post message: biofuel@yahoogroups.com List URL: http://groups.yahoo.com/group/biofuel Subscribe: [EMAIL PROTECTED] Unsubscribe: [EMAIL PROTECTED] Post message: biofuels-biz@yahoogroups.com List url: http://groups.yahoo.com/group/biofuels-biz Members of both are aware of the ethanol problem in Australia, and there are many Australian members there (including Mike). I'll forward this message and your previous to the lists anyway, see what they say. Did you see this, by the way? http://www.smh.com.au/articles/2002/12/10/1039379836106.html Secrecy over car-rotting petrol additive Front page of the Sydney Morning Herald today. Best wishes Keith Addison Date: Thu, 5 Dec 2002 20:21:38 +0900 To: Mark Matthews [EMAIL PROTECTED] From: Keith Addison [EMAIL PROTECTED] Subject: Re: inquiry Cc: Fred Enga [EMAIL PROTECTED], movember [EMAIL PROTECTED] Bcc: X-Attachments: Hi, my name is Mark Matthews and I am making a film featuring ethanol in Australia. Would you by any chance know how much ethanol can be added to petrol before it begins to harm car engines? Thank you. Contrary to the spin being put about by big oil companies in Australia, ethanol does not harm car engines. A complete report covering all of the applications of ethanol in gasoline, in new and used engines: ERDC Project No 2511 Intensive Field Trial of Ethanol/Petrol Blend in Vehicles. This trial showed no harm to any engines, and documented the benefits. This is the Executive Summary, compliments of Apace Research Ltd -- 10 pages, 32kb Acrobat file. http://journeytoforever.org/biofuel_library/EthanolApace.PDF For further information on the Apace report contact Fred Enga: Fred Enga [EMAIL PROTECTED] Also contact Mike Jureidini Biofuels Consultant - SAFF SA Coordinator for Biodiesel Association of Australia Mike Jureidini (SAFF) [EMAIL PROTECTED] movember [EMAIL PROTECTED] See also: http://journeytoforever.org/ethanol.html Ethanol http://journeytoforever.org/ethanol_link.html Ethanol resources on the Web http://ww2.green-trust.org:8383/ethanol.htm Renewable Energy Resources Best Keith Addison Journey to Forever Handmade Projects Osaka, Japan http://journeytoforever.org/ Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuels-biz] skin on biodiesel
Padraig, Thanks for the information. We have a locomotive in Thailand running 300 kilometres a day on a 50:50 blend of biodiesel:petrodiesel. The biodiesel in primarily methyl stearate because it is made from the waxy solid stearin/palmitin that separates out of the olein in the palm oil. We've even had it analysed by gel chromatography. In 1983, I had a student here in New Zealand making biodiesel from tallow (which is also primarily stearin). [Hey Keith! Perhaps I am the real Father of Biodiesel in New Zealand! Now what I need is a second-rate journalist to do my PR . . . . ] If there are any drying oils present in the oil (such as linseed, fish or flax-oil), oxidation of the relevant unsaturated fatty acids can be expected to form a polymeric film on the biodiesel/air interface. It reforms every time the surface is broken until it is all reacted with the air. I wonder if that could be an alternative explanation? Wendell, what do you think? Could there be any unreacted and unsaturated FFA present? Padraig! Glad to hear you got the paper OK! E-mail from southern Thailand was just slightly less reliable than it is from here in New Zealand. Regards Michael Allen 11/12/02 01:21:31, goat industries [EMAIL PROTECTED] wrote: Michael Allen's question: What makes you so sure it is methyl stearate? Do you have a reference for this perhaps? This conclusion is one of my own drawn through my own experiences with making biodiesel from waste oil. There is no research reference that I know of. What do you think it is? By the way, did you ever receive that paper I sent you entitled Kinetics of Palm Oil Transesterification In a Batch Reactor by D. Darnoko Munir Cheryan ? Yes thanks! I did! Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuels-biz] Enzymic Production Methods
Hi Wendell, Try Enzymatic alcoholysis for biodiesel fuel production and application to the reaction to oil processing by Yuji Shimada*, Yomi Watanabe, Akio Sugihara, Yoshio Tominaga Osaka Municipal Technical Research Institute, 1-6-50 Morinomiya, Joto-kit, Osaka 536- 8553, Japan The paper appeared in the Journal of Molecular Catalysis B: Enzymatic 693 (2002) 1-10 Abstract Biodiesel fuel (fatty acid methyl esters; FAMEs) can be produced by methanolysis of waste edible oil with a lipase. The degree of methanolysis was low in reaction systems so far reported, and the lipase catalyst could not be reused in spite of using immobilized enzyme. We clarified this problem was due to the irreversible inactivation of the lipase by contact with insoluble methanol (MeOH). Based on this result, we developed a stepwise methanolysis system with immobilized Candida* antarctica lipase. Two-step batch methanolysis was most effective for the production of biodiesel fuel from waste oil: the first-step reaction was conducted in the presence of 1/3 molar equivalent of MeOH for the stoichiometric amount, and the second-step reaction was performed by adding 2/3 molar equivalent of MeOH. If the immobilized carrier is destroyed by agitation in a reactor with impeller, three-step flow reaction will be available: the first-step substrates were waste oil and 1/3 molar equivalent of MeOH; the second-step, the first-step eluate and 1/3 molar equivalent of MeOH; the third-step, the second-step eluate and 1/3 molar equivalent of MeOH. The conversion of waste oil to biodiesel fuel reached 90% in the two reaction systems, and the lipase catalyst could be used for 100 days without decrease of the activity. The stepwise alcoholysis could successfully be applied to ethanolysis of tuna oil. Keywords: Biodiesel fuel; Alcoholysis; Candida antarctica lipase; Fixed-bed bioreactor, Docosahexaenoic acid ethyl ester As I understand it, problems with enzymatic processes so far have been low rate, poor yield, low purity and problems of enzyme separation. But this recent paper suggests that at least some of these problems have been overcome. The corresponding author. can be reached at: Tel.: +81-6-6963-8073; fax: +81-6-6963-8079. E-mail address: [EMAIL PROTECTED] (Y. Shiraada) Also an old friend and colleague of mine, Mohammed Farid, has a student working on the enzymatic process. He can be reached at [EMAIL PROTECTED] Hope that helps Regards Michael Allen 11/12/02 19:33:18, Wendell Wait [EMAIL PROTECTED] wrote: Does anyone know of any BD being produced using lipase type enzymes that are bacterial/plant derived? I came across a Russian abstract concerning esterification of LCFA?s using enzymes from castor. Surely in our biotech age and where technology is so readily available for the determination and production of enzymes, that a group could be produced to produce the transesterification rxn at room temp and most importantly in an aqueous environment. This could well and truly simplify the processing. Of course ethanol could then be used in place of methanol so that a truly ?organic? source of BD be produced. W. [Non-text portions of this message have been removed] Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuels-biz] Henry Ford, Charles Kettering and The Fuel of the Future
See also: http://www.globalleadnet.org/advocacy/initiatives/nation.cfm The Secret History of Lead, Jamie Lincoln Kitman / The Nation 20mar00 http://www.radford.edu/~wkovarik/papers/fuel.html Henry Ford, Charles Kettering and The Fuel of the Future in press, Society of Automotive Historians, 1998 Copyright Bill Kovarik, 1998 by Bill Kovarik, Ph.D. Assistant Professor Dept. of Media Studies Radford University Radford, Va. 24142 Abstract The fuel of the future, according to inventor Henry Ford and General Motors' scientist Charles F. Kettering, was ethyl alcohol made from farm products and cellulosic materials. Henry Ford's outright support culminated with the the Dearborn, Mich. Chemurgy conferences in the 1930s. Little is known about Kettering's interest in ethyl alcohol fuel and how it fit into G.M.'s long term strategy. Moreover, aside from the Chemurgy conferences and a brief period of commercial alcohol-gasoline sales in the Midwest during the 1930s, very little is known about the technological, economic and political context of alcohol fuels use. This paper examines that context, including the competition between lamp fuels in the 19th century; the scientific studies about alcohol as a fuel in the early 20th century; the development of ethyl leaded gasoline as a bridge to the fuel of the future in the 1920s; the worldwide use of alcohol - gasoline blends in the 1920s and 30s; and the eventual emergence of the farm Chemurgy movement and its support for alcohol fuel in the 1930s. [more] Long article - 21,000 words, good read. Keith Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
RE: [biofuels-biz] skin on biodiesel
Michael, thanx, In some research into used oil I have been perfoming, the source and use it has been put has a great bearing over the content. I noticed the supply of oil had come mainly from fish and chip shops. The oil may well contain an amount of more highly unsaturated fatty acid such as those derived from deep sea fish. The higher unsaturated nature is then capable of polymerizing, especially when there is no stearic hindrance occuring due to being held as a triglyceride. The commercial cooking oils in Australia also contain other ingredients, being polymethylsiloxane (antifoam) and antioxidant. The antioxidant is most likely destroyed due to prolonged heating and rxn with water and amines etc. Therefore when the free pufa's are exposed to air, a very rapid rxn will occur. What I don't understand is, I separate the BD using a settling tank with conical base, and skim the good material from the top and drain the glycerol from the bottom. The first 60-70% BD from the top is very good, but it is the remaining BD that develops the skin. Maybe it's the prolonged contact with the water that causes this. I'll have to locate some bromine to test the saturation level. -Original Message- From: Michael Allen [mailto:[EMAIL PROTECTED] Sent: Wednesday, December 11, 2002 7:43 PM To: biofuels-biz@yahoogroups.com Subject: Re: [biofuels-biz] skin on biodiesel Padraig, Thanks for the information. We have a locomotive in Thailand running 300 kilometres a day on a 50:50 blend of biodiesel:petrodiesel. The biodiesel in primarily methyl stearate because it is made from the waxy solid stearin/palmitin that separates out of the olein in the palm oil. We've even had it analysed by gel chromatography. In 1983, I had a student here in New Zealand making biodiesel from tallow (which is also primarily stearin). [Hey Keith! Perhaps I am the real Father of Biodiesel in New Zealand! Now what I need is a second-rate journalist to do my PR . . . . ] If there are any drying oils present in the oil (such as linseed, fish or flax-oil), oxidation of the relevant unsaturated fatty acids can be expected to form a polymeric film on the biodiesel/air interface. It reforms every time the surface is broken until it is all reacted with the air. I wonder if that could be an alternative explanation? Wendell, what do you think? Could there be any unreacted and unsaturated FFA present? Padraig! Glad to hear you got the paper OK! E-mail from southern Thailand was just slightly less reliable than it is from here in New Zealand. Regards Michael Allen 11/12/02 01:21:31, goat industries [EMAIL PROTECTED] wrote: Michael Allen's question: What makes you so sure it is methyl stearate? Do you have a reference for this perhaps? This conclusion is one of my own drawn through my own experiences with making biodiesel from waste oil. There is no research reference that I know of. What do you think it is? By the way, did you ever receive that paper I sent you entitled Kinetics of Palm Oil Transesterification In a Batch Reactor by D. Darnoko Munir Cheryan ? Yes thanks! I did! Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuels-biz] skin on biodiesel
Michael, have noticed that raw biodiesel from tallow readily forms a skin as it cools, but the same BD after washing does not. Paul Gobert. Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuels-biz] Film on the ethanol issue in Australia
I have only limited experience of ethanol as motor fuel. Mine was hydrous (around 165 deg. proof) and immiscible with petrol. The car ran well enough after opening out the carb. jet, but the corrosion of metal and plastic components was very severe (just as decribed in the article). I have always ascribed this problem to the water content and assumed that all those Brazilians stay happy motorists because their fuel suppliers use A3 sieves. My suggestion, therefore, is to be sure the tests reported by the anti-ethanol press declare the water content of the blend under evaluation. Ethanol is hygroscopic anyway, so an actual measurement has to be made, and not a simple reliance on a supplier's statement. As for reports of knocking, this is most surprising given the high octane number. Indeed, most authorities suggest advancing ignition timing and/or increasing compression ratio to take advantage of this. In other words, engines are less likely to knock on alcoholic fuel blends. David T. Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuels-biz] Article about biofuel business
Hi Keith and others, I am now close to publish, http://energy.saving.nu/biofuels/biofuelorg.shtml I am still insecure about Ethanol, big or small? and will probably take this as a separate issue all together. Politics and perceptions are very important for a business, so I am not sure yet. Please look at it and give me your comments, both good and bad. Hakan ** If you want to take a look on a project that is very close to my heart, go to: http://energysavingnow.com/ http://hakan.vitools.net/ My .Net Card http://hakan.vitools.org/ About me http://vitools.com/ My webmaster site ** A truth's initial commotion is directly proportional to how deeply the lie was believed. It wasn't the world being round that agitated people, but that the world wasn't flat. When a well-packaged web of lies has been sold to the masses over generations, the truth will seem utterly preposterous and its speaker a raving lunatic. -- Dresden James No flag is large enough to cover the shame of killing innocent people -- Howard Zinn Nobody grows old merely by living a number of years. We grow old by deserting our ideals. Years may wrinkle the skin, but to give up enthusiasm wrinkles the soul. - Unknown Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://webconx.green-trust.org/2000/biofuel/biofuel.htm List messages are archived at the Info-Archive at NNYTech: http://archive.nnytech.net/ To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuels-biz] EREN Network News -- 12/11/02
= EREN NETWORK NEWS -- December 11, 2002 A weekly newsletter from the U.S. Department of Energy's (DOE) Energy Efficiency and Renewable Energy Network (EREN). http://www.eren.doe.gov/ = Featuring: *News and Events GE Wind Energy Tests Prototype of 3.6-Megawatt Wind Turbine Large Wind Power Projects Slated for California, Minnesota DOE Grant Supports Development of New Products from Corn DOE Project to Create New Life Form for Hydrogen Production Two Solar Cell Companies Cut Costs by Making More from Less Two Groups to Install Superconducting Utility Cables in 2005 *Site News BetterBricks *Energy Facts and Tips IEA Documents Renewable Energy History, Looks Ahead to 2030 *About this Newsletter -- NEWS AND EVENTS -- GE Wind Energy Tests Prototype of 3.6-Megawatt Wind Turbine GE Wind Energy, the largest wind turbine company in the United States, announced yesterday that it is now testing a prototype 3.6-megawatt wind turbine, which will be the world's largest commercial wind turbine. The wind machine was installed in Spain in May, connected to the electrical grid in September, and reached its nominal power output in October. Designed specifically for offshore wind installations, the wind turbine has a hub height of 75 meters (246 feet) and a rotor diameter of 104 meters (341 feet). The prototype, however, was installed on a farm, so it is mounted at a hub height of 100 meters (328 feet) to account for the higher wind turbulence over land. The massive turbine is equipped with an optional internal 40-ton crane that will allow for the exchange of the rotor blades, gearbox, and generator without using a separate, external crane. It can also be fitted with a helicopter-hoisting platform to allow the use of helicopters when working on the turbine. GE Wind Energy will manufacture the wind turbines in Germany and the United States once the test period is complete. See the December 10th press release from GE Wind Energy at: http://www.gepower.com/dhtml/wind/en_us/newsroom/pr.jsp. Large Wind Power Projects Slated for California, Minnesota California and Minnesota will gain a total of 200 megawatts of new wind power capacity, thanks to plans now underway by several firms. In southwestern Minnesota, PacifiCorp Power Marketing, Inc. (PPM) will build the 50-megawatt Moraine Wind Power Project using 34 wind turbines from GE Wind Energy. GE's 1.5-megawatt wind turbines, manufactured in California, are the largest made in the United States. Xcel Energy will buy all of the power from the wind facility, which will begin commercial operation in fall 2003. The project will produce enough electricity to meet the annual needs of 19,000 average U.S. homes. See the GE Wind Energy press release, in PDF format only, at: http://www.gepower.com/corporate/en_us/aboutgeps/releases/112102.pdf Minnesota has significant wind energy resources, but they are concentrated in the southwest corner of the state. See the high- resolution wind resource maps on the Minnesota State Energy Office Web site at: http://www.commerce.state.mn.us/pages/Energy/ModTech/windmaps.htm. PPM, the developer of the Minnesota project, will also buy the entire output from the 150-megawatt High Winds wind power project, to be built in northern California by FPL Energy. Vestas Wind Systems A/S announced on Monday that the project, to be located in Solano County, will use the company's 1.8-megawatt wind turbines, the largest wind turbines sold in North America. The High Winds project is expected to begin operating in summer 2003. See the press releases from PPM and Vestas at: http://www.ppmenergy.com/rel_02.11.21.html and http://www.vestas.dk/nyheder/presse/2002/UK/fond20021209_UK.html. A number of smaller wind projects are now underway across the country: the Southern Minnesota Municipal Power Agency (SMMPA) is installing two 950-kilowatt wind turbines near Rochester (in southeast Minnesota); the Palmdale Water District in southern California, just north of Los Angeles, is planning to install a one- megawatt wind turbine near Lake Palmdale, with assistance from Black Veatch Corporation; and Xcel Energy and Cielo Wind Power, LLC are planning to add two 660-kilowatt wind turbines to the Llano Estacado Wind Ranch in eastern Curry County, New Mexico. Among recently completed projects, Basin Electric Power Cooperative helped dedicate two new 1.3-megawatt wind turbines near Minot, North Dakota, and Oncor, the energy delivery unit of TXU, completed two transmission lines that will help deliver West Texas wind power to customers in North Texas. See the December 3rd press release from SMMPA at: http://www.smmpa.com/atsmmpa/news.asp. See also the press
[biofuel] Quality issues - bad biodiesel and engine damage
Hi all I posted this to another list in response to claims that washing your biodiesel isn't necessary and that a less-than-complete reaction, glycs, contaminants, catalyst and excess methanol are good for you. Or something like that. It hasn't been posted anywhere before, AFAIK. I'll cut all the other stuff off the bottom. Keith The Fuel Injection Equipment (FIE) Manufacturers (Delphi, Stanadyne, Denso, Bosch) issued a statement on biodiesel. They strongly support it, but they have their concerns too, and they're very involved in standards development. They had a fright in Europe in the early 90s when the introduction of low-sulphur diesel saw widespread damage to injection systems, with excessive wear and failure. The same thing happened in California. They don't want it to happen with biodiesel. These are their concerns: -Free methanol -Dissolved and free water -Free glycerin -Mono and di glycerides -Free fatty acids -Total solid impurity levels -Alkaline metal compounds in solution. -Oxidation and thermal stability They conducted extensive field trials with biodiesel in collaboration with end-users and found the following injection equipment and engine problems: -Corrosion of fuel injection equipment components. -Elastomeric seal failures -Low pressure fuel system blockage -Fuel injector spray hole blockage -Increased dilution and polymerisation of engine sump oil -Pump seizures due to high fuel viscosity at low temperatures -Increased injection pressure This is what caused problems: Free methanol in biodiesel Effect: Corrodes aluminium zinc, Low flash point Failure Mode: Corrosion of fuel injection equipment Biodiesel process chemicals Effect: Potassium and sodium compounds, Solid particles Failure Mode: Blocked Nozzles Dissolved water in biodiesel Effect: Reversion of biodiesel to fatty acid Failure Mode: Filter Plugging Free water in mixtures Effect: Corrosion, Sustains bacteria, Increases the electrical conductivity of fuel Failure Mode: Sludging, Corrosion of fuel injection equipment Free glycerine, Mono- di-glyceride Effect: Corrodes non ferrous metals, Soaks cellulose filters, Sediments on moving parts and Lacquering Failure Mode: Filter clogging, Injector Coking Free fatty acid Effect: Provides an electrolyte and hastens the corrosion of zinc, Salts of organic acids, Organic compounds formed Failure Mode: Corrosion of fuel injection equipment, Filter plugging, Sediments on parts Higher modulus of elasticity Effect: Increases injection pressure Failure Mode: Potential of reduced service life High viscosity at low temperature Effect: Generates excessive heat locally in rotary distributor pumps, Higher stressed components Failure Mode: Pump seizures, Early life failures, Poor nozzle spray Ageing products Corrosive acids (formic acetic) Effect: Corrodes all metallic parts Failure Mode: Corrosion of fuel injection equipment Higher molecular organic acids Effect: Similar to fatty acid Failure Mode: Similar to fatty acid Polymerisation products Effect: Deposits especially from fuel mixes Failure Mode: Filter plugging, Lacquering formation in hot areas Engine manufacturers have similar concerns, especially with the oxidation of biodiesel leading to a gradual increase in contamination and free water content. I'm not sure what Kevin means by trying to attain to a specification that tries to compare with its replacement. The standards are designed to match the engines and the fuel systems, not to match petro-diesel. The petro-diesel standards are also designed for the engines and the fuel systems, and petro-diesel doesn't always match it, especially in the US and Canada. The early bad experiences with low-sulphur petro-diesel were a case in point. The final ASTM specification D6751 is indeed based on the existing petro-diesel standard, D975, which was modified by elimination of items not applicable to biodiesel and by addition of items specific to biodiesel - not at all the same thing as Kevin's saying. A lot of work went into developing new analytical methods for a number of biodiesel properties. It isn't just a makeover of the petro standard, it's a biodiesel standard, and it's based on the hard realities of what bad fuel does to motors and fuel systems. The German draft standard DIN EN 14214, Automotive fuels - Fatty acid methyl esters (FAME) for diesel engines - Requirements and test methods, is one of the most complete biodiesel specifications. The EU CEN technical committee TC19 is evolving European Standards and is liaising with the International Standards Organisation committee TC28 regarding an eventual world-wide standard. They're not just bumbling around. There's a huge increase in diesel use, very rapid advances in diesel technology, stringent requirements in improving diesel emissions, tremendous growth in biodiesel production. They're dealing with billions and billions of dollars, with entire transport systems. What
[biofuel] high compression
what diesel engines(small pref.) were high compression 20+:1 seems they would make higher eff. and would burn must any fuel Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] high compression
Robby Davenport wrote: what diesel engines(small pref.) were high compression 20+:1 seems they would make higher eff. and would burn must any fuel High compression makes for better economy to a point. However, static compression ratio is not the best measure to predict overall engine efficiency. The ill-reputed GM 5.7 liter diesel utilized a compression ratio of 22:1 (and it was an economical engine), but once those factory head bolts stretched (from even a single overheating experience), the engine never seemed to work properly again. (Never re-use head bolts on the 5.7 liter GM diesel--aftermarket ones pretty well solve the overheating problem!) Most turbo diesels use lower compression--some as low as 18:1. The turbo allows for greater cylinder filling, effectively raising compression pressure, which is more significant than the static ratio. From an efficiency perspective, no other heat engine beats a turbo diesel. Even most fuel cells have a long way to go before they catch up! robert luis rabello Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] A robot in our midst?
1.The first link serves stealth to an asp script in the page, but does not seem to have any meaning. Maybe if you go trough the code more, you can see if they do anything with the input. A quick glance did not reveal anything and I did not want to spend too much time on it. 2. The other link get you to a pearl script who redirects you to an other server. in this case http://news.bbc.co.uk/1/hi/sci/tech/2540321.stm the number 750 is the link or can be an combination of link and id. Since it does not display any return to Grist etc. it does not seems to have any other purpose than serving the information. Hard to see the value for Grist. If it is a bot, it is not very smart way to do this things. Number 2 does not have any real meaning in this sense. I am not sure of what this really is. It could be a way to automatically mail info to lists and in this case it is a mailing program that must categorize news and then send it to lists that match the category. As long as this is good information, I cannot see the harm in doing it. Would it be a useless spamming, it is another thing. Since link 2 does not force anyone to actually visit the Grist site or actually solicit anything. Hakan Sorry, maybe that wasn't very clear. I gave the two links for comparison, they both take you to the same place, eventually. The first one with the ?source=stealth suffix was in a post to the list by Olivia, as with all her posts, and takes you to the page at the Grist site where you find the ref to the BBC news story Caspian's Unfriendly Ghost, with a link to the full story - that's the second link I gave, with the ?forward_id=750 suffix, a redirect link to the BBC site. So Olive's link does take you to Grist and earns them a page hit. Grist's daily email offering only gives the second, direct, link to the story, of course, so you never need to go to the Grist site. So yes, Olivia is trawling the lists for page hits at Grist, that seems clear. This is useless spamming - if she just wanted to give us the info she'd give us the direct link to the BBC, not to the Grist page. And anyway, we've almost always had it before, that would be the case, the way they go about it. Useless, and immoral. Martin suggested it's to help push up ad rates, but they don't run ads. Maybe it's a matter of demographic info from cookies, stuff they can sell, what Yahoo does too. Whatever, it'll be for gain of some kind, at our expense. Considering the high moral ground they assume - Do Good , Support Grist, Hats off to those who give - it's kind of sleazy. Like environment groups that twist science their way. We don't need this kind of spin and dishonesty from these people. I emailed Olivia once again, no response. I'll wait a day or two and then write to Grist about this. Just needed (need) a bit of help getting the evidence together. Thanks Best Keith At 10:07 AM 12/10/2002 -0500, you wrote: I think it means just what it says, they can't get any referer information from someone's email, I guess it is to give statistics on how many hits 'Olivia' stirs up. I don't know the purpose of the forward.pl other than to give themselves inflated hit reports, maybe for advertisers? Keith Addison wrote: If they're spammers they'd probably lie. I'd quite like to catch them at it. I wondered whether you might know how the ?source=stealth bit in the url works, could be the giveaway. The two links: http://www.gristmagazine.com/daily/daily120402.asp#3?source=stealth http://www.gristmagazine.com/forward.pl?forward_id=750 Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Re:Virus protection
On Wed, 11 Dec 2002 09:39, you wrote: On Tue, 10 Dec 2002 08:09:34 -0800, you wrote: LINUX! virus free. As much as we need to bail on modern fuels we need to bail on micro$oft... Ken Well, I can agree with some of this anti-MS feeling, if only because I don't like to give all my business to a place that over-charges and sometimes hasn't delivered, and does other things I don't like. But: the only time I've lost all my data, since 13 years ago when I first bought a computer and wiped out a few times, was a couple of years ago when I decided to get Linux, tried to load it on a hard drive alongside windows, and messed up in a couple of stupid ways. One of the reasons I didn't have proper backup is that backing up in Windows, spanning several CD roms and so forth did not seem that easy. To this day, I have had to go to some lengths to install some decent backup option, well outside the MS default backup utilities. I got the bug to try Linux when I finally got an attempted virus infection perportedly from Islamic Jihad or some such, (about a 6-12 mos. I think before the stuff hit the fan). In any case, my point is that I agree with the general sentiment of trying to get off the MS merry-go-round and I do recommend Star Office for that, but for changing OS's, I'd counsel caution and at least a good backup. Linux people are enthusiastic and have a good OS to recommend (from what I hear) but are not likely to help a non-professional windows user fully appreciate all of the hazards and problems that can come up. Since used computers seem to be a robust and affordable option in my local paper, I'm thinking the next time I can just buy one of them, install an alternate OS, and then not have to mess with this concept of more than one OS on a hard drive unless it's a non-essential hard-drive. MM I agree totally. Do not try to install Linux beside M$ without help. The best idea is to start with a Klunker (Linux will even run on a 486 system, but with some restrictions on what will run. ie Gnome KDE desktops are too big, so an alternative windows manager like Ice or BlackBox is required) Network your systems together, linux will be able to access your M$ files. It has been said on other lists that once people start using Linux, they find they use M$ less less, till eventually they don't use it. (This took me 18 months) The best way to start with Linux is to take a computer to a Linux Installfest, which is where the local Linux group has a big install day to attract members. Most groups run these periodically. regards Doug Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Linux Was: Virus protection
On Wed, 11 Dec 2002 10:40, you wrote: I've played with Linux a few times. My only opinion is that YES, Linux is a good OS ... a damn good one no less. It does what probably is the only thing Windows can't do very well. Be an Operating System. In that respect ... Linux is good. However, the current problem with Linux is that of Application Support. Kinda like the way DOS and Windows 3.11 is now. How many DOS/3.11 applications are there out there?? I mean, currently?? Another problem is Hardware support. When you buy a product, you see a Windows driver floppy/CD. Where is the Linux one?? There are... but not many. Curtis The only company I know that actively does not support Linux for its hardware is Cannon. Most other h/w is supported, most h/w ihas drivers on the actual Install Discs. It is possible to load Mandrake 9.0 on most hardware, actually get it running with only 1 restart, in about 15 mins on a fast computer with a DVD. (CD's take longer due to disc swaps etc.) Don't talk about it - go try it! Doug (Currently I am buying an Ipaq PDA, intend to load Linux on that.) Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] The big picture
it isn't everyone, not by a very long way, nor ever will be. When you have a closer look, maybe it's not quite like that even with the slaves. Some people talk of sheeple. Fine critters, sheep, and not that dumb either (Judas goats notwithstanding). I always find that rather patronizing and arrogant. (No, I'm not accusing you of that at all.) I find myself asking, What makes you think you're so different? FWIW: I fit not completely distant from Curtis's definition of a slave, financially, (with a couple of twists) and I also view myself as a hacker, by a broad definition insofar as hacking can, in some slang, mean more than hacking via programming or via computer, and it can mean more than trying to mess with some one person or company's private affairs and-or more than doing anything illegal. It's not something I'd expect others to agree with, I just see myself that way sometimes. There you go - a hacker in sheeple's clothing, LOL! You're certainly no slave, MM. I wonder if the real slaves aren't the people at the top of the ladder, the ones who think they're in control - such as Kenneth Lay, hopeless failures at life, what a waste. Hack: http://www.tuxedo.org/~esr/jargon/html/entry/hack.html Hacker: http://www.tuxedo.org/~esr/jargon/html/entry/hacker.html And much more. Interesting that it says: hacker: originally, someone who makes furniture with an axe. That's about the same as a bodger, quite a skill, and a very useful forest occupation. Now bodge means to screw it up. Swedes still make furniture with an axe, and there's nothing rough-and-ready about it, it's fine work. Hacking's similar to fettling - all the old factories used to have a fettler, when the machines broke he'd come and do a quick-fix so they'd work and production could continue until the engineers could get around to doing a proper repair job. A good fettler was highly skilled and very ingenious. Fettle: as a verb, means to repair; to smoothe; as an adjective, it means well-knit, all right and tight. It is connected with our word feat, the French faire, the Latin facere. No use I suppose, nobody knows what it means anymore. that the opposite works even better - appealing to the best in people very often brings it out, and you don't go broke doing it either, not necessarily. I do agree with this, it's just tough to get to and find the spot to do it, and to figure out what it is to appeal to and how to do it. Well, how do you deal with your friends? When I first went to Hong Kong the newspapers were obsequeous. Reporters would be summonsed to a press conference where some overblown tycoon would announce his latest depradation. Their places at the tables would be marked with a card with the name of the newspaper and a little red packet containing a $100 bill, which they'd pocket. At the end of the tycoon's speech they'd all stand up and applaud. Their salaries were quite low, because of the little red packets, and because their social status was not very high. I used to train young journalists at newspapers there (and elsewhere), and I'd train them for that purpose basically, of writing for people, since that's what we're supposed to be for. The Fourth Estate and so on, defending the community against injustice and exploitation, especially by the rich and powerful (doesn't help a lot when the rich and powerful just happen to own the newspaper). It was always interesting to see how they handled it when confronted with a breaking story late at night that needed a comment from someone on high, like the Chief Secretary for instance. The Chief Mandarin. Very difficult for Confucians, or not even thinkable. They had to be forced. Why can't you call him? You think he's more important than you are? You represent the public, right? He works for the public, he's a public servant. He's your servant. So call him. They really struggled with it the first time, but not the second time. I once sent two girl reporters to find one of the poor old women who scrape a living out of recycling, often to be found pushing a heavy trolley laden high with folded cartons up a steep hill, in rich Hong Kong where Confucians are supposed to honour the old. They should make friends with her and then push her trolley up the hill for her. Great reluctance. And take a photographer. Furious resistance. But they did it, and wrote a great story about the old woman, recycling, poverty in Hong Kong. Great pics of the two strong young woman sweating at the trolley and the old woman strolling behind looking quite happy with the way her day was turning out. I loved the last line: She's more useful than we are. It had a lot of repercussions, that story, on the two reporters not least of all. I was asked to rescue an ailing newspaper, it didn't matter how I did it (though I doubted that). I started attacking the British colonial government and the establishment, always on issues of social justice, corruption,
Re: [biofuel] Biox Process
Glenn wrote: I visited the website and found nothing to discern between their process or the methoxide method. The only thing I did see that says anything regarding their process is that it is done at normal atmosheric pressure. 8 cents a liter is nearly attainable with the regular methoxide method (using waste oil) and doing large bulk purchases of materials. Methanol is available at 1.25 (US) per gallon retail and bulk purchases of NaOH would put the price in the 35 cents(US) per gallon range. methanol(Inianapolis): http://ims.brickyard.com/press/1999/fuel-020299.php3 NaOH: http://www.riccachemical.com/catalog/bulk.asp Their process is different. They use (somewhat iffy) co-solvents and huge amounts of methanol, which makes their cost claims hard to believe. They do say they recover all excesses and so on, but recovering the co-solvents especially would take a LOT of energy, so again their cost claims are hard to believe. And there are quality issues. There are lots of issues. If you check the archive link I gave and other archive material you'll see what the difference is. If you go to the Biofuels-biz archive, there's a lot there about production costs etc, recent discussions. http://archive.nnytech.net/index.php?list=biofuels-biz See the thread CALL TO ACTION- USDA CUTTING SUPPORT FOR BIODIESEL PRODUCTION and related threads. http://archive.nnytech.net/index.php?view=1501list=BIOFUELS-BIZ Best Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Diesel engines vs. gasoline engines
Diesel engines power 37% of all new cars sold in Europe - 62% in France. Everywhere, most trips are short trips, including for all those Europeans using diesels. That may have been an issue with much older diesels, but not these days, it's a different and much better beast. Keith I live in city of about 130,000 people. I'm looking at buying a diesel and using biodiesel for fuel. I have a question though about the praticalities of owning and using a diesel in an urban environment. I wasrecently warned against buying a diesel engine-based vehicle if the vehicle's primary use is mainly short trips (i.e. in a city). The main reason given was that diesels are meant to be driven long distances (i.e highways). To drive a diesel in-town on short trips, is to basiclly have a vehicle that dies out sooner than a gasoline powered vehicle. My question is whether accelerated deterioration would be linked to carbon build-up within typical diesels (my understanding is that biodiesel eliminates this build-up) Does anyone know or can explain the differences between the two types of engines and tell me whether there is any merit to this caveat? Are there any other considerations needed to be kept in mind when thinking diesel within the urban framework? Thanks Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Secrecy over car-rotting petrol additive (ethanol!!!)
Front page of the Sydney Morning Herald today. News And Features - Secrecy over car-rotting petrol additive. By Mike Seccombe. 716 words 11 December 2002 The Sydney Morning Herald (c) 2002 John Fairfax Holdings Limited. Not available for re-distribution. Damning scientific evidence about the dangers to cars, their owners and the environment from ethanol-laced petrol is in a report being withheld by the Federal Government. Blends of 20 per cent ethanol, sold in about 200 outlets in NSW, cause corrosion of fuel system components, potentially hazardous fuel leaks and sharp increases in some pollutant emissions, the report shows. And while ethanol-blend fuels were slightly cheaper than pure petrol, a car would travel about 7 per cent less distance on a 20 per cent blend, resulting in poorer fuel economy. The Government received the report three weeks ago, yet continues to insist there is no scientific evidence to justify a legal limit on the amount of ethanol which can be blended, or even compulsory disclosure of ethanol levels in petrol. The study, commissioned by the Environment Department from the Orbital Engine Company and obtained by the Herald yesterday, reviews scientific research on the effects of high concentrations of ethanol. It says the additive can cause corrosion of metal parts leading to damage to carburettors, fuel pumps, lines and filters, and petrol tanks. It also causes perishing of plastic and increases emissions of nitrogen oxides and toxic aldehydes. The corrosion becomes critical even before the corrosive action damages the part, as the particles of corrosion can plug small openings in the carburettor. Because of ethanol's solvent action, fuel lines can swell, soften, and lose strength. Plastic and fibre-reinforced parts of fuel systems can become cracked and leak, creating a potential fire or explosion hazard. It can also cause cold-starting problems, engine knocking and slower acceleration. Car makers, motoring and consumer organisations and the Petroleum Institute have lobbied for a year for a 10 per cent cap on ethanol. Makers will not honour warranties on vehicles run on higher concentrations. Cabinet documents leaked to the Opposition show that two government departments Environment and Agriculture, and Fisheries and Forestry are also pushing for a 10 per cent limit, at least pending further research. Most ethanol outlets are in the Sydney-Wollongong area. The NRMA's motoring and services chief, Rob Carter, yesterday demanded that the results of government sampling of petrol stations for tax purposes which identifies the type of fuel sold be released to enable motorists to decide where to fill up. The Federal Government needs to tell the public now where petrol with high ethanol content is being sold, he said. Instead of protecting motorists from unscrupulous operators, the Government has abandoned them at the petrol pump. Not only independent operators, but also some connected to major fuel companies had deceived motorists. Only last week BP terminated contracts with four privately owned petrol stations for selling unlabelled contaminated fuel, Mr Carter said. Currently no action can be taken against these operators because there is no legislation in place. Until the Government can confirm ethanol levels above 10 per cent are safe, a 10 per cent limit must be imposed. All interest groups want ethanol levels capped at 10 per cent, except one the Manildra group, which makes nearly all Australia's ethanol and markets it largely through independent service stations at concentrations of up to 20 per cent. Manildra is a major donor to the Liberal Party and its principal, Dick Honan, is a friend of the Prime Minister. Ethanol is only competitive with petrol because of a 38 cents-a-litre producer subsidy introduced at John Howard's behest in September. A spokeswoman for the Environment Minister, David Kemp, said the department was still considering the report. It is a literature review, a summary of the existing evidence, and it concludes that in many areas there is insufficient or conflicting evidence indicating that a detailed testing program is warranted. THE STORY SO FAR Sept 2000 Government proposes 10 per cent limit on ethanol in petrol. May 2001 Environment Minister Robert Hill announces new fuel standards, but not for ethanol. Proposed limit disappears. Jan 2002 Study called into effects of ethanol Feb-Mar Car makers demand cap, saying blends above 10 per cent will void vehicle warranties. Sept 12 Government protects ethanol industry. Sept 20 Australian Petroleum Institute told PM would not agree to limits damaging to ethanol maker Manildra. More Like This Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your
[biofuel] Film on the ethanol issue in Australia
I think we should help Mark if we can. Keith Date: Wed, 11 Dec 2002 16:29:33 +0900 To: Mark Matthews [EMAIL PROTECTED] From: Keith Addison [EMAIL PROTECTED] Subject: Re: thank you Keith Addison, Thank you for your response. My screenplay is somewhat controversial as it mirrors what is happening in the halls of power. A lot of people think what I'm doing is very important. 9 in ten people here don't even know what ethanol is. If it were to interest you, I would like to run by the synopsis to you to check it's credibility and realism. I hope to use the undercover device of entertainment to inform people about what ethanol is and what is can replace. -Regards, Mark Matthews Hi Mark I also think it's very important. Mike Jureidini and others have expressed their concern about it too. I hope you contacted Mike. Better than running it past me might be to run it past a whole bunch of folks who're pretty focused on the problem and have a lot of expertise. We run two discussion lists, and I think they might really help you. Subscribe: [EMAIL PROTECTED] Unsubscribe: [EMAIL PROTECTED] Post message: biofuel@yahoogroups.com List URL: http://groups.yahoo.com/group/biofuel Subscribe: [EMAIL PROTECTED] Unsubscribe: [EMAIL PROTECTED] Post message: biofuels-biz@yahoogroups.com List url: http://groups.yahoo.com/group/biofuels-biz Members of both are aware of the ethanol problem in Australia, and there are many Australian members there (including Mike). I'll forward this message and your previous to the lists anyway, see what they say. Did you see this, by the way? http://www.smh.com.au/articles/2002/12/10/1039379836106.html Secrecy over car-rotting petrol additive Front page of the Sydney Morning Herald today. Best wishes Keith Addison Date: Thu, 5 Dec 2002 20:21:38 +0900 To: Mark Matthews [EMAIL PROTECTED] From: Keith Addison [EMAIL PROTECTED] Subject: Re: inquiry Cc: Fred Enga [EMAIL PROTECTED], movember [EMAIL PROTECTED] Bcc: X-Attachments: Hi, my name is Mark Matthews and I am making a film featuring ethanol in Australia. Would you by any chance know how much ethanol can be added to petrol before it begins to harm car engines? Thank you. Contrary to the spin being put about by big oil companies in Australia, ethanol does not harm car engines. A complete report covering all of the applications of ethanol in gasoline, in new and used engines: ERDC Project No 2511 Intensive Field Trial of Ethanol/Petrol Blend in Vehicles. This trial showed no harm to any engines, and documented the benefits. This is the Executive Summary, compliments of Apace Research Ltd -- 10 pages, 32kb Acrobat file. http://journeytoforever.org/biofuel_library/EthanolApace.PDF For further information on the Apace report contact Fred Enga: Fred Enga [EMAIL PROTECTED] Also contact Mike Jureidini Biofuels Consultant - SAFF SA Coordinator for Biodiesel Association of Australia Mike Jureidini (SAFF) [EMAIL PROTECTED] movember [EMAIL PROTECTED] See also: http://journeytoforever.org/ethanol.html Ethanol http://journeytoforever.org/ethanol_link.html Ethanol resources on the Web http://ww2.green-trust.org:8383/ethanol.htm Renewable Energy Resources Best Keith Addison Journey to Forever Handmade Projects Osaka, Japan http://journeytoforever.org/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Low-temperature carbonization
I've been following the current hooraw about low-temperature carbonization with some confusion. I can't quite tell what the commotion is about. This is not new technology - it was used in primitive form to make retort gas for industrial and domestic use from the late 19th century through (in some places like Germany) the middle of the 20th century. There can't be any doubt of its feasibility, for the obvious reason that it was practiced for years. Its usefulness, however, is questionable. The bye-product coal oils and gases are produced in fixed proportion to the char (or coke), so their availability and ultimate production cost are governed by the market for solid fuel. While that market is still large, it is well served at present (in the USA at least) by low-sulfur western coal that requires no prior processing and thus develops its entire heat of combustion under the boiler; there's no reason to suppose that coke from the same feedstock could compete. As for using high-sulfur coals, I have my doubts. Whether the sulfur is driven off during coking, thus needing to be scrubbed out of the gases and/or liquids, or remains in the char, it still must be cleaned up, which imposes a further cost no matter how it is done. The gas and liquid hydrocarbons produced are completely irrelevant to the argument, as, without a market for the char, the entire cost of operating the process, including cracking or separating the tars, scrubbing the sulfur and giving away or otherwise disposing of the char, must be charged to what CAN be sold, making the retort gas and combustible oils far too expensive. I believe this is why low-temperature coking was abandoned as a commercial fuel production process in the first place, and absent a very large increase in the cost of petroleum (leading stationary power producers to switch to solid fuel), I can't see it coming back. Marc de Piolenc Iligan, Philippines Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] More old news on Caspian oil
http://www.freezerbox.com/archive/article.asp?id=55 : Caspian Oil and New Energy Politics BY DANIEL SHERMAN ENVIRONMENT | 5.25.2000 The Caspian Sea region has long been considered by many to be the next oil and gas frontier. This week confirmed that speculation when it was reported that a consortium of Western oil companies had found a vast petroleum reserve in the northern Caspian Sea off the coast of Kazakhstan. It may very well be the largest oil discovery of the past 20 years. This find follows the Clinton administration's two-year promotion for the building of a $2.4 billion, 1,080-mile Baku-Ceyhan pipeline to transport the growing volumes of Caspian oil to European markets. The Caspian Sea region's sizable and untapped resources, combined with its unique political status following the breakup of the former Soviet Union, catapulted the area into the media limelight and to the center of policy debates a few years back. Oil politics in the region is a post-Cold War geopolitical game between an emboldened Washington and a weakened Moscow over the control of strategic and lucrative oil pipelines. The stakes are high. Today a modest producer, the Caucasus region could become a significant suppler of oil to world markets, which would help meet rising energy demands. The drive by U.S. oil companies to exploit these resources has produced a political realignment of historic proportions, including an unprecedented American presence in a region dominated by Russia since the 19th Century. The breakup of the Soviet Union created a power vacuum that unleashed a number of new rivalries and alignments that have been seized upon and successfully manipulated by the U.S. alone. The regiont remains a flash point for conflict and chaos and poses risks and policy dilemmas that will only intensify with the completion of the Baku-Ceyhan pipeline. The U.S. has thus kept an eye on the stability of the region's governments, encouraging the 'nation-building process.' The region remains a potentially volatile area riven with instability, poverty, ethnic conflict, armed separatist movements, and an intense rivalry between Russia and Iran. The Caspian countries welcomed American oil giants and eventually the U.S. as a way to secure its financial and political independence. Ethnic tensions, such as those between Armenia and Azerbaijan, continue to simmer beneath a surface of slowly developing national identities that threaten not only control of the western oil export route, but also the stability of the entire region. Western oil companies have been coveting these reserves for the last decade, often lobbying the US government to take on a larger role. The Chicago-based Amoco Corp. has played a significant role in pushing the U.S. closer to Azerbaijan, and reflects the growing political complexity involving oil companies and governments vying for a piece of the pie. Many American oil firms view a pipeline running south to Iran as the cheapest and fastest exit route for Caspian oil, but Clinton has maintained the U.S. policy of isolating the Islamic state. The U.S., despite its nation-building rhetoric, is clearly involved for energy security reasons. If it takes democracy to ensure this region remains stable, so be it. While roughly half of our needs are met with imports (much from the Persian Gulf), there has been a fundamental shift in our reliance on Middle East oil. The fact remains that the stability of the world economy will continue to rely on the steady flow of reasonably priced oil from the Persian Gulf, but the availability of vast oil reserves has diverted attention elsewhere for the time being. The tie that binds the U.S. closer to the Caspian region is likely to tighten because there are at present few alternatives. While finding new reserves is important and newsworthy, it underscores a larger problem facing the country whose prosperity was built upon and remains largely dependent on the availability of cheap oil. With reserves running low worldwide, this find is significant. Unfortunately, it will likely push back efforts to find much needed alternative energy sources for the future. More emphasis is placed on finding new pockets and protecting these regions (our national security they tell us) than creating viable solutions to a multi-trillion dollar problem. Gas prices surge and we get unnerved, but this is merely a warning of things to come. This winter the global price of crude tripled while production levels were steady. Imagine what will happen when production begins to fall. While it could be decades before we run out of oil, we will run out of cheap oil sooner rather than later. When that happens and prices rise permanently, it will hit even harder than the temporary oil crunch of the 1970s (which contributed to decade-long stagflation). This is why we must put our technological knowledge to work developing advanced energy
RE: [biofuel] Petroleum's Role in Hemp Prohibition
The hemp plant has no psychoactive properties. Cultivating hemp can help replenish spent soil. Hemp can grow almost anywhere, and requires far less pesticides than many other cash crops, such as cotton. Hemp can be used for fuel, fiber, food, medicine, and industry. Hemp seed is highly nutritious. Hemp fiber is durable and strong. Extractums made from hemp were a valued medicine for thousands of years, but prohibition in the 1930s ended all of that. Why was this valuable renewable resource prohibited? Evidence suggests a special-interest group that included the DuPont petrochemical company, Secretary of the Treasury Andrew Mellon (Dupont's major financial backer), and the newspaper man William Randolph Hearst mounted a yellow journalism campaign against hemp. Hearst deliberately confused psychoactive marijuana with industrial hemp, one of humankind's oldest and most useful resources. DuPont and Hearst were heavily invested in timber and petroleum resources, and saw hemp as a threat to their empires. Petroleum companies also knew that petroleum emits noxious, toxic byproducts when incompletely burned, as in an auto engine. In 1937 DuPont, Mellen and Hearst were able to push a marijuana prohibition bill through Congress in less than three months, which destroyed the domestic hemp industry. From : Hemp Powered Car Tours US, Canada http://www.freezerbox.com/archive/2000/12/hemp/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Global Diesel Differences
I had diesel cars the last 26 years as private vehicle, both in Sweden and after I moved to middle and southern Europe. In Sweden it was often minus 25 Celsius in the winter and minus 15 Celsius in Central Europe. The only time I had serious problem was one time when I was skiing in Sweden and it was minus 40 Celsius for a couple of days. Had to heat it up and then put 20% Kerosene in the tank. Could not ski anyway, since the risk for bad frostbites was too big. Hakan PS. during the same period I had gasoline company cars. At 10:34 AM 12/10/2002 -0500, you wrote: I don't really know what I'm talking about, but from a Canadian perspective I think diesel is widely considered a dirty fuel (and it sounds like the truth of this is what you're researching), but also it's hard to start when it's minus 20 degrees, which is a real, if surmountable, problem in this climate - this second point would also apply to some areas in the US. Mike Hello All, I'm looking for a concise description of the differences between European (global if you know) and US diesel fuel (BTU, Sulphur content, refinement processes, etc), exhaust systems (Catalytic converters, emission controls, etc), as well as any other significant combustion and/or emissions differences. I'm trying to put together a complete but digestible description of global diesel usage as well as the reasons for it's notable lack of presence in the US. Thanks, Thom Hello Thom Good for you. Can't help much, but these might be useful: Fuel Lubricity Reviewed, Paul Lacey, Southwest Research Institute, Steve Howell, MARC-IV Consulting, Inc., SAE paper number 982567, International Fall Fuels and Lubricants Meeting and Exposition, October 19-22, 1998, San Francisco, California. Lubricity Benefits http://www.biodiesel.org/pdf_files/Lubricity.PDF Best Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Diesel engines vs. gasoline engines
It is no real merit to this argument. I had diesel cars for the last 26 years. But even when I financed my studies by driving taxi in Stockholm some 40 years ago, the diesel taxis engines last 3 to 5 times longer than gasoline. The famous London Cab is a diesel car. In todays diesels it is even difficult to know as passenger, if it is diesel or not. As driver you know because of the heating light before startup (5 seconds). It is no real considerations, the diesel engine will last longer and work better. Hakan At 01:11 AM 12/11/2002 +, you wrote: I live in city of about 130,000 people. I'm looking at buying a diesel and using biodiesel for fuel. I have a question though about the praticalities of owning and using a diesel in an urban environment. I wasrecently warned against buying a diesel engine-based vehicle if the vehicle's primary use is mainly short trips (i.e. in a city). The main reason given was that diesels are meant to be driven long distances (i.e highways). To drive a diesel in-town on short trips, is to basiclly have a vehicle that dies out sooner than a gasoline powered vehicle. My question is whether accelerated deterioration would be linked to carbon build-up within typical diesels (my understanding is that biodiesel eliminates this build-up) Does anyone know or can explain the differences between the two types of engines and tell me whether there is any merit to this caveat? Are there any other considerations needed to be kept in mind when thinking diesel within the urban framework? Thanks Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Re: Diesel engines vs. gasoline engines
Where I live there is no competition between petrol an diesel. The roads are often flooded for several days at a time and a damp petrol car won't run. I always look for vehicles with the air intake on the top of the engine as well. Work-wise petrol engines can't match the torque characteristics of a diesel engine, so floods or not, it will always be diesel for me. H --- In biofuel@yahoogroups.com, Hakan Falk [EMAIL PROTECTED] wrote: It is no real merit to this argument. I had diesel cars for the last 26 years. But even when I financed my studies by driving taxi in Stockholm some 40 years ago, the diesel taxis engines last 3 to 5 times longer than gasoline. The famous London Cab is a diesel car. In todays diesels it is even difficult to know as passenger, if it is diesel or not. As driver you know because of the heating light before startup (5 seconds). It is no real considerations, the diesel engine will last longer and work better. Hakan At 01:11 AM 12/11/2002 +, you wrote: I live in city of about 130,000 people. I'm looking at buying a diesel and using biodiesel for fuel. I have a question though about the praticalities of owning and using a diesel in an urban environment. I wasrecently warned against buying a diesel engine-based vehicle if the vehicle's primary use is mainly short trips (i.e. in a city). The main reason given was that diesels are meant to be driven long distances (i.e highways). To drive a diesel in-town on short trips, is to basiclly have a vehicle that dies out sooner than a gasoline powered vehicle. My question is whether accelerated deterioration would be linked to carbon build-up within typical diesels (my understanding is that biodiesel eliminates this build-up) Does anyone know or can explain the differences between the two types of engines and tell me whether there is any merit to this caveat? Are there any other considerations needed to be kept in mind when thinking diesel within the urban framework? Thanks Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
RE: [biofuel] Diesel engines vs. gasoline engines
Hi, I guess you don't live in Europe. I just read in the local paper that over 50% of the automobiles sold to date in 2002 in Spain were Diesels. Also, due to the life style generally seen in Europe, many of these are used for relatively short runs. Some are actually designed as 'city cars.' Many expect that they will get more total mileage out of a Diesel, not less as the engines are generally heavier duty, built stronger to withstand the higher compression ratios used by a Diesel engine. In very broad terms, a gasoline (petrol) engine uses a spark to fire the compressed fuel/air mixture. The Diesel engine uses higher compression ratios, than those of the gasoline engine, to superheat compressed air. The fuel is then sprayed into this hot air and it spontaneously ignites. Otherwise they both are classed as internal combustion engines and basically work the same. In my opinion there shouldn't be any significant difference between them in wear. A Diesel does run cooler since they are more efficient and they possibly take longer to get to operating temperature and therefore maybe would have increased wear in short runs for this reason, but I don't think one would ever see it in the real world. The Diesels in the VWs are generally known to outlast the vehicles - for this reason they are fairly easily available in junk yards for co-gen projects. Regards, Derek -Original Message- From: rucksackn [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] Sent: Wednesday, December 11, 2002 02:12 To: biofuel@yahoogroups.com Subject: [biofuel] Diesel engines vs. gasoline engines I live in city of about 130,000 people. I'm looking at buying a diesel and using biodiesel for fuel. I have a question though about the praticalities of owning and using a diesel in an urban environment. I wasrecently warned against buying a diesel engine-based vehicle if the vehicle's primary use is mainly short trips (i.e. in a city). The main reason given was that diesels are meant to be driven long distances (i.e highways). To drive a diesel in-town on short trips, is to basiclly have a vehicle that dies out sooner than a gasoline powered vehicle. My question is whether accelerated deterioration would be linked to carbon build-up within typical diesels (my understanding is that biodiesel eliminates this build-up) Does anyone know or can explain the differences between the two types of engines and tell me whether there is any merit to this caveat? Are there any other considerations needed to be kept in mind when thinking diesel within the urban framework? Thanks Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Global Diesel Differences
I don't really know what I'm talking about, but from a Canadian perspective I think diesel is widely considered a dirty fuel (and it sounds like the truth of this is what you're researching), but also it's hard to start when it's minus 20 degrees, which is a real, if surmountable, problem in this climate - this second point would also apply to some areas in the US. Mike Hello Mike The latest diesels are very clean. The fuel in the US is very dirty, and the sulfur content prevents the use of catalytic converters. Biodiesel doesn't contain any sulfur, and all emissions other than NOx are much lower, and the NOx problem can be solved with a simple timing adjustment, and/or a catalytic converter, and also with additives. The clean and efficient new Euro-diesels using biodiesel are an excellent answer. There's a lot of info on all this at the Biodiesel section at Journey to Forever: http://journeytoforever.org/biodiesel.html Biodiesel http://journeytoforever.org/biodiesel_future.html Do diesels have a future? And at Hakan's site: http://energy.saving.nu/biofuels/ Energy Saving Now! Best Keith Hello All, I'm looking for a concise description of the differences between European (global if you know) and US diesel fuel (BTU, Sulphur content, refinement processes, etc), exhaust systems (Catalytic converters, emission controls, etc), as well as any other significant combustion and/or emissions differences. I'm trying to put together a complete but digestible description of global diesel usage as well as the reasons for it's notable lack of presence in the US. Thanks, Thom Hello Thom Good for you. Can't help much, but these might be useful: Fuel Lubricity Reviewed, Paul Lacey, Southwest Research Institute, Steve Howell, MARC-IV Consulting, Inc., SAE paper number 982567, International Fall Fuels and Lubricants Meeting and Exposition, October 19-22, 1998, San Francisco, California. Lubricity Benefits http://www.biodiesel.org/pdf_files/Lubricity.PDF Best Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Any Austrian dealing with Biodiesel
Hello, I am looking for somebody from Austria who deals with biodiesel. Thanks.. __ Do you Yahoo!? Yahoo! Mail Plus - Powerful. Affordable. Sign up now. http://mailplus.yahoo.com Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Henry Ford, Charles Kettering and The Fuel of the Future
See also: http://www.globalleadnet.org/advocacy/initiatives/nation.cfm The Secret History of Lead, Jamie Lincoln Kitman / The Nation 20mar00 http://www.radford.edu/~wkovarik/papers/fuel.html Henry Ford, Charles Kettering and The Fuel of the Future in press, Society of Automotive Historians, 1998 Copyright Bill Kovarik, 1998 by Bill Kovarik, Ph.D. Assistant Professor Dept. of Media Studies Radford University Radford, Va. 24142 Abstract The fuel of the future, according to inventor Henry Ford and General Motors' scientist Charles F. Kettering, was ethyl alcohol made from farm products and cellulosic materials. Henry Ford's outright support culminated with the the Dearborn, Mich. Chemurgy conferences in the 1930s. Little is known about Kettering's interest in ethyl alcohol fuel and how it fit into G.M.'s long term strategy. Moreover, aside from the Chemurgy conferences and a brief period of commercial alcohol-gasoline sales in the Midwest during the 1930s, very little is known about the technological, economic and political context of alcohol fuels use. This paper examines that context, including the competition between lamp fuels in the 19th century; the scientific studies about alcohol as a fuel in the early 20th century; the development of ethyl leaded gasoline as a bridge to the fuel of the future in the 1920s; the worldwide use of alcohol - gasoline blends in the 1920s and 30s; and the eventual emergence of the farm Chemurgy movement and its support for alcohol fuel in the 1930s. [more] Long article - 21,000 words, good read. Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
RE: [biofuel] Petroleum's Role in Hemp Prohibition
This is about all I can find, no direct link. (Reefer Madness is a seriously funny movie, in an unfunny sort of way. I saw it long ago at a late-night special at the Electric Cinema Club in London's Portobello Road, amid a highly appreciative packed house that wasn't exactly at ground level.) Diesel's Humanitarian Vision: Diesel originally thought that the diesel engine, (readily adaptable in size and utilizing locally available fuels) would enable independent craftsmen and artisans to endure the powered competition of large industries that then virtually monopolized the predominant power source-the oversized, expensive, fuel-wasting steam engine. During 1885 Diesel set up his first shop-laboratory in Paris and began his 13-year ordeal of creating his distinctive engine.. At Augsburg, on August 10, 1893, Diesel's prime model, a single 10-foot iron cylinder with a flywheel at its base, ran on its own power for the first time. Diesel spent two more years at improvements and on the last day of 1896 demonstrated another model with the spectacular, if theoretical, mechanical efficiency of 75.6 percent, in contrast to the then-prevailing efficiency of the steam engine of 10 percent or less. Although commercial manufacture was delayed another year and even then begun at a snail's pace, by 1898 Diesel was a millionaire from franchise fees in great part international. His engines were used to power pipelines, electric and water plants, automobiles and trucks, and marine craft, and soon after were used in applications including mines, oil fields, factories, and transoceanic shipping.2 DuPont, Mellon, and Hearst: Diesel expected that his engine would be powered by vegetable oils (including hemp) and seed oils. At the 1900 World's Fair, Diesel ran his engines on peanut oil. Later, George Schlichten invented a hemp 'decorticating' machine that stood poised to revolutionize paper making. Henry Ford demonstrated that cars can be made of, and run on, hemp. Evidence suggests a special-interest group that included the DuPont petrochemical company, Secretary of the Treasury Andrew Mellon (Dupont's major financial backer), and the newspaper man William Randolph Hearst mounted a yellow journalism campaign against hemp. Hearst deliberately confused psychoactive marijuana with industrial hemp, one of humankind's oldest and most useful resources. DuPont and Hearst were heavily invested in timber and petroleum resources, and saw hemp as a threat to their empires. Petroleum companies also knew that petroleum emits noxious, toxic byproducts when incompletely burned, as in an auto engine. Pollution was important to Diesel and he saw his engine as a solution to the inefficient, highly polluting engines of his time. In 1937 DuPont, Mellen and Hearst were able to push a marijuana prohibition bill through Congress in less than three months, which destroyed the domestic hemp industry. http://www.hempcar.org/diesel.shtml For the first 162 years of America's existence, marijuana was totally legal and hemp was a common crop. But during the 1930s, the U.S. government and the media began spreading outrageous lies about marijuana, which led to its prohibition. Some headlines made about marijuana in the 1930s were: Marijuana: The assassin of youth. Marijuana: The devil's weed with roots in hell. Marijuana makes fiends of boys in 30 days. If the hideous monster Frankenstein came face to face with the monster marijuana, he would drop dead of fright. In 1936, the liquor industry funded the infamous movie titled Reefer Madness. This movie depicts a man going insane from smoking marijuana, and then killing his entire family with an ax. This campaign of lies, as well as other evidence, have led many to believe there may have been a hidden agenda behind Marijuana Prohibition. Shortly before marijuana was banned by The Marijuana Tax Act of 1937, new technologies were developed that made hemp a potential competitor with the newly-founded synthetic fiber and plastics industries. Hemp's potential for producing paper also posed a threat to the timber industry (see New Billion-Dollar Crop). Evidence suggests that commercial interests having much to lose from hemp competition helped propagate reefer madness hysteria, and used their influence to lobby for Marijuana Prohibition. It is not known for certain if special interests conspired to destroy the hemp industry via Marijuana Prohibition, but enough evidence exists to raise the possibility. After Alcohol Prohibition ended in 1933, funding for the Federal Bureau of Narcotics (now the Drug Enforcement Administration) was reduced. The FBN's own director, Harry J. Anslinger, then became a leading advocate of Marijuana Prohibition. In 1937 Anslinger testified before Congress in favor of Marijuana Prohibition by saying: Marijuana is the most violence causing drug in the history of mankind. Most marijuana smokers are Negroes, Hispanics,
Re: [biofuel] Re:Virus protection
I'm glad to find some agreement on this, as it was obviously not a good experience for me (losing everything because I thought I'd take drastic measures to try to prevent losing everything). There are so many good softwares that have been tried and-or half tried. I used to be a geos enthusiast of sorts (now newdealinc.com last I looked) but they were too stupid to market it as a downloadable DOS and Windows Office Suite, which would have helped it cream MS Office, instead insisting on touting its OS potentialities to the exlusion of other stuff. Now it seems like it's been an irrelevancy for 10 years, but who knows, maybe they'll help revive old 486s or less. I mean, how much power does one need to store an address spreadsheet? But Linux doesn't seem to be going away, nor Apple. I'm just surprised that MS still seems to be getting such dollars for their Office Suite. What for? I understand the OS trap, but there are great office suites out there for nearly nothing. I agree totally. Do not try to install Linux beside M$ without help. The best idea is to start with a Klunker (Linux will even run on a 486 system, but with some restrictions on what will run. ie Gnome KDE desktops are too big, so an alternative windows manager like Ice or BlackBox is required) Network your systems together, linux will be able to access your M$ files. It has been said on other lists that once people start using Linux, they find they use M$ less less, till eventually they don't use it. (This took me 18 months) The best way to start with Linux is to take a computer to a Linux Installfest, which is where the local Linux group has a big install day to attract members. Most groups run these periodically. regards Doug Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] London Taxi Cabs (was Diesel engines vs. gasoline engines)
- Original Message - From: Hakan Falk [EMAIL PROTECTED] snip The famous London Cab is a diesel car. The motor used in these cabs is I have been told the same as the Land Rover Defender marketed in Australia. Land Rover Australia are very vague about the intervals for changing the rubber timing belt. Successive statements reduce the mileage. The engines in the taxi cabs are fitted with timing gears for durability and reduced service. Paul Gobert Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Linux install fests?
And how does one find such groups? Bright Blessings, Kim Doug Foskey wrote: The best way to start with Linux is to take a computer to a Linux Installfest, which is where the local Linux group has a big install day to attract members. Most groups run these periodically. regards Doug Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
RE: [biofuel] Diesel engines vs. gasoline engines
The problem most people run into is when the intake gets clogged with soot. If you run Biodiesel, you greatly reduce this problem since there is little to no soot, or...you could always have it cleaned out by your local mechanic. I have a VW Golf TDI and according to those on www.tdiclub.com, soot buildup can be reduced by either: A. Using Biodiesel B. Consistently revving the engine above 3000 RPM before shifting (Which, I suppose, blows the soot out.) C. Never lugging the motor D. Taking the occasional long road trip to burn off the deposits. E. Cleaning out the intake. (As a last resort.) Hope this helps you in your decision! -Original Message- From: rucksackn [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] Sent: Tuesday, December 10, 2002 6:12 PM To: biofuel@yahoogroups.com Subject: [biofuel] Diesel engines vs. gasoline engines I live in city of about 130,000 people. I'm looking at buying a diesel and using biodiesel for fuel. I have a question though about the praticalities of owning and using a diesel in an urban environment. I wasrecently warned against buying a diesel engine-based vehicle if the vehicle's primary use is mainly short trips (i.e. in a city). The main reason given was that diesels are meant to be driven long distances (i.e highways). To drive a diesel in-town on short trips, is to basiclly have a vehicle that dies out sooner than a gasoline powered vehicle. My question is whether accelerated deterioration would be linked to carbon build-up within typical diesels (my understanding is that biodiesel eliminates this build-up) Does anyone know or can explain the differences between the two types of engines and tell me whether there is any merit to this caveat? Are there any other considerations needed to be kept in mind when thinking diesel within the urban framework? Thanks Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] cold weather starting
I've actually just bought my first diesel car, and this is one of my main concerns (as I said, I don't really know anything!) - If I go skiing and can't plug my car in, for the day or sometimes even for a few days, do you have tips on starting it when I want to get home? Is this something I need to worry about? Sounds like you have lots of experience, and I really don't know what to expect going into my first winter with a diesel. When I get that far, I'm also planning to mix biodiesel with petro diesel to reduce cold weather starting problems. Is that a good solution? While it may not be a real problem at all, It may be a percieved problem with diesel - for people like me who don't know much about it but what they've heard. The effect can be the same. Mike Hakan Falk wrote: I had diesel cars the last 26 years as private vehicle, both in Sweden and after I moved to middle and southern Europe. In Sweden it was often minus 25 Celsius in the winter and minus 15 Celsius in Central Europe. The only time I had serious problem was one time when I was skiing in Sweden and it was minus 40 Celsius for a couple of days. Had to heat it up and then put 20% Kerosene in the tank. Could not ski anyway, since the risk for bad frostbites was too big. Hakan PS. during the same period I had gasoline company cars. At 10:34 AM 12/10/2002 -0500, you wrote: I don't really know what I'm talking about, but from a Canadian perspective I think diesel is widely considered a dirty fuel (and it sounds like the truth of this is what you're researching), but also it's hard to start when it's minus 20 degrees, which is a real, if surmountable, problem in this climate - this second point would also apply to some areas in the US. Mike Hello All, I'm looking for a concise description of the differences between European (global if you know) and US diesel fuel (BTU, Sulphur content, refinement processes, etc), exhaust systems (Catalytic converters, emission controls, etc), as well as any other significant combustion and/or emissions differences. I'm trying to put together a complete but digestible description of global diesel usage as well as the reasons for it's notable lack of presence in the US. Thanks, Thom Hello Thom Good for you. Can't help much, but these might be useful: Fuel Lubricity Reviewed, Paul Lacey, Southwest Research Institute, Steve Howell, MARC-IV Consulting, Inc., SAE paper number 982567, International Fall Fuels and Lubricants Meeting and Exposition, October 19-22, 1998, San Francisco, California. Lubricity Benefits http://www.biodiesel.org/pdf_files/Lubricity.PDF Best Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Re: Linux install fests?
Hi, Try googling, should fetch you the info. Where do you live ? I did search for Linux installfest and found lot of hits. If you add your place to the search, you may get all the info. Best Regards, Suresh. --- In biofuel@yahoogroups.com, Kim Garth Travis [EMAIL PROTECTED] wrote: And how does one find such groups? Bright Blessings, Kim Doug Foskey wrote: The best way to start with Linux is to take a computer to a Linux Installfest, which is where the local Linux group has a big install day to attract members. Most groups run these periodically. regards Doug Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Re: Linux install fests?
srshb wrote: Hi, Try googling, should fetch you the info. Where do you live ? Texas, 100 miles from Houston, 45 from Bryan/College Station and 25 from Huntsville. Bright Blessings, Kim Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Low-temperature carbonization
- Original Message - From: Marc de Piolenc [EMAIL PROTECTED] To: biofuel@yahoogroups.com Sent: Wednesday, December 11, 2002 00:56 Subject: [biofuel] Low-temperature carbonization There can't be any doubt of its feasibility, for the obvious reason that it was practiced for years. Its usefulness, however, is questionable. The bye-product coal oils and gases are produced in fixed proportion to the char (or coke), so their availability and ultimate production cost are governed by the market for solid fuel. While that market is still large, it is well served at present (in the USA at least) by low-sulfur western coal that requires no prior processing and thus develops its entire heat of combustion under the boiler; there's no reason to suppose that coke from the same feedstock could compete. I don't see why it could not compete with the LS coal, because is has even less sulfur that the coal does. As air restrictions get tighter and tighter even LS coal is going to become less cost effective. As for using high-sulfur coals, I have my doubts. Whether the sulfur is driven off during coking, It is. thus needing to be scrubbed out of the gases and/or liquids, or remains in the char, it still must be cleaned up, which imposes a further cost no matter how it is done. It may not need to be cleaned up. For instance, if the oil ( with the sulfur ) might be used in the plastics or rubber industry, because in those areas sulfur is used to stablize many different types of plastic and rubber. The gas and liquid hydrocarbons produced are completely irrelevant to the argument, as, without a market for the char, the entire cost of operating the process, including cracking or separating the tars, scrubbing the sulfur and giving away or otherwise disposing of the char, must be charged to what CAN be sold, making the retort gas and combustible oils far too expensive. Not true, The char could be used to power the proceses in the first place making it less costly, think about it use a by product of of your own production, to lower your cost of production. Excess heat from production could also then be used to generate electricity to lower your cost from that vantage point additionaly. I believe this is why low-temperature coking was abandoned as a commercial fuel production process in the first place, and absent a very large increase in the cost of petroleum (leading stationary power producers to switch to solid fuel), I can't see it coming back. There are several possible reasons, that it may not come back. 1) It is considered old fashion. If it was used way back then, it must not be useful now ( you can see of this attitude in many of the big agriculture farms ). 2) If it is so good then why are we not using it now? attitude ( not to belittle you or cause hurt feelings, your own post contains this negativity ). The answer may be as simple as the conditions that once made it not usable, have now changed to the point that it would be foolish not to ( or not ). An example would be modern rocketry. People once laughed at Goddard (sp?) in the early 1900's ( in the 1920's I think ) who was laughed at because he experimented with liquid fueled rocket engines, allot of people laughed at him, and said that he as foolish and nothing would ever come of his experiments, because everyone knew that liquid fueled rockets were not efficient, and never would be. Well then years later came WW2 and the German V2 rocket, after the war the allied scientist ( American ) in particular, interviewing the German rocket scientist asked how they ( the Germans ) got started, the Germans basically said that the American scientist were idiots, because they didn't listen to one of their own (Goddard). 3) It is unconventional now ( this is related to #2, but, different ), this makes people who are not used to thinking outside the box uncomfortable. 4) Has a hard time getting past people who don't want to take a chance ( related to #3 ), this includes government people that may be risking their jobs, by endorsing something that is not normal for his/her dept. 5) Big oil has a lot of money to 'grease' government in to thinking that it is some how bad. 6) Companies that own / mine low sulfur coal feel threatened, and they use money just like big oil. 7) Governments and the various depts. in them always try to keep from looking like they have made a mistake, even it means that money and lives are wasted ( related to #4 ) . 8) N. I. H. Syndrome. This disease is vary common around institutions ( anyone actually ) that have a high opinion of themselves. This illness at times runs rampant, and when it does, everyone can ( and does at times ) suffer, just because it was Not Invented Here. Because of N. I. H., things are ignored even if they would be of better use. The list can go on. But the #1 reason it can come back is that people ( like the those on this list ), start experimenting on their own, and in
Re: [biofuel] cold weather starting
Were do you live? It used to be in Land Crusiers ( in Canada ) had duel heavy duty batteries for starting. Here in Colorado Springs, my father was told by his mechanic to add a little gasoline to the tank before pumping the diesel. I think that it about 1 or 2 qts of gasoline to a tank of diesel to thin it out a fraction. He used this method for 3-5 years before his VW was totaled. I have heard of a method, that uses touline, to make biodiesel easier to start in winter, but it is only something I have heard, and not yet used my self ( I don't own a diesel yet ). This or the gasoline method might work for SVO or WVO as well, I don't know. Greg H. Greg H. - Original Message - From: Michael Henry [EMAIL PROTECTED] To: biofuel@yahoogroups.com Sent: Wednesday, December 11, 2002 08:49 Subject: [biofuel] cold weather starting I've actually just bought my first diesel car, and this is one of my main concerns (as I said, I don't really know anything!) - If I go skiing and can't plug my car in, for the day or sometimes even for a few days, do you have tips on starting it when I want to get home? Is this something I need to worry about? Sounds like you have lots of experience, and I really don't know what to expect going into my first winter with a diesel. When I get that far, I'm also planning to mix biodiesel with petro diesel to reduce cold weather starting problems. Is that a good solution? While it may not be a real problem at all, It may be a percieved problem with diesel - for people like me who don't know much about it but what they've heard. The effect can be the same. Mike Hakan Falk wrote: I had diesel cars the last 26 years as private vehicle, both in Sweden and after I moved to middle and southern Europe. In Sweden it was often minus 25 Celsius in the winter and minus 15 Celsius in Central Europe. The only time I had serious problem was one time when I was skiing in Sweden and it was minus 40 Celsius for a couple of days. Had to heat it up and then put 20% Kerosene in the tank. Could not ski anyway, since the risk for bad frostbites was too big. Hakan PS. during the same period I had gasoline company cars. At 10:34 AM 12/10/2002 -0500, you wrote: I don't really know what I'm talking about, but from a Canadian perspective I think diesel is widely considered a dirty fuel (and it sounds like the truth of this is what you're researching), but also it's hard to start when it's minus 20 degrees, which is a real, if surmountable, problem in this climate - this second point would also apply to some areas in the US. Mike Hello All, I'm looking for a concise description of the differences between European (global if you know) and US diesel fuel (BTU, Sulphur content, refinement processes, etc), exhaust systems (Catalytic converters, emission controls, etc), as well as any other significant combustion and/or emissions differences. I'm trying to put together a complete but digestible description of global diesel usage as well as the reasons for it's notable lack of presence in the US. Thanks, Thom Hello Thom Good for you. Can't help much, but these might be useful: Fuel Lubricity Reviewed, Paul Lacey, Southwest Research Institute, Steve Howell, MARC-IV Consulting, Inc., SAE paper number 982567, International Fall Fuels and Lubricants Meeting and Exposition, October 19-22, 1998, San Francisco, California. Lubricity Benefits http://www.biodiesel.org/pdf_files/Lubricity.PDF Best Keith Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Linux install fests?
Good question. So where are the groups, Doug? --- Jesse Parris | studio53 | 53 maitland rd | stamford, ct 06906 203.324.4371www.jesseparris.com/ - Original Message - From: Kim Garth Travis [EMAIL PROTECTED] To: biofuel@yahoogroups.com Sent: Wednesday, December 11, 2002 9:00 AM Subject: [biofuel] Linux install fests? And how does one find such groups? Bright Blessings, Kim Doug Foskey wrote: The best way to start with Linux is to take a computer to a Linux Installfest, which is where the local Linux group has a big install day to attract members. Most groups run these periodically. regards Doug Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
RE: [biofuel] Petroleum's Role in Hemp Prohibition
Hemp is the term used for the male and marijuana is the term used to describe the female cannabis plant. There are many subspecies but, all females are psychoactive and all males are not. Did you know that hemp was directly responsible for the Roman Empire's success in conquering the world. Armor, clothing, shoes, tack for horses, cooking oil, etc. were all made from hemp. kris --- Keith Addison [EMAIL PROTECTED] wrote: The hemp plant has no psychoactive properties. Cultivating hemp can help replenish spent soil. Hemp can grow almost anywhere, and requires far less pesticides than many other cash crops, such as cotton. Hemp can be used for fuel, fiber, food, medicine, and industry. Hemp seed is highly nutritious. Hemp fiber is durable and strong. Extractums made from hemp were a valued medicine for thousands of years, but prohibition in the 1930s ended all of that. Why was this valuable renewable resource prohibited? Evidence suggests a special-interest group that included the DuPont petrochemical company, Secretary of the Treasury Andrew Mellon (Dupont's major financial backer), and the newspaper man William Randolph Hearst mounted a yellow journalism campaign against hemp. Hearst deliberately confused psychoactive marijuana with industrial hemp, one of humankind's oldest and most useful resources. DuPont and Hearst were heavily invested in timber and petroleum resources, and saw hemp as a threat to their empires. Petroleum companies also knew that petroleum emits noxious, toxic byproducts when incompletely burned, as in an auto engine. In 1937 DuPont, Mellen and Hearst were able to push a marijuana prohibition bill through Congress in less than three months, which destroyed the domestic hemp industry. From : Hemp Powered Car Tours US, Canada http://www.freezerbox.com/archive/2000/12/hemp/ __ Do you Yahoo!? Yahoo! Mail Plus - Powerful. Affordable. Sign up now. http://mailplus.yahoo.com Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Linux install fests?
If you want something done, try it yourself...I got these off Google. http://www.lugod.org/if/In California http://www.linuxgazette.com/issue34/staff.html Canada http://www.blu.org/cgi-bin/calendar/2002-ifest13 Boston http://www.tux.org/fest/Washington. DC http://installfest.marko.net/ Auburn, ?? http://www.csclub.uwaterloo.ca/events/MC3002_(Math_Coffee_and_Donut_Store)-2 002-11-02-11:00AM-3:00PM.html ?? http://vancouver-webpages.com/vanlug/installfest98.html Vancouver --- Jesse Parris | studio53 | 53 maitland rd | stamford, ct 06906 203.324.4371www.jesseparris.com/ - Original Message - From: studio53 [EMAIL PROTECTED] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] Furnace Fine Tuning
Greetings, We have a very competent furnace / boiler technician that is having a difficult time fine tuning the burner for complete combustion. We are burning B100 in the furnace and that is the only fuel that the system has ever seen. Symptoms are as follows: 1)Sometimes it sounds like a mini explosion when the unit fires up 2)There is soot from incomplete combustion 3)There is a slight drip from the suntec pump I would love to be able to say that we burn B100 trouble free. Any pertinent suggestions will be greatly appreciated. Thanks, Thom Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
[biofuel] EREN Network News -- 12/11/02
= EREN NETWORK NEWS -- December 11, 2002 A weekly newsletter from the U.S. Department of Energy's (DOE) Energy Efficiency and Renewable Energy Network (EREN). http://www.eren.doe.gov/ = Featuring: *News and Events GE Wind Energy Tests Prototype of 3.6-Megawatt Wind Turbine Large Wind Power Projects Slated for California, Minnesota DOE Grant Supports Development of New Products from Corn DOE Project to Create New Life Form for Hydrogen Production Two Solar Cell Companies Cut Costs by Making More from Less Two Groups to Install Superconducting Utility Cables in 2005 *Site News BetterBricks *Energy Facts and Tips IEA Documents Renewable Energy History, Looks Ahead to 2030 *About this Newsletter -- NEWS AND EVENTS -- GE Wind Energy Tests Prototype of 3.6-Megawatt Wind Turbine GE Wind Energy, the largest wind turbine company in the United States, announced yesterday that it is now testing a prototype 3.6-megawatt wind turbine, which will be the world's largest commercial wind turbine. The wind machine was installed in Spain in May, connected to the electrical grid in September, and reached its nominal power output in October. Designed specifically for offshore wind installations, the wind turbine has a hub height of 75 meters (246 feet) and a rotor diameter of 104 meters (341 feet). The prototype, however, was installed on a farm, so it is mounted at a hub height of 100 meters (328 feet) to account for the higher wind turbulence over land. The massive turbine is equipped with an optional internal 40-ton crane that will allow for the exchange of the rotor blades, gearbox, and generator without using a separate, external crane. It can also be fitted with a helicopter-hoisting platform to allow the use of helicopters when working on the turbine. GE Wind Energy will manufacture the wind turbines in Germany and the United States once the test period is complete. See the December 10th press release from GE Wind Energy at: http://www.gepower.com/dhtml/wind/en_us/newsroom/pr.jsp. Large Wind Power Projects Slated for California, Minnesota California and Minnesota will gain a total of 200 megawatts of new wind power capacity, thanks to plans now underway by several firms. In southwestern Minnesota, PacifiCorp Power Marketing, Inc. (PPM) will build the 50-megawatt Moraine Wind Power Project using 34 wind turbines from GE Wind Energy. GE's 1.5-megawatt wind turbines, manufactured in California, are the largest made in the United States. Xcel Energy will buy all of the power from the wind facility, which will begin commercial operation in fall 2003. The project will produce enough electricity to meet the annual needs of 19,000 average U.S. homes. See the GE Wind Energy press release, in PDF format only, at: http://www.gepower.com/corporate/en_us/aboutgeps/releases/112102.pdf Minnesota has significant wind energy resources, but they are concentrated in the southwest corner of the state. See the high- resolution wind resource maps on the Minnesota State Energy Office Web site at: http://www.commerce.state.mn.us/pages/Energy/ModTech/windmaps.htm. PPM, the developer of the Minnesota project, will also buy the entire output from the 150-megawatt High Winds wind power project, to be built in northern California by FPL Energy. Vestas Wind Systems A/S announced on Monday that the project, to be located in Solano County, will use the company's 1.8-megawatt wind turbines, the largest wind turbines sold in North America. The High Winds project is expected to begin operating in summer 2003. See the press releases from PPM and Vestas at: http://www.ppmenergy.com/rel_02.11.21.html and http://www.vestas.dk/nyheder/presse/2002/UK/fond20021209_UK.html. A number of smaller wind projects are now underway across the country: the Southern Minnesota Municipal Power Agency (SMMPA) is installing two 950-kilowatt wind turbines near Rochester (in southeast Minnesota); the Palmdale Water District in southern California, just north of Los Angeles, is planning to install a one- megawatt wind turbine near Lake Palmdale, with assistance from Black Veatch Corporation; and Xcel Energy and Cielo Wind Power, LLC are planning to add two 660-kilowatt wind turbines to the Llano Estacado Wind Ranch in eastern Curry County, New Mexico. Among recently completed projects, Basin Electric Power Cooperative helped dedicate two new 1.3-megawatt wind turbines near Minot, North Dakota, and Oncor, the energy delivery unit of TXU, completed two transmission lines that will help deliver West Texas wind power to customers in North Texas. See the December 3rd press release from SMMPA at: http://www.smmpa.com/atsmmpa/news.asp. See also the press
Re: [biofuel] cold weather starting
Well this is controversial but I have used it on occasion with much success. I spray a 3 second burst of starting fluid on the air filter element and then crank it up.. if youcant get to that then no more then 3 seconds in the intake somewhere. air getting pulled past the starting fluid carries the vapors into the cylinder where they combust quite easily. Starting fluid is a hot fuel and must be used very cautiously. If you get carried away and spray it all over youcould get in trouble esp if you have a poor electrical connection somewhere. I would use alot of caution with Gas engines and extreme caution with older gas engines that have points and condensor. Usually I recommend only using starting fluid on older diesels that are kinda worn out. If you intend to use your diesel where the air is really cold, below 15 degrees F, I would suggest that you double check your batteries. I think most diesels have two batteries to start. since cranking speed is very(did I mention VERY) VERY important in its ability to start when cold I recommend adding a 3rd battery. It cant hurt and it does help. I have 3 starting batteries in my 6.5(used tobe 6.2) '83 chevy Van. I also have 3 or 4 accessory batteries that hook into the circuit soon as I start cranking. before I went to low compression pistons I had no trouble starting this without even useing the glowplugs till it got down to about 28 degrees F. If youcant go wtih three batteries make sure the two youdo have are the biggest and the best and are preferably less then 3 years old. Good skiing. PS Never hurts to have a can of starting fluid in the trunk. Sincerely, Bryan Fullerton White Knight Gifts www.youcandobusiness.com - Original Message - From: Greg and April [EMAIL PROTECTED] To: biofuel@yahoogroups.com Sent: Wednesday, December 11, 2002 9:44 AM Subject: Re: [biofuel] cold weather starting Were do you live? It used to be in Land Crusiers ( in Canada ) had duel heavy duty batteries for starting. Here in Colorado Springs, my father was told by his mechanic to add a little gasoline to the tank before pumping the diesel. I think that it about 1 or 2 qts of gasoline to a tank of diesel to thin it out a fraction. He used this method for 3-5 years before his VW was totaled. I have heard of a method, that uses touline, to make biodiesel easier to start in winter, but it is only something I have heard, and not yet used my self ( I don't own a diesel yet ). This or the gasoline method might work for SVO or WVO as well, I don't know. Greg H. Greg H. - Original Message - From: Michael Henry [EMAIL PROTECTED] To: biofuel@yahoogroups.com Sent: Wednesday, December 11, 2002 08:49 Subject: [biofuel] cold weather starting I've actually just bought my first diesel car, and this is one of my main concerns (as I said, I don't really know anything!) - If I go skiing and can't plug my car in, for the day or sometimes even for a few days, do you have tips on starting it when I want to get home? Is this something I need to worry about? Sounds like you have lots of experience, and I really don't know what to expect going into my first winter with a diesel. When I get that far, I'm also planning to mix biodiesel with petro diesel to reduce cold weather starting problems. Is that a good solution? While it may not be a real problem at all, It may be a percieved problem with diesel - for people like me who don't know much about it but what they've heard. The effect can be the same. Mike Hakan Falk wrote: I had diesel cars the last 26 years as private vehicle, both in Sweden and after I moved to middle and southern Europe. In Sweden it was often minus 25 Celsius in the winter and minus 15 Celsius in Central Europe. The only time I had serious problem was one time when I was skiing in Sweden and it was minus 40 Celsius for a couple of days. Had to heat it up and then put 20% Kerosene in the tank. Could not ski anyway, since the risk for bad frostbites was too big. Hakan PS. during the same period I had gasoline company cars. At 10:34 AM 12/10/2002 -0500, you wrote: I don't really know what I'm talking about, but from a Canadian perspective I think diesel is widely considered a dirty fuel (and it sounds like the truth of this is what you're researching), but also it's hard to start when it's minus 20 degrees, which is a real, if surmountable, problem in this climate - this second point would also apply to some areas in the US. Mike Hello All, I'm looking for a concise description of the differences between European (global if you know) and US diesel fuel (BTU, Sulphur content, refinement processes, etc), exhaust systems (Catalytic converters, emission controls, etc), as well as any other significant combustion and/or emissions differences. I'm trying to put together a complete but digestible description of global diesel usage
Re: [biofuel] The big picture
There you go - a hacker in sheeple's clothing, LOL! You're certainly no slave, MM. I wonder if the real slaves aren't the people at the top of the ladder, the ones who think they're in control - such as Kenneth Lay, hopeless failures at life, what a waste. thx, and an interesting take on Lay. Hack: http://www.tuxedo.org/~esr/jargon/html/entry/hack.html Hacker: http://www.tuxedo.org/~esr/jargon/html/entry/hacker.html I see a problem here that I did not see before. The term cracker, which is what hackers are recommending we use when we wish to connote hacker gone to the dark side or some such, has some slight built-in vernacular ambiguities. Is one talking about a safe cracker? Is one trying to connote drug use? (Crack cocaine). Is there some sort of racist ambiguity? (I'm not sure why but I seem to recall cracker being some sort of racial epithet from one of the races to another). Maybe there could be a new term for a malicious hacker. Or maybe just get better at using cracker. Yeah, that sounds ok now that I think it through a little. We'll see. Hacking's similar to fettling - all the old factories used to have a fettler, when the machines broke he'd come and do a quick-fix so they'd work and production could continue until the engineers could get around to doing a proper repair job. A good fettler was highly skilled and very ingenious. I had some tailoring done this week, and it just reminded me of how certain occupations are terribly useful and may well be with us even a million years from now. One thing is it reminded me that even on Star Trek they have Tailors 300 years into the future (though no barbers prominently featured that I saw anyway). When I first went to Hong Kong the newspapers were obsequeous. Reporters would be summonsed to a press conference where some overblown tycoon would announce his latest depradation. I've never verified with you that your background might be British, but it is interesting how a twist toward describing going to Honk Kong results in a sentence with some strikingly British-seeming ways of discussing things (including spelling choices). I once sent two girl reporters to find one of the poor old women who scrape a living out of recycling, often to be found pushing a heavy trolley laden high with folded cartons up a steep hill, in rich Hong Kong where Confucians are supposed to honour the old. I heard an old-time news guy here comment recently, on the topic of what has changed in reporting over the last 50 years or so, that when they started out and were young, their basic attitude had something to do with being angry and taking it for granted that they were sort of there to change things. Now, if I recall, he thinks there's somewhat less willingness to take this unfettered go-get-em go-up-against-the-establishment attitude, particularly as the establishment has more control over paying their salaries. Spin of the day - a must-read: http://www.freezerbox.com/archive/article.asp?id=254 Thx, that was awesome. When he tried to converse with some of the farmers about their pro-GM T-shirts, They smiled shyly; none of them could speak or read English. I love it. Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
Re: [biofuel] Furnace Fine Tuning
With biodiesel it can be a problem that it does not burn out. A smaller nozzle for a shorter flame and if possible higher pressure, could fix it. You will probably get a 20-30% lower heating capacity from your burner, but they are mostly 2-3 times over sized anyway. It will run longer periods with less pollution and that is positive. I Germany they have restrictions now on how many start/stop that can be tolerated, this to control pollution and force a more serious sizing. Hakan At 03:42 PM 12/11/2002 -0500, you wrote: Greetings, We have a very competent furnace / boiler technician that is having a difficult time fine tuning the burner for complete combustion. We are burning B100 in the furnace and that is the only fuel that the system has ever seen. Symptoms are as follows: 1)Sometimes it sounds like a mini explosion when the unit fires up 2)There is soot from incomplete combustion 3)There is a slight drip from the suntec pump I would love to be able to say that we burn B100 trouble free. Any pertinent suggestions will be greatly appreciated. Thanks, Thom Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuels list archives: http://archive.nnytech.net/ Please do NOT send Unsubscribe messages to the list address. To unsubscribe, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
