Pyrolysis

Disclaimer: The Discover article below is Capitalist Propaganda.
However what is being touted by the Capitalists is that any carbon based material can be converted to fuel and other byproducts There are a number of different methods offered, including producing solid fuel by microwaving, etc., Prolysis is one such method. Whatever the method, both the Capitalists 'and' the anti-Capitalists agree that such a technological 'direction' could supply much of the world's energy needs without fossil fuels. In such a world, 'no-thing' would go to 'waste.'

...Mars

The Walt Disney Company.

DISCOVER Vol. 24 No. 5 (May 2003)
Table of Contents

Anything into Oil
Technological savvy could turn 600 million tons of turkey guts and other waste into 4 billion barrels of light Texas crude each year
By Brad Lemley
Photography by Tony Law

Gory refuse, from a Butterball Turkey plant in Carthage, Missouri, will no longer go to waste. Each day 200 tons of turkey offal will be carted to the first industrial-scale thermal depolymerization plant, recently completed in an adjacent lot, and be transformed into various useful products, including 600 barrels of light oil.

In an industrial park in Philadelphia sits a new machine that can change almost anything into oil.
Really.
"This is a solution to three of the biggest problems facing mankind," says Brian Appel, chairman and CEO of Changing World Technologies, the company that built this pilot plant and has just completed its first industrial-size installation in Missouri. "This process can deal with the world's waste. It can supplement our dwindling supplies of oil. And it can slow down global warming."
Pardon me, says a reporter, shivering in the frigid dawn, but that sounds too good to be true.
"Everybody says that," says Appel. He is a tall, affable entrepreneur who has assembled a team of scientists, former government leaders, and deep-pocketed investors to develop and sell what he calls the thermal depolymerization process, or TDP. The process is designed to handle almost any waste product imaginable, including turkey offal, tires, plastic bottles, harbor-dredged muck, old computers, municipal garbage, cornstalks, paper-pulp effluent, infectious medical waste, oil-refinery residues, even biological weapons such as anthrax spores. According to Appel, waste goes in one end and comes out the other as three products, all valuable and environmentally benign: high-quality oil, clean-burning gas, and purified minerals that can be used as fuels, fertilizers, or specialty chemicals for manufacturing.
Unlike other solid-to-liquid-fuel processes such as cornstarch into ethanol, this one will accept almost any carbon-based feedstock. If a 175-pound man fell into one end, he would come out the other end as 38 pounds of oil, 7 pounds of gas, and 7 pounds of minerals, as well as 123 pounds of sterilized water. While no one plans to put people into a thermal depolymerization machine, an intimate human creation could become a prime feedstock. "There is no reason why we can't turn sewage, including human excrement, into a glorious oil," says engineer Terry Adams, a project consultant. So the city of Philadelphia is in discussion with Changing World Technologies to begin doing exactly that.
"The potential is unbelievable," says Michael Roberts, a senior chemical engineer for the Gas Technology Institute, an energy research group. "You're not only cleaning up waste; you're talking about distributed generation of oil all over the world."
"This is not an incremental change. This is a big, new step," agrees Alf Andreassen, a venture capitalist with the Paladin Capital Group and a former Bell Laboratories director.


The offal-derived oil, is chemically almost identical to a number two fuel oil used to heat homes.

Andreassen and others anticipate that a large chunk of the world's agricultural, industrial, and municipal waste may someday go into thermal depolymerization machines scattered all over the globe. If the process works as well as its creators claim, not only would most toxic waste problems become history, so would imported oil. Just converting all the U.S. agricultural waste into oil and gas would yield the energy equivalent of 4 billion barrels of oil annually. In 2001 the United States imported 4.2 billion barrels of oil. Referring to U.S. dependence on oil from the volatile Middle East, R. James Woolsey, former CIA director and an adviser to Changing World Technologies, says, "This technology offers a beginning of a way away from this."
But first things first. Today, here at the plant at Philadelphia's Naval Business Center, the experimental feedstock is turkey processing-plant waste: feathers, bones, skin, blood, fat, guts. A forklift dumps 1,400 pounds of the nasty stuff into the machine's first stage, a 350-horsepower grinder that masticates it into gray brown slurry. From there it flows into a series of tanks and pipes, which hum and hiss as they heat, digest, and break down the mixture. Two hours later, a white-jacketed technician turns a spigot. Out pours a honey-colored fluid, steaming a bit in the cold warehouse as it fills a glass beaker.
It really is a lovely oil.
"The longest carbon chains are C-18 or so," says Appel, admiring the liquid. "That's a very light oil. It is essentially the same as a mix of half fuel oil, half gasoline."
Private investors, who have chipped in $40 million to develop the process, aren't the only ones who are impressed. The federal government has granted more than $12 million to push the work along. "We will be able to make oil for $8 to $12 a barrel," says Paul Baskis, the inventor of the process. "We are going to be able to switch to a carbohydrate economy."

Making oil and gas from hydrocarbon-based waste is a trick that Earth mastered long ago. Most crude oil comes from one-celled plants and animals that die, settle to ocean floors, decompose, and are mashed by sliding tectonic plates, a process geologists call subduction. Under pressure and heat, the dead creatures' long chains of hydrogen, oxygen, and carbon-bearing molecules, known as polymers, decompose into short-chain petroleum hydrocarbons. However, Earth takes its own sweet time doing this—generally thousands or millions of years—because subterranean heat and pressure changes are chaotic. Thermal depolymerization machines turbocharge the process by precisely raising heat and pressure to levels that break the feedstock's long molecular bonds.
Many scientists have tried to convert organic solids to liquid fuel using waste products before, but their efforts have been notoriously inefficient. "The problem with most of these methods was that they tried to do the transformation in one step—superheat the material to drive off the water and simultaneously break down the molecules," says Appel. That leads to profligate energy use and makes it possible for hazardous substances to pollute the finished product. Very wet waste—and much of the world's waste is wet—is particularly difficult to process efficiently because driving off the water requires so much energy. Usually, the Btu content in the resulting oil or gas barely exceeds the amount needed to make the stuff.
That's the challenge that Baskis, a microbiologist and inventor who lives in Rantoul, Illinois, confronted in the late 1980s. He says he "had a flash" of insight about how to improve the basic ideas behind another inventor's waste-reforming process. "The prototype I saw produced a heavy, burned oil," recalls Baskis. "I drew up an improvement and filed the first patents." He spent the early 1990s wooing investors and, in 1996, met Appel, a former commodities trader. "I saw what this could be and took over the patents," says Appel, who formed a partnership with the Gas Technology Institute and had a demonstration plant up and running by 1999.
Thermal depolymerization, Appel says, has proved to be 85 percent energy efficient for complex feedstocks, such as turkey offal: "That means for every 100 Btus in the feedstock, we use only 15 Btus to run the process." He contends the efficiency is even better for relatively dry raw materials, such as plastics.
So how does it work? In the cold Philadelphia warehouse, Appel waves a long arm at the apparatus, which looks surprisingly low tech: a tangle of pressure vessels, pipes, valves, and heat exchangers terminating in storage tanks. It resembles the oil refineries that stretch to the horizon on either side of the New Jersey Turnpike, and in part, that's exactly what it is.
Appel strides to a silver gray pressure tank that is 20 feet long, three feet wide, heavily insulated, and wrapped with electric heating coils. He raps on its side. "The chief difference in our process is that we make water a friend rather than an enemy," he says. "The other processes all tried to drive out water. We drive it in, inside this tank, with heat and pressure. We super-hydrate the material." Thus temperatures and pressures need only be modest, because water helps to convey heat into the feedstock. "We're talking about temperatures of 500 degrees Fahrenheit and pressures of about 600 pounds for most organic material—not at all extreme or energy intensive. And the cooking times are pretty short, usually about 15 minutes."
Once the organic soup is heated and partially depolymerized in the reactor vessel, phase two begins. "We quickly drop the slurry to a lower pressure," says Appel, pointing at a branching series of pipes. The rapid depressurization releases about 90 percent of the slurry's free water. Dehydration via depressurization is far cheaper in terms of energy consumed than is heating and boiling off the water, particularly because no heat is wasted. "We send the flashed-off water back up there," Appel says, pointing to a pipe that leads to the beginning of the process, "to heat the incoming stream."
At this stage, the minerals—in turkey waste, they come mostly from bones—settle out and are shunted to storage tanks. Rich in calcium and magnesium, the dried brown powder "is a perfect balanced fertilizer," Appel says.
The remaining concentrated organic soup gushes into a second-stage reactor similar to the coke ovens used to refine oil into gasoline. "This technology is as old as the hills," says Appel, grinning broadly. The reactor heats the soup to about 900 degrees Fahrenheit to further break apart long molecular chains. Next, in vertical distillation columns, hot vapor flows up, condenses, and flows out from different levels: gases from the top of the column, light oils from the upper middle, heavier oils from the middle, water from the lower middle, and powdered carbon—used to manufacture tires, filters, and printer toners—from the bottom. "Gas is expensive to transport, so we use it on-site in the plant to heat the process," Appel says. The oil, minerals, and carbon are sold to the highest bidders.
Depending on the feedstock and the cooking and coking times, the process can be tweaked to make other specialty chemicals that may be even more profitable than oil. Turkey offal, for example, can be used to produce fatty acids for soap, tires, paints, and lubricants. Polyvinyl chloride, or PVC—the stuff of house siding, wallpapers, and plastic pipes—yields hydrochloric acid, a relatively benign and industrially valuable chemical used to make cleaners and solvents. "That's what's so great about making water a friend," says Appel. "The hydrogen in water combines with the chlorine in PVC to make it safe. If you burn PVC [in a municipal-waste incinerator], you get dioxin (aka Agent Orange) —very toxic."

Brian Appel, CEO of Changing World Technologies, strolls through a thermal depolymerization plant in Philadelphia. Experiments at the pilot facility revealed that the process is scalable—plants can sprawl over acres and handle 4,000 tons of waste a day or be "small enough to go on the back of a flatbed truck" and handle just one ton daily, says Appel.

The technicians here have spent three years feeding different kinds of waste into their machinery to formulate recipes. In a little trailer next to the plant, Appel picks up a handful of one-gallon plastic bags sent by a potential customer in Japan. The first is full of ground-up appliances, each piece no larger than a pea. "Put a computer and a refrigerator into a grinder, and that's what you get," he says, shaking the bag. "It's PVC, wood, fiberglass, metal, just a mess of different things. This process handles mixed waste beautifully." Next to the ground-up appliances is a plastic bucket of municipal sewage. Appel pops the lid and instantly regrets it. "Whew," he says. "That is nasty."
Experimentation revealed that different waste streams require different cooking and coking times and yield different finished products. "It's a two-step process, and you do more in step one or step two depending on what you are processing," Terry Adams says. "With the turkey guts, you do the lion's share in the first stage. With mixed plastics, most of the breakdown happens in the second stage." The oil-to-mineral ratios vary too. Plastic bottles, for example, yield copious amounts of oil, while tires yield more minerals and other solids. So far, says Adams, "nothing hazardous comes out from any feedstock we try."
"The only thing this process can't handle is nuclear waste," Appel says. "If it contains carbon, we can do it." à
This Philadelphia pilot plant can handle only seven tons of waste a day, but 1,054 miles to the west, in Carthage, Missouri, about 100 yards from one of ConAgra Foods' massive Butterball Turkey plants, sits the company's first commercial-scale thermal depolymerization plant. The $20 million facility, scheduled to go online any day, is expected to digest more than 200 tons of turkey-processing waste every 24 hours.

The north side of Carthage smells like Thanksgiving all the time. At the Butterball plant, workers slaughter, pluck, parcook, and package 30,000 turkeys each workday, filling the air with the distinctive tang of boiling bird. A factory tour reveals the grisly realities of large-scale poultry processing. Inside, an endless chain of hanging carcasses clanks past knife-wielding laborers who slash away. Outside, a tanker truck idles, full to the top with fresh turkey blood. For many years, ConAgra Foods has trucked the plant's waste—feathers, organs, and other nonusable parts—to a rendering facility where it was ground and dried to make animal feed, fertilizer, and other chemical products. But bovine spongiform encephalopathy, also known as mad cow disease, can spread among cattle from recycled feed, and although no similar disease has been found in poultry, regulators are becoming skittish about feeding animals to animals. In Europe the practice is illegal for all livestock. Since 1997, the United States has prohibited the feeding of most recycled animal waste to cattle. Ultimately, the specter of European-style mad-cow regulations may kick-start the acceptance of thermal depolymerization. "In Europe, there are mountains of bones piling up," says Alf Andreassen. "When recycling waste into feed stops in this country, it will change everything."
Because depolymerization takes apart materials at the molecular level, Appel says, it is "the perfect process for destroying pathogens." On a wet afternoon in Carthage, he smiles at the new plant—an artless assemblage of gray and dun-colored buildings—as if it were his favorite child. "This plant will make 10 tons of gas per day, which will go back into the system to make heat to power the system," he says. "It will make 21,000 gallons of water, which will be clean enough to discharge into a municipal sewage system. Pathological vectors will be completely gone. It will make 11 tons of minerals and 600 barrels of oil, high-quality stuff, the same specs as a number two heating oil." He shakes his head almost as if he can't believe it. "It's amazing. The Environmental Protection Agency doesn't even consider us waste handlers. We are actually manufacturers—that's what our permit says. This process changes the whole industrial equation. Waste goes from a cost to a profit."
He watches as burly men in coveralls weld and grind the complex loops of piping. A group of 15 investors and corporate advisers, including Howard Buffett, son of billionaire investor Warren Buffett, stroll among the sparks and hissing torches, listening to a tour led by plant manager Don Sanders. A veteran of the refinery business, Sanders emphasizes that once the pressurized water is flashed off, "the process is similar to oil refining. The equipment, the procedures, the safety factors, the maintenance—it's all proven technology."
And it will be profitable, promises Appel. "We've done so much testing in Philadelphia, we already know the costs," he says. "This is our first-out plant, and we estimate we'll make oil at $15 a barrel. In three to five years, we'll drop that to $10, the same as a medium-size oil exploration and production company. And it will get cheaper from there."
"We've got a lot of confidence in this," Buffett says. "I represent ConAgra's investment. We wouldn't be doing this if we didn't anticipate success." Buffett isn't alone. Appel has lined up federal grant money to help build demonstration plants to process chicken offal and manure in Alabama and crop residuals and grease in Nevada. Also in the works are plants to process turkey waste and manure in Colorado and pork and cheese waste in Italy. He says the first generation of depolymerization centers will be up and running in 2005. By then it should be clear whether the technology is as miraculous as its backers claim.

EUREKA:

Chemistry, not alchemy, turns (A) turkey offal—guts, skin, bones, fat, blood, and feathers—into a variety of useful products. After the first-stage heat-and-pressure reaction, fats, proteins, and carbohydrates break down into (B) carboxylic oil, which is composed of fatty acids, carbohydrates, and amino acids. The second-stage reaction strips off the fatty acids' carboxyl group (a carbon atom, two oxygen atoms, and a hydrogen atom) and breaks the remaining hydrocarbon chains into smaller fragments, yielding (C) a light oil. This oil can be used as is, or further distilled (using a larger version of the bench-top distiller in the background) into lighter fuels such as (D) naphtha, (E) gasoline, and (F) kerosene. The process also yields (G) fertilizer-grade minerals derived mostly from bones and (H) industrially useful carbon black.

Garbage In, Oil Out

Feedstock is funneled into a grinder and mixed with water to create a slurry that is pumped into the first-stage reactor, where heat and pressure partially break apart long molecular chains. The resulting organic soup flows into a flash vessel where pressure drops dramatically, liberating some of the water, which returns back upstream to preheat the flow into the first-stage reactor. In the second-stage reactor, the remaining organic material is subjected to more intense heat, continuing the breakup of molecular chains. The resulting hot vapor then goes into vertical distillation tanks, which separate it into gases, light oils, heavy oils, water, and solid carbon. The gases are burned on-site to make heat to power the process, and the water, which is pathogen free, goes to a municipal waste plant. The oils and carbon are deposited in storage tanks, ready for sale.
— Brad Lemley

A Boon to Oil and Coal Companies

One might expect fossil-fuel companies to fight thermal depolymerization. If the process can make oil out of waste, why would anyone bother to get it out of the ground? But switching to an energy economy based entirely on reformed waste will be a long process, requiring the construction of thousands of thermal depolymerization plants. In the meantime, thermal depolymerization can make the petroleum industry itself cleaner and more profitable, says John Riordan, president and CEO of the Gas Technology Institute, an industry research organization. Experiments at the Philadelphia thermal depolymerization plant have converted heavy crude oil, shale, and tar sands into light oils, gases, and graphite-type carbon. "When you refine petroleum, you end up with a heavy solid-waste product that's a big problem," Riordan says. "This technology will convert these waste materials into natural gas, oil, and carbon. It will fit right into the existing infrastructure."
Appel says a modified version of thermal depolymerization could be used to inject steam into underground tar-sand deposits and then refine them into light oils at the surface, making this abundant, difficult-to-access resource far more available. But the coal industry may become thermal depolymerization's biggest fossil-fuel beneficiary. "We can clean up coal dramatically," says Appel. So far, experiments show the process can extract sulfur, mercury, naphtha, and olefins—all salable commodities—from coal, making it burn hotter and cleaner. Pretreating with thermal depolymerization also makes coal more friable, so less energy is needed to crush it before combustion in electricity-generating plants.
— B.L.

Can Thermal Depolymerization Slow Global Warming?

If the thermal depolymerization process WORKS AS Claimed, it will clean up waste and generate new sources of energy. But its backers contend it could also stem global warming, which sounds iffy. After all, burning oil creates global warming, doesn't it?
Carbon is the major chemical constituent of most organic matter—plants take it in; animals eat plants, die, and decompose; and plants take it back in, ad infinitum. Since the industrial revolution, human beings burning fossil fuels have boosted concentrations of atmospheric carbon more than 30 percent, disrupting the ancient cycle. According to global-warming theory, as carbon in the form of carbon dioxide accumulates in the atmosphere, it traps solar radiation, which warms the atmosphere—and, some say, disrupts the planet's ecosystems.
But if there were a global shift to thermal depolymerization technologies, belowground carbon would remain there. The accoutrements of the civilized world—domestic animals and plants, buildings, artificial objects of all kinds—would then be regarded as temporary carbon sinks. At the end of their useful lives, they would be converted in thermal depolymerization machines into short-chain fuels, fertilizers, and industrial raw materials, ready for plants or people to convert them back into long chains again. So the only carbon used would be that which already existed above the surface; it could no longer dangerously accumulate in the atmosphere. "Suddenly, the whole built world just becomes a temporary carbon sink," says Paul Baskis, inventor of the thermal depolymerization process. "We would be honoring the balance of nature."
— B.L.

RELATED WEB SITES:

To learn more about the thermal depolymerization process, visit Changing World Technologies' Web site: http://www.changingworldtech.com/.

A primer on the natural carbon cycle can be found at www.whrc.org/science/carbon/carbon.htm.

The Walt Disney Company.

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Topic: Oil from "anything"

William Smith
Member

posted

I don't know how many of you get Discover Magazine, I don't, but a friend of mine showed me an article in Discover today that really got me pumped. It describes a process for turning "anything" that has carbon in it, into everything from heavy oils, to gasonline, kerosene, and a "light oil" the article says is a dead ringer for #2 fuel oil. What struck me as strange is that this is done using a process I have heard of called thermal depolymerization.

Basically this process involves superheating/ pressurizing a material until you actually break the molecular chains that make up the material. You then distill the slurry into it's respective "new" respective carbon chain lengths. Depending upon your feedstock you get varying amounts of oils, carbon solids, and hydro carbon gases.

Now previously when I've heard about research in this field, it always turns out the same, with a negative or close to zero energy balance (more Calories in than calories out). However, the group who are presented in Discover seem to have done it. They've got pilot plants set up in Philadelphia, and are in the final stages of a plant in Missouri that will process turkey offal (from a conveniently close ConAgra Butterball Turkey plant). The article claims "anything" from plastic bottles to old tires, to sewage sludge, to biohazardous medical waste can be converted into useable forms of carbon that we recognize. I am particularly interested in the heavy oil they describe as having "carbon chains of 18 or so". On their website, they describe on of their products, derived from "ag and forestry feedstocks" to be fatty acid oils composed mainly of palmitic, stearic and oleic acids!!!!!! Could this be the next bioddiesel feedstock?!!! Or is this an incredibly elaborate job of cooking their numbers?
If you have any thoughts on this reply to this board I really would like to discuss this further. Until then I will tease you with a picture of my incomplete gigantic 55 gallon/Batch processor I am building.

Will Smith

Here are the websites for the Discover Article:

http://www.discover.com/may_03/gthere.html?article=featoil.html

And the company in question
http://www.changingworldtech.com/

Posts: 54 | From: Lafayette, IN, USA | Registered: 01 April 2002

William Smith
Member

posted

Cr*p. The link didn't work

Here is a picture of my incomplete processor

will

http://www.geocities.com/smith2472001/biodiesel_equipment.html

Posts: 54 | From: Lafayette, IN, USA | Registered: 01 April 2002

WVengineer
Member

posted

Very interesting, but I see a potential lawsuit

No, not that kind. A friend of mine is working on a research project that turns coal and hog manure into diesel. I believe it uses the same chemistry and a very related process. I just hope that no ill comes of this for my friend's project (not to mention his job).

Other than that, it answers a few questions I had as to what happened when one changed the feedstock in the process. I am very happy with the posted efficiency. To hell with the landfill, lets all go down to the MondoRecycler!

The length of a short circuit is twice the distance from the middle to the end

Posts: 299 | From: Shepherdstown,WV,USA | Registered: 22 October 2002

WVengineer
Member

posted

Before Tilly gets to it

I better copywrite MondoRecycler. That would now be Mondorecycler (tm). So where are the copywrite and trademark symbols on the keyboard?

The length of a short circuit is twice the distance from the middle to the end

Posts: 299 | From: Shepherdstown,WV,USA | Registered: 22 October 2002

paloaltobiodiesel
Member

posted

anything from oil?

this is crossposted from another list:

I asked an engineer at Penn State (Jack Matson, author of _Innovate or
Die_) what he thought of this. His response follows.

>What he is doing is not depolymerization since materials such as turkey
>offal are not polymers but complex carbonaceous materials. The
>mislabelling is a serious mistake for us science types. Does he really
>know what he is doing if he cannot even put a proper name on his
>process? Actually what his is doing is pyrolysis, and that technology has
>been around for a long time. Check it out on Google.

>>Whadya think?,
>>
>>This is some cool science. Take virtually any waste product and turn it
>>into oil, minerals, water. Nice and clean.
>>
>>http://www.discover.com/may_03/gthere.html?article=featoil.html
>>
>>I am trying to find the catch.

Posts: 3 | Registered: 23 April 2003

skip
Member

posted

watchput

that palladium group is notorious for ripping off with the promise of perpetual motion and free energy.
in essence, the got a grant.
now you know why i rant against such things.......besides, if it was so great, why did they need a whopper of a grant?
truth is, they only have surplus equipment from a old style oil refinery. if you got a cat cracker tower, you can make anything from carbon. the only catch is you will need a couple of million bucks for catalyst and of course, round the clock monitoring. show the article to even the dumbest redneck in texas at a refinery, and you will get a good laugh.

now, the bottom line is this.............
feed stock, material handling costs and storage. poound for pound, nothing beats oil, next is coal and my good buddies, moving thousands of tons of turkey guts, etc...a day.....which it would take to make a profit....isnt cheap.
just like biodiesel. in the end its all about 'where is enough oil?'

i accuse those miserable bastards of high treason, just like the nbb.

if you got a grant, then you are just ripping off the american people. and....if a foreigner is involved (like adm) that is TREASON

Posts: 270 | From: anchorage, ak | Registered: 26 May 2001

Dave UK
Member

posted

Grants Pants

When looking to set up a commercial biodiesel plant, I had a good look at the UK and EU grants merry-go-round.

If you dont have lots of letters after your name and university/quango support you wont get a grant. You then spend so much time and effort proving that you are delivering value for money that the front end costs go up and up with no certainty you'll get any money. These hidden costs get added onto any quote these outfits make.

Added to that you are obliged to use commercial engineering consultants and "learned professionals" for every techni (only they could possibly give reliable advice - of course). The costs go ballistic.

I came to the conclusion that you can only rely on commercial money - banks, venture capitalists, etc. They wanted so much personal investment and control of the business that I gave up. I'm simply not prepared to risk my family home and yet take an income that would probably struggle to pay my existing family overheads.

Maybe that's chicken, but my kids need somewhere to live and I probably do too well in my current work to make the jump.

Looking back I think that was the best decision. Had we been able to move fast in 2001 so that a plant could be up and running in time for the 2002 tax changes then it was worth doing. Being the first is the best way to get the necessary publicity.

But without lots of cash up front that was not possible. Now we'd just be another outfit jumping on the band-wagon.

Posts: 1680 | From: England | Registered: 05 October 2000

dualfuel
Member

posted

I am interested in their flash vessel, Will.

I am wondering what happens to the feedstock in the flash vessel. If the feedstock was heated until it was hot enough to have 600psi then when they flashed it, wouldn't the volitiles go with the steam?
It seemed like they were flashing, then reheating, then distilling.
Anyhow I hope it works for the turkey plant's sake.
Skip, go check it out. Give us a legitimate estimate of its feasibility.
DF

Posts: 360 | From: Calumet, Michigan, Great White North | Registered: 20 January 2002

WVengineer
Member

posted

Complain about their money all you want, but I have discussed the article with a few engineers and chemist types, and they (and I) would like to see the solid science behind the whole thing before I go skipping around declaring armageddon for the petroleum companies. Not to rain on y'all's parade, but I want to see proof first. Believe me, I want to believe in the process too.

The length of a short circuit is twice the distance from the middle to the end

Posts: 299 | From: Shepherdstown,WV,USA | Registered: 22 October 2002

Dave UK
Member

posted

So do I

I also hope it works. But there is nothing about commercial costs and benefits. OK it's fueled with waste materials, but is it really better than existing recycling technologies?

With many purely academic exercises this aspect is often ingnored. We wait for some proper information rather than a press release.

Posts: 1680 | From: England | Registered: 05 October 2000

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About Bio-Power (UK) Ltd
We make a range of fuels which are derived from renewable organic materials, for use in road vehicles and for the generation of electricity or heating. The main constituent of our fuel is waste vegetable oil or fat, which we modify to produce a road fuel that in our tests out performs Derv and bio-diesel.

Our fuel is not bio-diesel in the form of Rapeseed Methyl Ester (RME), which in our view is not a very 'green' form of bio-fuel. Our form of fuel is more akin to Straight vegetable fat, but it can be burned in normal compression ignition engines just like normal mineral diesel. Like all non-fossil fuels, it does not pollute the atmosphere nor add to the causes of global warming. The type of fuel is called 'Modified Waste Vegetable Fat' (MWVF), and our product for use as a road fuel is called 'bio-power V100'. We also make a high energy fuel for heating and electricity generation which we call 'bio-power G100'. A full description of our products is available at Our Product Range.

The full story of how we originally got involved in this business is told at How it all began.

How best to use this web site
This is a completely rewritten version of our first web site, and we hope it is easier to use. We have kept the structure as simple as possible so it can be read in all kinds of browsers. I have avoided using complicated graphics, animations or anything that causes a delay in downloading. Some of the pages do contain a lot of information, and may take some time to fully load. If you do have any difficulty, please let us know. There is a great deal of information available here, and the content is continually being added to. I hope there will be more pictures in time. I have divided the content up in to sections according to people's needs. Below is an overview or description of each section. If you still get confused then probably the best place to go is the Site Map.

The bio-power Charter
Our primary motivation is the need to address the related issues of Climate Change and Global Warming. Our aim is to provide alternatives to the use of fossil fuels, which it is now generally accepted as the primary (but not exclusive) cause of the present climatic predicament. However, we are also developing what are better ways of operating in business. In our view, it is the top down form of business management, which creates large, competitive and powerful profit seeking multi-national companies, that got us all into this mess in the first place. Our vision is for a bottom up form of business which emphasises co-operation, partnership, and inclusion of everyone who shares the same ethical aims and perspective. This includes our customers, our suppliers and those working with us in the bio-fuels industry. The ethical basis of this vision is described in more detail in Our Charter

About the Bio-power company and the Bio-power network
This section contains all the details about our company, our aims and strategy, our trading addresses, registration numbers etc.

Our Product Range
This is about the fuels we make, our simple heat exchanger and the services we offer.

Frequently Asked Questions (FAQ)
This is a list of the most commonly asked questions about the use of bio-fuels. If you have a question that is not answered there, then do write to us direct.

Deeper Study

If you are researching in to bio-fuels or the making of bio-diesel (which we no longer make), then all the technical stuff published on our old web site is here, including a description of the Basic Chemistry of Bio-fuels, and a Glossary of all technical Terms. There also is a section explaining how to make a simple form of our fuel which you can test in your own engine, and how to build a simple heat exchanger following our design to improve the performance of any engine.

Taxation
If you are considering using an untaxed fuel in your vehicle on the road, then you must register as a fuel producer. The process is simple, and the necessary forms can be down loaded. Our whole policy on the taxation of non-fossil road fuels is described in detail. I have also published some of the important legislation, and ministerial guidance, and important letters form civil servants, ministers and politicians.

Our vision for a bio-power network.
We do not aspire to convert all available lipid fats for use as a fuel at our site in North Wales. However, we do share with many others the mission to enable and facilitate the conversion of as much potential non-fossil fuel stock into usable renewable fuel as possible. It makes sense that this is achieved through many local small businesses each collecting materials from their local area, and converting into fuel or electricity to meet local needs. Our vision is to set up an association of bio-power makers throughout the UK.

Invest in us
To date we have not been able to get any form of grant or commercial support for our work in the development of sustainable bio-fuels. We are desperate to set up a commercial scale production plant and there are also many other similar local businesses seeking funding support to use our technique throughout the UK. If you want to support the development of this environmentally beneficial form of fuel, and help us to provide viable alternatives to petrochemical fuels then why not consider helping not just as a customer but an investor?

Quotes
We have received many very helpful comments from customers and supporters, some of which are published here, and also some very unhelpful and misleading comments made by people in prominent positions.

Links
The web only works if there are links on to other sites which cover similar or related subjects. I hope this is a comprehensive list of links to other sites about bio-diesel and other alternative non-fossil fuels. If you have a web site that you feel should be included here, then please let me know about it!

Download
This section contains files that you can down load directly into your word processor so you can edit and print of as many copies as you need. There are all the necessary forms to register with HMC&E to pay the tax on fat when used as a fuel, and also copy of the Hydrocarbon Oil Duties Act 1979.

Letters and correspondence
This section contains copies of important correspondence we have had with ministers, politicians, and departments. It shows the level of misinformation that goes around Westminster.

Bio-power (uk) and John Nicholson do not accept any responsibility for loss occasioned to any person acting or refraining from action in reliance on or as a result of the material included in or omitted from this web site, or its officers or trustees or employees or any other persons. © is held by John Nicholson 2002. All rights are reserved. No part of the information published on this web site may be reproduced or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, or stored in any retrieval system of any nature without prior written permission of the copyright holder except as expressly permitted by law.

Do not hesitate to contact me on 01286 830312 if you have any further questions,
or e-mail me at john-nicholson@ntlworld.com

John Nicholson



Adaptable 55 gallon Batch Processor



		Specs: -55 gallon batch size, 125 gallon total capacity, stainless steel tank -20 gpm magnetic drive Ryton centrifugal pump for mixing -PEX plumbed mixing circuit -Variable Catalyst/ Alcohol Injection rate capablity -35 element stainless steel static mixer -Closed loop hydronic recirculation heating system -Combination Closed loop mist washing and bubble washing systems - Water cooled alcohol condensor Future additions -PLC process control for automated operation -15 micron final filter/ water seperation system. -Glycerine post-processing system for alcohol recovery

	Special Thanks: This processor is to be used for educational and research purposes at Purdue University. I would like to thank the many members of the biodiesel discussion forum who helped with the design of this processor.

http://www.goatindustries.fsnet.co.uk/svoreport.htm

Investigation into bio-fuels derived from vegetable and animal oils suitable for road transport and their impact on the environment. (a report to be presented to the UK government in support of tax reductions for neat organic oils).

Background.

As oil and gas reserves gradually dwindle and global warming due to CO2 emissions becomes more obvious we are going to need to consider alternative fuels, especially where road transport is concerned. Electricity and heat generation can be more easily catered for by large, static power generation schemes such as wind farms and hydro power. We may well find that we will be dependent on liquid hydrocarbon fuel for many years to come. This is mostly due to the technical problems associated with compact, lightweight, fast moving vehicles that need to cover large distances with minimum interruption. Engines burning liquids and compressed gases conform to these criterion as their fuel tanks are relatively small and the calorific value of the fuels relatively large.

Much research has been done to investigate the use of organic oils as a road transport fuel and key environmental and mechanical factors have been clearly identified. The obvious carbon cycle related advantages of organic oils have been examined, although we should remember that animal oil production is much less important than plant oil in this respect. Animal oils should be considered as waste product from the meat industry rather than a 'primary' product. Vegetable oil bearing crops, on the other hand, can be grown specifically for fuel production and it is important that the negative aspects of these crops and their usage does not outweigh the positive effects on global warming. Effects on biodiversity, air pollution, water pollution, land usage, engine wear, engine reliability, energy usage in manufacture, stability of the fuel, bio-degradability have already been extensively researched by the academic institutions and we are at a point where these bio-fuels can be used in road going vehicles with minimal damage to the environment. There is also a large amount of waste vegetable oil that can be easily filtered and used directly as a fuel.

Straight vegetable oil (SVO) as a fuel can be compared with organic oil methyl esters (ME's) and there are many studies that have done this. The main points of contention seem to be that neat oil could produce more damage to engines and more harmful emissions than processed oil, but the reports seem to differ widely in their findings. Some say there are more harmful emissions than methyl ester and fossil diesel, some say there is less. There are many engine modifications that can be made to make SVO more acceptable, such as pre-heating the fuel or changing the ignition timing, but the greatest factor seems to be the actual mechanical and thermodynamic nature of the individual engines themselves. It would be thus sensible to assume that some vehicles are likely to be more suitable for SVO and others for ME's. In all cases it seems that, if SVO is to be used, it should be used in combination with another fuel of lower viscosity such as ME and the fuels should either be mixed together or the ME be used to cold start the vehicle and then switch over to SVO when the engine reaches optimum operational temperature.

SVO has many advantages over ME in terms of energy usage and pollution and fuel stability. ME requires additional processing other than that associated with refining the organic oil it is derived from. Many ME processes require chemicals such as methanol and sulphuric acid which are generally derived from non-renewable sources. The process itself requires energy to heat and mix the chemicals and large-scale industrial plant for cost effectiveness, there are also polluting byproducts in the refining stage¹such as large quantities of dirty water which are generally discarded rather than eliminated. The health and safety and environmental aspects of producing ME generally mean that it can only be produced in relatively few large plants, which has important social/economic considerations. There are additional transport costs in transporting the fuel from the fields to the factory, and then back to the end user and such centralized industry has adverse effects on local communities by taking the jobs and wealth out of the local area.

References

1.	Article Title	Investigation of the Refining Step of Biodiesel Production
	Author(s)	Karaosmanoglu, F. Cigizoglu, K. B. Tueter, M. Ertekin, S.
	Serial Title	ENERGY AND FUELS
	Unique Item Number	RN011377105 3747.513000
	Publisher	ACS AMERICAN CHEMICAL SOCIETY
	Year	1996	Vol./Issue/Part No.	VOL 10; NUMBER 4	Pagination	890-895

DTLR GUIDANCE ON ENVIRONMENTAL CRITERIA

Proposals for pilots should consider the total lifecycle environmental impact of the piloted fuel. The areas where we would like to receive information are set out below. Individual fuels may not provide benefits under each – indeed, some fuels might have a penalty in some areas. However, respondents should bear in mind that the most important criteria in terms of reducing the environmental impact of transport are air quality and climate change.

Information may not be available in all areas – indeed, one of the intentions of the pilots is to generate further information. Where detailed information is available, it should be set out. Where it is not, this should be highlighted.

Air quality: emissions of local pollutants

Improving local air quality is a key Government aim. The Air Quality Strategy for England, Scotland, Wales and Northern Ireland, published in January 2000, sets out health-based objectives for eight pollutants.

These are:

· benzene (C₆H₆)

· 1,3 butadiene (CH₂CHCHCH₂)

· carbon monoxide (CO)

· lead (Pb)

· nitrogen dioxide (NO₂)

· ozone (O₃)

· particulates (PM₁₀)

· sulphur dioxide (SO₂)

Our national modelling indicates that the objectives for most pollutants should be met by the target dates in the Strategy. This is not the case, however, in respect of PM₁₀, NO₂ and ozone.

Current forecasts suggest that the objectives for PM₁₀and NO₂ may not be met, particularly in urban areas. Road transport is responsible for a significant proportion of emissions of NO₂ and PM₁₀, and we are therefore particularly interested in the potential of various fuels to reduce these emissions. Respondents should also offer information, where possible, on emissions of ultra-fine particles associated with the fuel in question.

Ozone is a trans-boundary pollutant, affecting mainly southern England, and action is primarily being taken to reduce emissions of ozone precursors such as volatile organic compounds (VOCs) at a European level.

In addition to the Strategy pollutants, the Government is currently considering whether to set an objective for polycyclic aromatic hydrocarbons (PAHs). We would be interested in any information on emissions of PAHs, including benzo-a-pyrene. The European Commission is also likely to bring forward proposals for limit values for a number of heavy metals (nickel, cadmium, arsenic and mercury). We would be interested to receive any information on any additives the fuel may contain which may give rise to emissions of these or other heavy metals.

Such data, if available, should ideally be in the form of the results of independently verified emissions tests, at an identified test site. This need not be in the UK. However, if the fuel is compared with a standard fuel (e.g. diesel), the specification of that fuel should also be provided. The ideal comparators would be UK specification ultra-low sulphur diesel or ultra-low sulphur petrol. Advice on emissions testing protocols is available from DTLR – see the contact at the end of this paper.

Climate change: emissions of greenhouse gases

Under the Kyoto protocol, UK emissions of 6 greenhouse gases need to be 12.5 per cent lower in 2008-2012 than they were in 1990. These include:

· carbon dioxide (CO₂)

· methane (CH₄)

· nitrous oxide (N₂O)

· hydroflourocarbons (HFCs)

· perflourocarbons (PFCs)

· sulphur hexaflouride (SF₆)

The Government also has a domestic goal of reducing CO₂ emissions by 20 per cent below 1990 levels by 2010. Climate Change – The UK Programme, published in November 2000, set out the policies the Government was putting in place to meet the Kyoto agreement and move towards our domestic goal.

The combustion of most fuels is associated with emissions of CO₂. Different types of engine have a major effect on the efficiency of the combustion of the fuel and therefore CO₂ emissions. Different fuels contain different levels of carbon. The use of some fuels may also produce or release other greenhouse gases such as methane.

It is therefore important that we receive information about the likely greenhouse gas emissions associated with the pilot. This information should be provided on a lifecycle basis. It should include, where appropriate, information about emissions associated with the production, distribution and combustion of the fuel.

Other environmental impacts

As explained above, climate change and air quality are not the Government’s only environmental concerns. How the pilot addresses the following environmental concerns is also important.

· Waste and recycling - The Government is particularly keen to promote the use of recycled materials, and would welcome proposals for the use of waste-derived fuels - provided that, of course, they meet other environmental criteria.

· Noise – The bid should indicate whether the fuel offers the potential for any improvement in noise levels.

· Water quality - Would the pilot have the potential to increase water pollution (including groundwater pollution). Additionally, if appropriate, how biodegradable is the fuel?

· Biodiversity - Would there be any impact on biodiversity as a result of use of the fuel?

http://www.goatindustries.fsnet.co.uk/svoreport.htm

Vegetable oil based road fuels for diesel engines.

Vegetable oils can be used in diesel engines either in it's neat form, called straight vegetable oil (SVO), or in forms produced as a result of chemical reactions such as transesterification. There are a number of different recipes for producing shorter chain length chemical structures and these products are called bio-diesel or E-diesel or similar. There are many arguments for using each of these fuels in preference to the other and the following page argues in favor of SVO: http://www.goatindustries.fsnet.co.uk/svoreport.htm

Prototype bio-diesel plant photographs.

The photograph above shows a prototype bio-fuel production plant composed of, from right to left, a stainless steel methoxide mixer, a pump, a fuels mixer with internal paddle and a settlement/bubble-wash tank. In the transesterification reaction, methanol is firstly mixed with a small amount of caustic soda and then pumped into the fuel mixing tank where it is mixed with vegetable oil at approx. 55 degrees C. After about 2 hours the reactants are pumped into the tank with the conical bottom and one of the products, glycerin, is allowed to settle out to the bottom. The glycerin is drawn off from the bottom and the remaining liquid is washed by adding water and bubbling air from the bottom. One of the main problems with this process is 'what do you do with the dirty water?' It can be treated with acid to neutralize the Ph but there are still large amounts of water to be disposed of.

The photo above shows methyl ester, or 'bio-diesel' and glycerin produced from the transesterification of waste vegetable oil that can be collected from pubs and hotels. The sample shows two distinct layers, the glycerin and the methyl esters. To get clean, clear diesel the top layer must be washed with water by a process called bubble washing.

The photo on the left shows the top of the fuels mixer. The flywheel seen is powered by a domestic washing machine motor which itself drives a shaft mounted on two bearing blocks with a paddle on the end. A gas burner is used to pre-heat the oil. There are many safety issues to be aware of when producing fuel in this way. Methanol is extremely inflammable and methoxide extremely corrosive. Fire or explosions could be caused by sparks from the motor, static electricity from mixing methanol and localized pressure development in the pump.

Vegetable oil processing trailer

Goat industries is involved in the production and promotion of vegetable oil based fuels and our equipment is operated within the specially built trailer shown below and on the right. One of the main problems with dealing with vegetable oils was that it produced a lot of mess on the floor very quickly. The oil spills out of pipe connections every time they are undone and then spreads over the floor from being trodden in, producing a dangerous, slippery surface. We solved this problem by using an industrial type metal grid flooring set in five panels on large galvanized iron drip trays. The trays each have four drain holes with pipes attached below to collect oil and water.

The other side of the trailer, as seen above, is mostly open and makes it appropriate for demonstration purposes at agricultural shows etc.

Waste vegetable oil filtration

The photo below shows filtration equipment for producing SVO ready for the road. Waste oil from pubs and hotels can be heated in the blue oil drum to about 40 degrees C and then pumped into the conical filter on top of the green drum. 200 liters of oil may need a couple of clean filters to hand. They can be easily changed when clogged up and are held in place by the cord tied over the rim of the drum. The filtered oil can then be stored in smaller containers with sealable lids to keep air out. Oil can be stored for a long time in this way.


Groups

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Groups search result 4 for bio diesel

Diesel Fuel Filtration â€¢ Removes particles. Separates diesel fuel and water. Up to 2000 GPH. â€¢ www.cjc.dk/fuel_water_separator/	Sponsored Links
GlobEco Bio-Diesel â€¢ Now Available. Save money on diesel by paying less tax. â€¢ www.globeco.co.uk
Alternative Fuel Pricing â€¢ Current Pricing Index for Alt Fuels biodiesel CNG Elec B2 E85 L H Meth â€¢ www.energyinstitution.org

Search Result 4

From: Erik Meltzer (ermel@ermel.org)
Subject: Re: Diesel bug? Bio Diesel in Europe

View: Complete Thread (5 articles)

Original Format

Newsgroups: rec.autos.makers.vw.aircooled
Date: 2001-06-01 00:04:17 PST

Hi Volks!

Mike Fritz wrote:
> I think the point being made was one can use McDonalds oil. I'm sure it would
> have to be refined to some point. The news report on the local cement trucks
> using it said the exhaust smells like a McDonalds restaurant. The fuel in this
> case is bought from a station that sells biodiesel, they get it from some sort of
> plant, I forget though, no McDonalds.

Exactly.  Bio Diesel is not re-cycled frying oil.  It's cheaper
than regular Diesel in Europe because there's no tax on it,
and it isn't *way* cheaper because they couldn't make it as fast
as they could sell it if it were.  Thus, they always stay some
10 cents per liter under the price of Dino Diesel, and with the
continually rising tax on that, they presumably make obscene
amounts of money on it.  Works just like the real thing, but 
smells like french fries allright.

However, older Diesel engines do run on vegetable oil, the kind
you buy in the supermarket to pour into salads or fry eggs in.
That stuff is lots cheaper than Bio Diesel, but you'll notice
a power loss and a certain unwillingness to start up in the
mornings.  Several pals of mine drive that way.  It works.
(They drive old junkheaps, in case you wondered.  I sure wouldn't
use it in anything that said "TDI" on the decklid.)

The real nuts drive on re-cycled frying oil, filtered and heated
so as to flow.  That's virtually free fuel, but a lot of
modifications and refining machinery in the garage are needed
to pull this off.  I only read about these.

......

Airhowlingly yours,
   Erik.

Fossil Fuel Free

Links

On the effect of Global Warming and Climate Change

Sir John Houghton's scientific assessment of the effect of Global warming and climate Change, how it is caused,
and the likely outcome if the issue is not addressed. This in depth lecture is not for the feint hearted!

UK Survival in the 21st Century The Busby Report: A national plan for survival in the 21st Century
The sun has set on the 20th Century, when the “black gold” of oil provided the mobility for the creation
of a global community. This report considers the measures to be taken to ensure the survival of the United
Kingdom in a new century during which the world’s oil will run out.

Links to other sites about bio-fuels

Bio-power web based community join this community to keep in contact with
other bio fuel makers in UK - or better still just send us your name, full postal address,
e-mail, and telephone number and we will add you to the mailing list

The Vegiepower UK information board developed by Simon Wells

Ebony Solutions commercial maker of e-diesel in UK. Will deliver in 1,000 litre
palletised units.

The Maui Bulletin Board the largest resource used by bio-fuel makers, large and small

The Journey to forever a site full of information about better ways of doing things

Dieselveg a new compnay in Wolverhampton who can supply or fit conversion kits to enable
your vehicle to run on straight vegetable oil (we actually think it is much simpler to modify the fuel)

Biofuel Systems Ltd Ormskirk, Cheshire. Company that can provide ready made equipment
for the making of bio-diesel (RME), but some is useful for making MWVF as well

Yellow Bio-diesel this must be the best presented of all sites on making bio-diesel
designed by Emily Kolod. This shows just how a small scale bio-diesel production
unit can be set up and operated within a rural domestic situation.

Goat Industries A grand name for one remarkable person, Paddy Whetman, who started
to make bio-fuels and supply conversion kits to enable vehicles to run on SVO and WVO.

Terry de Winne's characteristically uncompromising campaign for simpler UK taxation of bio-fuels,
and his response to the Green fuel Challenge

The British Association of Bio Fuels and Oils (BABFO) what do they do?

The Veggie van project in USA the story of the veggievan

Biodiesel discussion board a USA based forum with some sections for UK

National Biodiesel Board fact sheet and information of all kinds

Steve Spence loads of information on all kinds of environmental and sustainability matters

World energy solutions pure and simple. Makers of envirodiesel in USA

Canadian Renewable Fuels Association

Neoteric Biofuels Inc. Canadian company that produces bio-diesel, and SVO kits

Danish Fuel makers

Fat of the Land process on the road film from USA and the recipe they used

TabyPressen Swedish commercial processor, and bulletin board

Bio-diesel Bulletin Board run by national Biodiesel Board in USA

Veg-Oil-Car.com Ian Tansley's site to promote the use of straight vegetable fat.

Veg-Oil-Car.com forum Discuss the advantages and disadvantages of runing your car
on vegetable oil. Site started by Ian Tansley in UK.

LINKS TO OTHER SITES about other alternative fuel sources :-

Ethanol Robert Warren's site explains how to make ethanol form organic materials
which is the bio-fuel for spark induced petrol engines.

Grease car .com A site that specialises on the use of SVO and conversions.
Interesting message board for dedicated grease anoraks.

Centre for Implosion Research They make and distribute the Bio-power range of fuel line heat exchangers,
But also create special flowforms that capture and release the healing and cleansing power of water.

LILI .Low Impact Living Initiative Community run courses on all aspects of
sustainable development, including the making of bio-fuels

Gwynedd21 a visionary impulse to facilitate the furtherance of sustainability by
co-operative direct action on a local basis

Point fusion news and information promoting sustainable transport initiatives,
but not much about bio-fuels, bio-diesel or the use of modified waste vegetable fats
as a sustainable fuel source.

Bio-diesel Filling Stations A list of places where you can buy bio-fuels in the UK
but there are other places that sell bio-power fuel direct to the customer

Return to the main bio-power index page

FUEL FROM FAST GROWING TREES (I.E. POPLAR)

BIODIESEL DISCUSSION FORUM

Biodiesel Discussion
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Biodiesel Equipment

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This is where you can ask questions about specific types of vehicles.

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Biodiesel Politics

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Acid Esterification

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Biodiesel Glossary
Deffinitions of biodiesel terms

Re: Lets build a glossary ! (Chris U)

bill

YOUR IDEAS for new BD web site, film & book
Joshua Tickell here. I'm redesigning the Veggie Van web site, shooting a biodiesel film and updating the book. But before I do anything, I want your help - I want you to think of the things that you want to see. Why? Because you are the people I consider most important to the biodiesel movement. So here's the place to brainstorm. Bring your thoughts, ideas, comments and suggestions. Please specify "web site", "book" or "film in your subject heading. Thank you!

Re: Next edition suggestions... (Dave UK)

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Biodiesel Links

From the Fryer to The Fuel Ta... (Phill Uk)

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Making Glycerine Soap
Discussion on making soap from glycerine

Re: What about methoxide? (HCR)

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