Chapter 1: Introduction

Biodiesel is one of the available alternative fuels in the market. It is

derived from biomass, which is one of the sources of renewable energy.

Coconut oil is one of the sources of biodiesel and of all the other sources, it

would be best in tropical countries such as here in the Philippines where

coconut tree is one the primary native crops.

The blending of coco-biodiesel in diesel fuel became mandatory when

the Biofuels Act of 2006 (also known as Republic Act 9367) was signed into

law by President Gloria Macapagal-Arroyo on January 2007. The said act

was initiated by Senator Mirriam Defensor-Santiago, who also authored and

sponsored the Biofuels Law. The said law requires bioethanol content of all

gasoline sold in the country to be increased to at least ten percent (10%) by

the fourth year of the law’s effectivity. On the other hand, diesel fuels sold in

the country will be required to have at least one percent (1%) blend of biofuel

upon the effectivity of the law, which will be later increased up to two percent

(2%) after the second year.

1.1 OBJECTIVES

This thesis aims to provide the readers with a better understanding of

one of the latest innovations in the fuel industry, which is the development of

coco-biodiesel. It intends to inform people with the current issues regarding

1
the improvements of coco-biodiesel in and outside the country. It is also

written to promote environmental concerns such as global warming and

health issues such as the increasing cases of respiratory diseases worldwide.

This paper illustrates the advantageous effects of coco-biodiesel in engine

performance of diesel vehicles. Finally, it presents the impact of the usage of

coco-biodiesel in the Philippine economy.

1.2 PROBLEM STATEMENT

The study of coco-biodiesel fuel is very timely because of arising

problems such as the rising cost of fuel in the market, global warming

phenomenon, and health problems such as respiratory diseases caused by

the harmful byproducts of burning petroleum-based fuels. The Philippines

spends about 280 billion pesos on oil importation. If at least one percent (1%)

blend of coco-biodiesel will be added, diesel consumption will be reduced by

540 million liters per year. Another problem concerning the use of diesel is

the deteriorating effects of the increased amount of Greenhouse Gases in the

atmosphere. This is due to the high emission of carbon dioxide coming from

incomplete combustion of diesel fuel in vehicles. Last of all, the emission of

pollutants such as nitrogen oxide caused also by incomplete combustion of

diesel fuel is one of the leading contributors of smog and can trigger serious

respiratory problems.

2
1.3 SCOPE AND LIMITATION OF THE STUDY

This study will use data and will compare theories gathered from

different sources (in and outside the Philippines), but will only consider the

biodiesel economics within the country. This paper is basically a combination

of different studies about biodiesel done to help the readers become aware of

this present issue in a readily compiled paper. No new experiments have

been conducted to prove any theory or hypothesis regarding the said topic.

1.4 DEFINITION OF TERMS

1. Alcohol is any organic compound in which a hydroxyl group (-OH) is

bound to a carbon atom of an alkyl or substituted alkyl group.

2. Aromaticity is a chemical property in which a conjugated ring of

unsaturated bonds, lone pairs,

or empty orbitals exhibit a

stabilization stronger than

would be expected by the Figure 1

Molecular Structure of Aromatics

stabilization of conjugation alone. It can also be considered a

manifestation of cyclic delocalization and of resonance

3. Biodiesel refers to a diesel-equivalent, processed fuel derived from

biological sources (such as vegetable oils), which can be used in

unmodified diesel-engined vehicles. It is thus distinguished from the

straight vegetable oils (SVO) or waste vegetable oils (WVO) used as

fuels in some modified diesel vehicles.

3
4. Bleaching is something is to remove or lighten its colour, sometimes

as a preliminary step in the process of dyeing; a bleach is a chemical

that produces these effects, often via oxidation.

5. Catalysis is the acceleration (increase in rate) of a chemical reaction

by means of a substance, called a catalyst, that is itself not consumed

by the overall reaction.

6. Cetane number or CN is a measure of the combustion quality of

diesel fuel via the compression ignition process. Cetane number is a

significant expression of diesel fuel quality among a number of other

measurements that determine overall diesel fuel quality. Cetane

number is actually a measure of a fuel's ignition delay; the time period

between the start of injection and start of combustion (ignition) of the

fuel.

7. Diesel or diesel fuel is a specific fractional distillate of fuel oil (mostly

petroleum) that is used as fuel in a diesel engine invented by German

engineer Rudolf Diesel. The term typically refers to fuel that has been

processed from petroleum, but increasingly, alternatives such as

biodiesel or biomass to liquid (BTL) or gas to liquid (GTL) diesel that

are not derived from petroleum are being developed and adopted.

8. Distillation is a method of separating chemical substances based on

differences in their volatilities. Distillation usually forms part of a larger

chemical process, and is thus referred to as a unit operation.

9. Esters are organic compounds in which an

organic group (symbolized by R' in this article)

replaces a hydrogen atom (or more than one) in

Figure 2
Molecular Structure of Ester

4
 a hydroxyl group. An oxygen acid is an acid whose molecule has an

-OH group from which the hydrogen (H) can dissociate as an H+ ion.

10. Flash point of a flammable liquid is the lowest temperature at which it

can form an ignitable mixture in air. At this temperature the vapor may

cease to burn when the source of ignition is removed. A slightly higher

temperature, the fire point, is defined as the temperature at which the

vapor continues to burn after being ignited.

11. Glycerol, also well known as glycerin and glycerine, and less

commonly as propane-1,2,3-triol, 1,2,3-propanetriol, 1,2,3-

trihydroxypropane, glyceritol, and glycyl alcohol is a colorless,

odorless, hygroscopic, and sweet-tasting viscous liquid. Glycerol is a

sugar alcohol and has three hydrophilic alcoholic hydroxyl groups

(OH-) that are responsible for its solubility in water. Glycerol has a

wide range of applications. Glycerol has a prochiral spatial

arrangement of atoms.

12. Methanol, also known as methyl alcohol, carbinol, wood alcohol or

wood spirits, is a chemical compound with chemical formula CH3OH.

It is the simplest alcohol, and is a light, volatile, colourless, flammable,

poisonous liquid with a distinctive odor that is somewhat milder and

sweeter than ethanol (ethyl alcohol). It is used as an antifreeze,

solvent, fuel, and as a denaturant for ethyl alcohol.

13. Particulate matter (PM), aerosols or fine particles, are tiny particles of

solid or liquid suspended in a gas. They range in size from less than

10 nanometres to more than 100 micrometres in diameter. The

notation PM10 is used to describe particles of 10 micrometres or less;

5
 other numeric values may also be used. This range of sizes represent

scales from a gathering of a few molecules to the size where the

particles no longer can be carried by the gas. Sources of particulate

matter can be anthropogenic or natural.

14. Titration is a common laboratory method of quantitative/chemical

analysis which can be used to determine the concentration of a known

reactant. Because volume measurements play a key role in titration, it

is also known as volumetric analysis. A reagent, called the titrant, of

known concentration (a standard solution) and volume is used to react

with a measured quantity of reactant (Analyte). Using a calibrated

burette to add the titrant, it is possible to determine the exact amount

that has been consumed when the endpoint is reached. The endpoint

is the point at which the titration is stopped.

15. Transesterification is the process of exchanging the alkoxy group of

an ester compound by another alcohol. These reactions are often

catalyzed by the addition of an acid or base.

Figure 3
Molecular Formula Showing the Chemical Reaction of Transesterification

16. Vegetable fats and oils are substances derived from plants that are

composed of triglycerides. Nominally, oils are liquid at room

temperature, and fats are solid; a dense brittle fat is called a wax.

6
 Although many different parts of plants may yield oil, in actual

commercial practice oil is extracted primarily from the seeds of oilseed

plants.

17. Viscosity is a measure of the resistance of a fluid to deform under

shear stress. It is commonly perceived as "thickness", or resistance to

flow. Viscosity describes a fluid's internal resistance to flow and may

be thought of as a measure of fluid friction.

7
Chapter 2: Review of Literature

In relation to the problem statement whereas, the rising cost of diesel

fuels in the world market, the negative result of greenhouse gasses

emissions in the environment and the bad effects to our health - this paper

provide information with better understanding of what biodiesel is, the

process of how it is produces as well as the equipments used; the public

policy currently approved; the importance of using biodiesel as an alternative;

the advantage and disadvantages of using biodiesel, the economic benefits

and the up-to-date information about coco-methyl-esters (CME) as a primary

source of biodiesel in the Philippine market.

2.1 INTRODUCTION

By 2030, the world’s population is expected to reach 8 billion

(Newsweek, dec. 06-07) and as the population grows, more energy is

required to produce the basic needs of people. An energy that is more

practical to use in the same way that it is safer, renewable, available and of

course - affordable. Biodiesel is one of the candidates of this needed energy

because of its abundance and potential source in the country. Biodiesel is a

clean-burning diesel replacement fuel that can be used in compression-

ignition (CI) engines, and which is manufactured from the following

renewable, non-petroleum-based sources:

8
• Virgin vegetable oils such as soy, mustard, canola, rapeseed and palm oils;

• Animal fats such as poultry offal, tallow, and fish oils; and

• Used cooking oils and trap grease from restaurants.

Biodiesel is produced in pure form (100% biodiesel or B100), but is

usually blended with petrodiesel at low levels, between 2% (B2) to 20% (B20)

in the U.S., but at higher levels in other parts of the world, particularly in

Europe, where higher-level blends up to B100 are used. Blends of biodiesel

higher than B5 require special handling and fuel management as well as

vehicle equipment modifications such as the use of heaters and changing

seals/gaskets that come in contact with fuel, according to the National

Renewable Energy Laboratory (NREL). The level of care needed depends on

the engine and vehicle manufacturer.

Biodiesel is generally made when fats and oils are chemically reacted

with an alcohol, typically methanol, and a catalyst, typically sodium or

potassium hydroxide (i.e., lye), to produce an ester, or biodiesel.

2.2 HISTORICAL BACKGROUND

Rudolf Diesel, the inventor of the first compression-ignition (CI)

engine, once said that "the use of vegetable oils for engine fuels may seem

insignificant today but such oils may become, in the course of time, as

important as petroleum and the coal-tar products of the present time." He

was indeed right because nowadays biodiesel is one of the greatest

alternative sources of renewable fuel. The discovery of transesterification of

9
vegetable oil in 1853 by scientists E. Duffy and J. Patrick gave way to the

invention of biodiesel fuel.

Rudolf Diesel's prime model, a single 10 ft (3 m) iron cylinder with a

flywheel at its base, ran on its own power for the first time in Augsburg,

Germany on August 10, 1893. In remembrance of this event, August 10 has

been declared "International Biodiesel Day". This engine stood as an

example of Diesel's vision because it was powered by peanut oil — a biofuel,

though not biodiesel, since it was not transesterified. He believed that the

utilization of biomass fuel was the real future of his engine.

In 1979, more than a century later after the discovery of the first

transesterification of vegetable oil, South Africa initiated the use of trans-

esterified sunflower oil, and refined it to diesel fuel standards, By 1983 the

process for producing fuel-quality, engine-tested biodiesel was completed

and published internationally. An Austrian company, Gaskoks, obtained the

technology from the South African Agricultural Engineers; the company

erected the first biodiesel pilot plant in November 1987, and the first

industrial-scale plant in April 1989 (with a capacity of 30,000 tons of rapeseed

per annum).

Throughout the 1990s, plants were opened in many European

countries, including the Czech Republic, Germany and Sweden. France

launched local production of biodiesel fuel (referred to as diester) from

rapeseed oil, which is mixed into regular diesel fuel at a level of 5%, and into

the diesel fuel used by some captive fleets (e.g. public transportation) at a

level of 30%. During the same period, nations in other parts of world also saw

10
local production of biodiesel starting up: by 1998 the Austrian Biofuels

Institute had identified 21 countries with commercial biodiesel projects.

In September of 2005 Minnesota became the first U.S. state to

mandate that all diesel fuel sold in the state contain part biodiesel, requiring a

content of at least 2% biodiesel. In Asia, Chemrez Technologies Inc. is the

the biggest and most modern biodiesel facility, which started its operation on

May 2006. This biodiesel plant is actually located here in the Philippines,

which in fact manufactures coco-biodiesel in particular. Chemrez

Technolologies Inc. produces 60, 000 metric tons of Bio-Active (the brand

name of their coco-biodiesel) premium biodiesel per annum.

2.3 BASIC PRODUCTION PROCESS

Biodiesel is generally made when fats and oils are chemically reacted

with an alcohol, typically methanol, and a catalyst, typically sodium or

potassium hydroxide (i.e., lye), to produce an ester, or biodiesel. The

approximate percentage proportions of the reaction are as follows in the table

below:

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 Table 1
Biodiesel Production Input and Output Levels

Pr ocess Input Le vels Pr ocess Output Le vels

Volume Volume
Input Output
Percentage Percentage
Oil of Fat 87% Ester 86%
Alcohol 12% Alcohol 4%
Fertilizer 1%
Catalyst 1%
Glycerin 9%
Source: National Biodiesel Board

This process is generally known as transesterification, which is the

reaction of a lipid with an alcohol to form esters and byproduct, glycerol. This

includes the following processes:

• Base-catalyzed transesterification of the oil with methanol.

• Direct acid-catalyzed esterification of the oil with methanol.

• Conversion of the oil to fatty acids, and then to alkyl esters with acid

catalysis.

Most of the biodiesel produced today is done with the base catalyzed

reaction for several reasons:

• It is low temperature and pressure

• It yields high conversion (98%) with minimal side reactions and

reaction time

• It is a direct conversion to biodiesel with no intermediate compounds.

• No exotic materials of construction are needed.

The chemical reaction for base catalyzed biodiesel production is

depicted below. One hundred pounds of fat or oil (such as soybean oil) are

reacted with 10 pounds of a short chain alcohol in the presence of a catalyst

12
to produce 10 pounds of glycerin and 100 pounds of biodiesel. The short

chain alcohol, signified by ROH (usually methanol, but sometimes ethanol) is

charged in excess to assist in quick conversion. The catalyst is usually

sodium or potassium hydroxide that has already been mixed with the

methanol. R', R'', and R''' indicate the fatty acid chains associated with the oil

or fat which are largely palmitic, stearic, oleic, and linoleic acids for naturally

occurring oils and fats.

The Biodiesel Reaction:

Figure 4
The Biodiesel Reaction

The National Biodiesel Board does not get involved with commercial

biodiesel production or the design and construction of biodiesel facilities, but

we have provided an example of a simple production flow chart along with a

short explanation of the steps involved to acquaint the reader with the

general production process.

13
The Biodiesel Production Process:

Figure 5
Schematic Diagram of Biodiesel Production Process

The base catalyzed production of biodiesel generally occurs using the

following steps:

2.3.1 Mixing of alcohol and catalyst. The catalyst is typically sodium

hydroxide (caustic soda) or potassium hydroxide (potash). It is dissolved in

the alcohol using a standard agitator or mixer.

2.3.2 Reaction. The alcohol/catalyst mix is then charged into a closed

reaction vessel and the oil or fat is added. The system from here on is totally

closed to the atmosphere to prevent the loss of alcohol. The reaction mix is

kept just above the boiling point of the alcohol (around 160 °F) to speed up

the reaction and the reaction takes place. Recommended reaction time varies

from 1 to 8 hours, and some systems recommend the reaction take place at

14
room temperature. Excess alcohol is normally used to ensure total

conversion of the fat or oil to its esters. Care must be taken to monitor the

amount of water and free fatty acids in the incoming oil or fat. If the free

fatty acid level or water level is too high it may cause problems with soap

formation and the separation of the glycerin by-product downstream.

2.3.3 Separation. Once the reaction is complete, two major products exist:

glycerin and biodiesel. Each has a substantial amount of the excess

methanol that was used in the reaction. The reacted mixture is sometimes

neutralized at this step if needed. The glycerin phase is much more dense

than biodiesel phase and the two can be gravity separated with glycerin

simply drawn off the bottom of the settling vessel. In some cases, a

centrifuge is used to separate the two materials faster.

2.3.4 Alcohol Removal. Once the glycerin and biodiesel phases have been

separated, the excess alcohol in each phase is removed with a flash

evaporation process or by distillation. In others systems, the alcohol is

removed and the mixture neutralized before the glycerin and esters have

been separated. In either case, the alcohol is recovered using distillation

equipment and is re-used. Care must be taken to ensure no water

accumulates in the recovered alcohol stream.

2.3.5 Glycerin Neutralization. The glycerin by-product contains unused

catalyst and soaps that are neutralized with an acid and sent to storage as

crude glycerin. In some cases the salt formed during this phase is recovered

15
for use as fertilizer. In most cases the salt is left in the glycerin. Water and

alcohol are removed to produce 80-88% pure glycerin that is ready to be sold

as crude glycerin. In more sophisticated operations, the glycerin is distilled to

99% or higher purity and sold into the cosmetic and pharmaceutical markets.

2.3.6 Methyl Ester Wash. Once separated from the glycerin, the biodiesel is

sometimes purified by washing gently with warm water to remove residual

catalyst or soaps, dried, and sent to storage. In some processes this step is

unnecessary. This is normally the end of the production process resulting in a

clear amber-yellow liquid with a viscosity similar to petrodiesel. In some

systems the biodiesel is distilled in an additional step to remove small

amounts of color bodies to produce a colorless biodiesel.

2.3.7 Product Quality and Registration. Prior to use as a commercial fuel,

the finished biodiesel must be analyzed using sophisticated analytical

equipment to ensure it meets ASTM specifications. Additionally, all biodiesel

produced must be registered with the Unites States Environmental Protection

Agency

under 40 CFR Part 79. The most important aspects of biodiesel production to

ensure trouble free operation in diesel engines are:

• Complete Reaction

• Removal of Glycerin

• Removal of Catalyst

• Removal of Alcohol

• Absence of Free Fatty Acids

16
These parameters are all specified through the biodiesel standard, ASTM D

6751. The NBB has also recently formed the National Biodiesel Accreditation

Commission that has put into place an accreditation program for companies

selling biodiesel and biodiesel blends.

However, Biodiesel cannot be used as raw or refined vegetable oils

that are unprocessed and should not be used as biodiesel fuel. According to

the National Renewable Energy Laboratory (NREL), raw or unrefined

vegetable oils and greases used in CI engines at levels as low as 10% can

cause problems including long-term engine deposits, ring sticking, lube oil

gelling, which can reduce the engine’s useful life. These problems generally

stem from these oils’ greater thickness, or viscosity, compared to that of

typical diesel fuels for which the engines were designed. These problems are

avoided through the refinement of these oils in the biodiesel production

process.

2.4 QUALITY SPECIFICATION FOR BIODIESEL

Further specifications for biodiesel are implemented throughout U.S by

the American Society of Testing and Materials (ASTM). ASTM D6751 is the

given specification name for Biodiesel in U.S. This comprised of fatty acids

derived from vegetable oils and animal fats. Thus, if these components is raw

and has not been processed, it will not meet the specification for biodiesel. It

is important to remember that the ASTM Specification for Biodiesel is blended

into petrodiesel and is not meant to be as B100 as stand alone fuel.

17
 Meanwhile in European countries, EN 14214 is the given specification

for biodiesel. In contrast to the ASTM D 6751, B100 could be used unblended

in a diesel engine or blended with diesel fuel to produce a blend in

accordance to the EN 590 (European diesel fuel specification). This consider

up to only 5% blending of biodiesel fuel to diesel fuel as standard diesel fuel

specification.

2.5 APPLICATIONS

Biodiesel can be used in pure form (B100) or may be blended with

petroleum diesel at any concentration in most modern diesel engines. It has

higher lubricity index compared to petrodiesel is an advantage and can

contribute to longer fuel injector life. However, biodiesel is a better solvent

than petrodiesel, and has been known to break down deposits of residue in

the fuel lines of vehicles that have previously been run on petrodiesel. As a

result, fuel filters and injectors may become clogged with particulates if a

quick transition to pure biodiesel is made, as biodiesel “cleans” the engine in

the process. It is, therefore, recommended to change the fuel filter within 600-

800 miles after first switching to a biodiesel blend.

18
 Pure unblended biodiesel can be poured straight into the tank of any

diesel vehicle. As with normal diesel, low-temperature biodiesel is sold during

winter months to prevent viscosity problems. Some older diesel engines still

have natural rubber parts which will be affected by biodiesel, but in practice

these rubber parts should have been replaced long ago. Biodiesel is used by

millions of car owners in Europe (particularly Germany).

Research sponsored by petroleum producers has found petroleum

diesel to be better for car engines than biodiesel. This has been disputed by

independent bodies, including for example the Volkswagen environmental

awareness division, who note that biodiesel reduces engine wear. Biodiesel

has also been noted to be linked to premature injection pump failures. While

many vehicles have been using biodiesel for many years without ill effect, the

correlation between several cases of pump failure and biodiesel cannot be

dismissed. Pure biodiesel produced 'at home' is in use by thousands of

drivers who have not experienced failure, however. The fact remains that

biodiesel has been widely available at gas stations for less than a decade,

and will hence carry more risk than older fuels. Biodiesel sold publicly is held

to high standards set by national standards bodies.).

19
2.6 HEALTH EFFECTS

Results of the health effects testing concluded that biodiesel is non-

toxic and biodegradable, posing no threat to human health. Also among the

findings of biodiesel emissions compared to petroleum diesel emissions in

this testing:

• The ozone (smog) forming potential of hydrocarbon exhaust emissions

from biodiesel is 50% less.

• The exhaust emissions of carbon monoxide (a poisonous gas and a

contributing factor in the localized formation of smog and ozone) from

biodiesel are 50% lower.

• The exhaust emissions of particulate matter (recognized as a

contributing factor in respiratory disease) from biodiesel are 30%

lower.

• The exhaust emissions of sulfur oxides and sulfates (major

components of acid rain) from biodiesel are completely eliminated.

• The exhaust emissions of hydrocarbons (a contributing factor in the

localized formation of smog and ozone) are 95% lower.

• The exhaust emissions of aromatic compounds known as PAH and

NPAH compounds (suspected of causing cancer) are substantially

reduced for biodiesel compared to diesel. Most PAH compounds were

reduced by 75% to 85%. All NPAH compounds were reduced by at

least 90%.

20
2.7 LIFE CYCLE SUMMARY

In May of 1998, the US Department of Energy (DOE) and US

Department of Agriculture (USDA) published the results of the Biodiesel

Lifecycle Inventory Study. It compared findings for a comprehensive "cradle

to grave" inventory of materials used; energy resources consumed; and air,

water and solid waste emissions generated by petroleum diesel fuels and

biodiesel in order to compare the total "lifecycle" costs and benefits of each of

the fuels. This 3.5-year study followed US Environmental Protection Agency

(EPA) and private industry approved protocols for conducting this type of

research. In evaluating the results of the Lifecycle Inventory Study several

caveats need to be noted. First, the study was not designed to present

conclusions on the appropriate policies to promote the use of biodiesel.

Instead, the study was designed to provide policy makers with comparative

information that they could use to formulate appropriate policies regarding

biodiesel. Second, the study does not provide any economic comparisons or

valuations based on current market prices for the two fuels. Third, the study

generally assumes that the comparative lifecycle benefits or costs of

biodiesel and diesel fuel are proportional when biodiesel and diesel fuel are

blended into one fuel, as in the popular 20% biodiesel/80% diesel blend

known as B20.

With these caveats in mind, the major findings of the study are:

• The total energy efficiency ratio (ie. total fuel energy/total energy used

in production, manufacture, transportation, and distribution) for diesel

fuel and biodiesel are 83.28% for diesel vs 80.55% for biodiesel. The

21
 report notes: "Biodiesel and petroleum diesel have very similar energy

efficiencies."

• The total fossil energy efficiency ratio (ie. total fuel energy/total fossil

energy used in production, manufacture, transportation, and

distribution) for diesel fuel and biodiesel shows that biodiesel is four

times as efficient as diesel fuel in utilizing fossil energy – 3.215 for

biodiesel vs 0.8337% for diesel. The study notes: "In terms of effective

use of fossil energy resources, biodiesel yields around 3.2 units of fuel

product for every unit of fossil energy consumed in the lifecycle. By

contrast, petroleum diesel's life cycle yields only 0.83 units of fuel

product per unit of fossil energy consumed. Such measures confirm

the 'renewable' nature of biodiesel.

• In urban bus engines, biodiesel and B20 exhibit similar fuel economy

to diesel fuel, based on a comparison of the volumetric energy density

of the two fuels. The study explains, "Generally fuel consumption is

proportional to the volumetric energy density of the fuel based on

lower or net heating value. Diesel contains about 131,295 Btu/gal

while biodiesel contains approximately 117,093 Btu/gal. The ratio is

0.892. If biodiesel has no impact on engine efficiency, volumetric fuel

economy would be approximately 1 0% lower for biodiesel compared

to petroleum diesel.

• The overall lifecycle emissions of carbon dioxide (a major greenhouse

gas) from biodiesel are 78% lower than the overall carbon dioxide

emissions from petroleum diesel. "The reduction is a direct result of

carbon recycling in soybean plants," notes the study.

22
• The overall lifecycle emissions of carbon monoxide ( a poisonous gas

and a contributing factor in the localized formation of smog and ozone)

from biodiesel are 35% lower than overall carbon monoxide emissions

from diesel. Biodiesel also reduces bus tailpipe emissions of carbon

monoxide by 46%.

• The overall lifecycle emissions of particulate matter (recognized as a

contributing factor in respiratory disease) from biodiesel are 32% lower

than overall particulate matter emissions from diesel. Bus tailpipe

emissions of PM10 are 68% lower for biodiesel compared to

petroleum diesel. The study notes, 'PM10 emitted from mobile sources

is a major EPA target because of its role in respiratory disease. Urban

areas represent the greatest risk in terms of numbers of people

exposed and level of PM 1 0 present. Use of biodiesel in urban buses

is potentially a viable option for controlling both life cycle emissions of

total particulate matter and tailpipe emission of PM1 O." The study

also finds that biodiesel reduces the total amount of particulate matter

soot in bus tailpipe exhaust by 83.6%. Soot is the heavy black smoke

portion of the exhaust that is essentially 100% carbon that forms as a

result of pyrolysis reactions during fuel combustion.

• The overall lifecycle emissions of sulfur oxides (major components of

acid rain) from biodiesel are 8% lower than overall sulfur oxides

emissions from diesel. Biodiesel completely eliminates emissions of

sulfur oxides from bus tailpipe emissions. The study notes, "Biodiesel

can eliminate sulfur oxides emissions because it is sulfur-free."

23
• The overall lifecycle emissions of methane (one of the most potent

greenhouse gases) from biodiesel are almost 3.0% lower than overall

methane emissions from diesel. The study notes, "Though the

reductions achieved with biodiesel are small, they could be significant

when estimated on the basis of its 'CO2 equivalent'-warming

potential."

• The overall lifecycle emissions of nitrogen oxides (a contributing factor

in the localized formation of smog and ozone) from biodiesel are 13%

greater than overall nitrogen oxide emissions from diesel. An urban

bus that runs on biodiesel has tailpipe emissions that are only 8.89%

higher than a bus operated on petroleum diesel. The study also notes:

"Smaller changes in NOx emissions for BIOO and B20 have been

observed in current research programs on new model engines but it is

still to early to predict whether all or just a few future engines will

display this characteristic." and "... solutions are potentially achievable

that meet tougher future (vehicle) standards for NOx without sacrificing

the other benefits of this fuel."

• The bus tailpipe emissions of hydrocarbons (a contributing factor in

the localized formation of smog and ozone) are 37% lower for

biodiesel than diesel fuel. However, the overall lifecycle emissions of

hydrocarbons from biodiesel are 35% greater than overall hydrocarbon

emissions from diesel. The study notes, 'In understanding the

implications of higher lifecycle emissions, it is important to remember

that emissions of hydrocarbons, as with all of the air pollutants

discussed, have localized effects. In other words it makes a difference

24
 where these emissions occur. The fact that biodiesel's hydrocarbon

emissions at the tailpipe are lower may mean that the biodiesel life

cycle has beneficial effects on urban area pollution." The study also

cautions about drawing hard conclusions related to the total life cycle

emissions of hydrocarbons from sources other than the engine tailpipe

• The overall lifecycle production of wastewater from biodiesel is 79.0%

lower than overall production of wastewater from diesel. The study

notes, 'Petroleum diesel generates roughly five times as much

wastewater flow as biodiesel.' The overall lifecycle production of

hazardous solid wastes from biodiesel is 96% lower than overall

production of hazardous solid wastes from diesel. However, the overall

life cycle production of non-hazardous solid wastes from biodiesel is

twice as great as the production of non-hazardous solid wastes from

diesel. The study notes: "Given the more severe impact of hazardous

versus non-hazardous waste disposal, this is a reasonable trade-off."

2.8 CURRENT ISSUES

In our County, Philippines, Chemrez Technologies Inc. was the only

operational continuous biodiesel plant using the coco-methyl-ester and

started at June 2006 with a capacity of 60, 000 metric tons of Bio-Active

premium biodiesel per annum. Flying V Plant group starts commercial

operation in Coronan, Davao of Biodiesel plant considering the much

availability of Coconut plantation allotted in the area.

25
 The Biofuel Act of 2006 is the most current issue in the country. This act is

signed into law by President Gloria Macapagal Arroyo mandating the mixing

of biofuels (at least 10% of bioethanol content for all gasoline). It is expected

to save the country 28 billion pesos to 35 billion pesos worth of oil imports

annually and will help develop cleaner source of energy and look for

alternative sources of power to reduce dependence to imported oil. The

Biofuel law states that at least 1% to 2% blend on diesel fuel will be required

within two years of its affectivity and it mandated vehicle owners to use

1%coco-methyl-ester for diesel engine and 5% bioethanol for gas engines.

(Manila Bulletin, Jan. 18, 2007, p. B2)

26
Cha pter 3: A

Methodolog y
Comprehensiv
e Analysis of
Coco-Biodiesel
Fuel

Situation outside Quantitative Data

the Philippines Processing

Data Gathering Plant

Visit Data Analysis

Situation inside
the Philippines
Qualitative Revision of
Process

Phase 1 Phase 2 Phase 3

CONCEPTUAL FRAMEWORK

27
 Air pollution is a major problem that is occurring worldwide. Severe air

pollution can cause Global Warming. If global warming occurs and becomes

serious, many third world countries will suffer. The rising occurrence of

illnesses because of pollution has inspired the group to come up with the idea

of having a comprehensive analysis regarding alternative fuels that would

help reduce or even control the pollution caused by normal fossil fuels. The

rising cost of fuel in our country and worldwide is very alarming, the supply of

fossil fuels are by far depleting.

In the Philippines, many people specifically the children die because of

low air quality. One company in the Philippines, known as Chemrez

Technologies Inc. had developed an alternative fuel or fuel additive that can

help reduce or control the rising incidents because of air pollution. This

product is more commonly known as BioActiv™. BioActiv™ is now available

in the Philippine market. This product is derived from coconut oil. It is

completely biodegradable and contains no toxic or harmful elements. This

alternative fuel is safer than normal fossil fuel. Like diesel fuel, it has a high

flash point (higher that diesel). Which means is it safe to handle and will not

easily ignite.

This alternative fuel is environmental friendly, unlike fossil fuels, when

this fuel spills out into the sea, it will not harm all the living species compared

to the damage that oil spillage of fossil fuels which leads to long term

cleaning process. This product also improves engine performance. It does

thorough cleaning inside the engine and inside the engine and fuel tank.
 The group went to the company Chemrez Technologies Inc. located at

65 Industria Street Bagumbayan, Quezon City 1110 Metro Manila,

Philippines. on the 12th of February 2007 and got the rare opportunity to visit

their plant where coco biodiesel “bioactive” is being mass produced, the

group was assisted by Engr. Alfredo Urlanda Jr., who showed the group

some presentations, and lectured us about the problems regarding the rising

cost of fuel and low air quality in our country. By using BioActiv™, consumers

could help resolve these said problems. The group obtained theoretical and

actual data from Chemrez. The plant inspection trip done by the group on

Chemrez was successful and all the data that was obtained had helped the

group acquire more knowledge about the comprehensive analysis of coco-

biodiesel.

The group also obtained data from various sources such as the internet,

magazines and news articles. After gathering all the actual necessary

information needed to sustain the group’s existing theoretical ideas, proper

precaution is done by the group in order to prevent ideal conflicts between

actual and theoretical principles.

In accordance with that, the group must review all necessary facts that

might cause inconsistency in the process of doing this research work. If a

minor or major cause of inconsistency in the research develops, the group

must re-evaluate all the details and find out what is the cause of this problem.

29
Chapter 4: Results and Discussion

4.1 Economic Benefits

Actual road trials and dynamometer tests show up to a 25% gain in

vehicle mileage with a blend of as little as 1%. As the pump price of diesel

goes up, the gross savings generated with the use of BioActiv™ (a brand

name of a coco-biodiesel) also increases. In addition, extra power, less

service downtime, reduced engine wear equate to even more savings. Actual

savings are illustrated on the table below:

GROSS SAVINGS PER FULL TANK (50 liters)

P 30 / P 32 / P 34 / P 36 /
Diesel Pump Price P 38 / liter
liter liter liter liter
5% P 75.00 P 80.00 P 85.00 P 90.00 P 95.00
10% 150.00 160.00 170.00 180.00 190.00
Mileage
15% 225.00 240.00 255.00 270.00 285.00
Gain
20% 300.00 320.00 340.00 360.00 380.00
25% 375.00 400.00 425.00 450.00 475.00
The table below is taken from the brochure of Chemrez Technologies Inc.

Table 2
Economics of 1% BioActiv™ into Diesel

4.2 Environmental and Health Benefits

The use of coco-biodiesel will help preserve our environment.

BioActiv™ is completely biodegradable and contains no toxic or harmful

elements. It is non-flammable, safe to handle, and poses no danger to the

environment. Best of all, it is made from a renewable resource that is

abundant. It will also improve the air that we breathe. Air pollution is a serious

problem worldwide and the rising incidence of pollution-related illnesses has

become a serious concern. Extensive field and laboratory tests prove that

30
BioActiv™ dramatically reduces smoke emissions through complete

combustion. With the elimination of air pollution caused by smoke, a cleaner

air will result in better respiratory conditions of people.

4.3 Engine Benefits

BioActiv™ is a premium fuel enhancer. It contains oxygen for

clean burning; solvency for engine cleaning; and high lubricity to reduce

friction and wear in fuel systems. Its high cetane number boosts engine

acceleration to the satisfaction of motorists. The table below summarizes the

benefits of using biodiesel compared to regular diesel:

Diesel Parameter BioActiv Benefits

51 Cetane Number 70 Better ignition / god
acceleration
49ºC Flash Point 114ºC Safer to handle and
store
0.05% Sulfur Content 0% No sulfur oxide
emission
0% Oxygen Content 11% Complete
combustion, less
smoke
3 – 4 cst Kinematic 2 – 3 cst Better atomization
Viscosity
3,800 gms Lubricity > 7,000 gms Enhances efficiency
(BOCLE) of fuel pump
360ºC T90 Temperature 313ºC Better volatility range
The table below is taken from the brochure of Chemrez Technologies Inc.
Table 3
Comparing Diesel and BioActiv™

4.4 General Advantages

• National security. Since it's made domestically, it reduces our

dependence on foreign oil.

31
 • National economy. Using biodiesel keeps our fuel buying pesos at

home instead of sending it to foreign countries. This reduces our trade

deficit and creates jobs.

• It's sustainable & non-toxic.

• Emissions. Biodiesel is nearly carbon-neutral, meaning it contributes

almost zero emissions to global warming.

• Engine life. Studies have shown it reduces engine wear by as much

as one half, primarily because it provides excellent lubricity. Even a

2% biodiesel/98% diesel blend will help.

• Drivability. We have yet to meet anyone who doesn't notice an

immediate smoothing of the engine with biodiesel. It just runs quieter,

and produces less smoke.

4.5 General Disadvantages

• Primarily, biodiesel is not readily available in the nation. Only few

commercial gas stations offers biodiesel like Flying V.

• Biodiesel is not suitable to any engines, more of the older one.

• It has a higher gel point. B100 (100% biodiesel) gets slushy a little

under 32°F. But B20 (20% biodiesel, 80% regular diesel - more

commonly available than B100) has a gel point of -15°F. Like

regular diesel, the gel point can be lowered further with additives

such as kerosene (blended into winter diesel in cold-weather

areas).

32
Chapter 5: Conclusion
The use of coco-biodiesel has more benefits compared to its

downside. It is illustrated on the results presented previously. However, in

order to consummate this paper, some things have to be pointed out clearly.

One of the wrong notions about coco-biodiesel is saying that it came directly

from coconut oil. That is a wrong idea because coco-biodiesel is rather

derived from coconut oil. Coco-biodiesel came from cooking oils. The oil is

mixed with alcohol and catalyst and undergoes transesterification before it is

converted into biodiesel.

It is also wrong to say that coco-biodiesel is cheaper compared to

regular diesel fuels. The savings that is being said is not dependent on the

price of the fuel itself, but rather on the savings based on the mileage. By

adding one liter of biodiesel fuel enhancer to every 100 liters of diesel, the

transportation cost is reduced per kilometer. The savings thus is not from the

reduced price of the fuel, but from the reduced usage of the amount of fuel.

In addition to the benefit of generating huge number of jobs with the full

implementation of the Biofuel Law, the consumers will also benefit form the

reduced price of fuel due to the decrease in importation. The “sensitivity

analysis” or the effect of movements in fuel prices on consumer prices

showed that for every 50 centavos per liter increase in fuel prices, an

increase of one to six centavos in the prices of processed food such as

sardines, canned meat and instant noodles was monitored. In the case of

agricultural and poultry products such as pork, fish and chicken, the same

33
amount of increase would only result in a price hike of one to four centavos

per kilo. (This is according to Department of Trade and Industry

undersecretary Zenaida Maglaya.) The coconut industry would benefit

approximately 2 billion pesos in additional revenues per year from the sale of

the coconut oil. This is the return benefit in the use of locally-sourced fuel in

contrast to imported fuel.

34
REFERENCES:

Biodiesel Production and Quality. (2002, March 11).

<http://www.biodiesel.org/pdf_files/fuelfactsheets/prod_quality.p
df>.

Cagahastan, D., (2007, January 18). Biofuels Act of 2006 singed into
law by President Arroyo. Manila Bulletin, Vol. 409 (No. 18): pp.
1, 16.

Calica, A., Gatdula, D., Romero, P., (2006, May 4). First and largest
coco-biodiesel plant in asia opens.
<http://www.chemrez.com/news.asp?newsid=a>.

Cogeneration technologies, Trigeneration Technologies

EcoGeneration Solutions, LLC. 2002. Our New Biodiesel
Refineries Will Produce B100 Biodiesel for as Little as
$.90/gallon! B100 Biodiesel: 100% Clean, 100% Renewable,
100% Affordable Fuel. <http://www.coconutbiodiesel.com>.

Galford III, J., (2007, January 18). Legislators hail signing of biofuels
Act of 2006. Manila Bulletin, Vol. 409 (no.18): pp. 1, 16.

Loyola, J.A. (2007, January 18). Chemrez confident it can supply int’l
demand for bio-diesel blending. Manila Bulletin, Vol. 409 (no.
18): pp. B-2.

Palad, Carlos. Personal Interview. (2007, February 12). Chemrez

Technologies, Inc.

Tillerson, R. (December 2006 – February 2007). Newsweek, pp. 40.

Urlanda, Alfredo Jr., RME. Personal Interview. (2007, February 12).

Chemrez Technologies, Inc.

Velasco, M.M. (2007, January 18). Flying V group starts commercial

operation of Davao bio-diesel plant. Manila Bulletin, Vol.409
(no. 18): pp. B-2.

Zimmerman, S. (2006, November). Capping oil. Reader’s Digest, pp.

94 – 95.

<http://www.bioactiv.com.ph>

35
 Publication of the Project Undertaking

This is to certify that we have no objection to publish the project

entitled “A Comprehensive Analysis of Coco-Biodiesel Fuel” by the authors
listed below. However, it has to be evaluated by the instructor, and published
in the form approved by him.

Date: _______________

_______________________
Christian Jason M. Alfaro

_______________________
Hazel S. delas Llagas

_______________________
Katrina P. Mendoza

_______________________
Rex M. Urbiztondo

36
AUTHOR’S BIODATA:

Name: Christian Jason Meraña Alfaro

Date of Birth: August 23, 1986
Place of Birth: Valenzuela City, Philippines
Nationality: Filipino
Father’s Name: Almer C. Alfaro
Mother’s Name: Zenaida M. Alfaro
Address: # 18 Tongonan St., Napocor Village, T. Sora, Quezon,
City

Educational Background:

Intermediate/College

2003 – Present Mapua Institute of Technology

Muralla, Intramuros, Manila
B.S. in Mechanical Engineering
Graduation pending December, 2007
Secondary Education

1999 – 2003 New Era University

# 9 Central Avenue, New Era, Q.C.
1st Year to 4th year High School

Primary Education

1991 – 1999 Diliman Christian Academy

#351 Culiat T. Sora, Q.C.

37
AUTHOR’S BIODATA:

Name: Hazel Santos delas Llagas

Date of Birth: July 26, 1985
Place of Birth: Pasay City, Philippines
Nationality: Filipino
Father’s Name: Ricky C. delas Llagas
Mother’s Name: Orpha S. delas Llagas
Address: # 149 Gulod Sapang Palay, City of San Jose del Monte,
Bulacan

Educational Background:

Intermediate/College

April, 2004 – Present Mapua Institute of Technology

Muralla, Intramuros, Manila
B.S. in Mechanical Engineering
Graduation pending July, 2007

Sept., 2003 – Dec., 2003 De La Salle University

Taft Ave., Manila
B.S. in Mechanical Engineering

Secondary Education

1999 – 2003 Unalaska City High School

Unalaska City, Alaska, U.S.A.

1998 – 1999 Sacred Heart Academy

Poblacion, Sta. Maria, Bulacan

Primary Education

1994 – 1998 Sta. Maria Ecumenical School

Poblacion, Sta. Maria, Bulacan

1993 – 1994 Proper Elementary School

Proper, S.J.D.M. City, Bulacan

1990 – 1993 Grace Learning Center

Bulac, Sta. Maria, Bulacan

38
AUTHOR’S BIODATA:

Name: Katrina Pascua Mendoza

Date of Birth: August 15, 1986
Place of Birth: Quezon City
Nationality: Filipino
Father’s Name: Felix U, Mendoza
Mother’s Name: Elvira P. Mendoza
Address: Gate 1 Upper Manalite Brgy. Sta. Cruz, Antipolo Rizal

Educational Background:

Intermediate/College

2003 - Present Mapua Institute of Technology

Muralla St. Intramuros, Manila
B.S in Mechanical Engineering
Graduation pending, October 2007

Secondary Education

1999 - 2003 Roosevelt College Cainta

Sumulong Highway, Cainta Rizal

Primary Education

1991 - 1999 Roosevelt College Cainta

Sumulong Highway, Cainta Rizal

39
AUTHOR’S BIODATA:

Name: Rex Minguillan Urbiztondo

Date of Birth: April 20, 1986
Place of Birth: Las Piñas
Nationality: Filipino
Father’s Name: Roger O. Urbiztondo
Mother’s Name: Lilia M. Urbiztondo
Address: #28 Macopa St., Manuela 4-A, Las Piñas

Educational Background:

Intermediate/College

2003 - Present Mapua Institute of Technology

Muralla St. Intramuros, Manila
B.S in Mechanical Engineering
Graduation pending, July 2007

Secondary Education

1999 - 2003 St. Andrew’s School

La Huerta, Parañaque city

Primary Education

1991 - 1999 Elizabeth Seton School

BF Homes, Las-Piñas

40