The abolition of the tax on biofuels makes now come clean diesel from Finland to Norway. The company Eco-1 promises that the first station will be operational in Asker and within a few years they will come hundred stations from Trøndelag southwards to sell the renewable alternative to fossil diesel, G2 Polar.
Not only should the new renewable diesel option will be cheap. It is better for the environment and motors are running cleaner. While regular diesel here a cetane rating of just over 50 and saying how combustible fuel is, approaching G2 Polar themselves 80. It is important for combustion in the engine.
While the sulfur content of diesel is tightened to less than 10 ppm (parts per million) and that usually means that there is at 8 ppm, the contents of G2 Polar less than 1 ppm.
Do not bio, but renewable
– We do not want to call this for biodiesel, but for renewable diesel. The Finnish-produced fuel is based on a variety of raw materials, from tall oil is a byproduct of cellulose production to fish oil, fat from slaughterhouses and various byproducts from other chemical processes, says CEO Geir H. Ingeborgrud in Eco-1.
Another name they spend on fuel is BTL which stands for Bio To Liquid. It is not far from a very similar diesel quality GTL – Gas To Liquid. It is also very clean, but is based on fossil natural gas and can not be called renewable.
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high production
The Finnish renewable diesel currently being launched in this country, is something the Finnish company Neste Oil has been working since 90- century. Now they produce 3 million cubic meters per year and they sell it to countries that are concerned about pollution and greenhouse gas emissions.
In comparison, Norway’s consumption of diesel oil of around 1.8 million cubic meters annually.
– Can we replace 15 percent of the Norwegian consumption with renewable diesel, we will be very happy. When we make the climate a favor. Surveys of 1,000 cars with Euro 4, 5 and 6 engines shows that the contaminants are reduced significantly. Particulate emissions were down 33 percent. CO emissions by 24 percent, HC emissions by 30 percent and NOx emissions by 9 percent. says Ingeborgrud.
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Do not palm oil
Neste Oil has three refineries that create these different factions. They also used palm oil, but Eco-1 believe they have full control over where the fuel comes from and they will not have other than waste and residual fractions.
They say they can guarantee that G2 Polar means a reduction of greenhouse gas emissions of 83 per cent. That percentage is not higher is because it used a portion fossil raw materials, such as marine transport and other things.
– As we look ahead, the reduction of greenhouse gases increase as we can use more renewable diesel in the value chain, says Ingeborgrud.
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Free
The price of the renewable diesel option will vary with the supply of raw materials and other factors, but will be very competitive.
– We have put us at a price of 11 kroner per liter. It’s cheaper than regular diesel and we will have a fixed price during the week and let it not jumping up and down like the big oil companies. It should pay for both your wallet and the environment, says Ingeborgrud.
It is perhaps not surprising that the price can be kept low. The raw material is only around 25 percent of the pump price. Refining is as much and taxes, transport and profit is rest. Lapse of over three million in tax has a tremendous impact on the retail price.
Vehicles utilizing G2 Polar, as fuel will be called, needs no modifications. It is manufactured in an entirely different way than first generation biodiesel and as we blend into 7 percent of the current fossil diesel. Unlike BTL, which improves the operating conditions of the engine, making the intervention of biodiesel to the contrary.
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Being built molecule by molecule
– The Neste Oil making are based on well-known processes. Fischer-Tropsch process was used in Germany during the war for making liquid fuels from coal. Very much fuel they use in South Africa is made on the basis of this process. But coal as the starting point of course is not particularly green, even if the fuel the stock is very clean, says professor of chemistry at the University of Oslo, Unni Olsbye.
In such a process heats the raw materials up to between 800 and 900 degrees in an oxygen-containing environment and breaks down to CO and H 2 , known as syngas. By utilizing catalysts based on iron or cobalt gets linear olefins are chains of carbon and hydrogen and which is a very pure diesel oil when the number of carbon atoms is around 12.
This is twice as many hydrogen atoms in relation to the carbon in the hydrocarbon chains formed.
– In order to run the process efficiently run it on both high pressure and high temperature. If one starts with coal, natural gas or bioproducts, the result is the same. I think Neste Oil also uses a zeolitic cracking to adjust product quality. The advantage of going through a synthesis gas in this way is that they are getting a product that is no sulfur and aromatics that are problematic from an environmental point of view, says Olsbye.
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– Easier to control
Next Oil stated that they also use a pyrolysis process, ie heating without oxygen, in addition to the Fischer-Tropsch process for making the final product and that they do a hydrogenation.
– It may be that they go this way in addition to optimize the process. When they pyrolyses decomposes oxygen substances that water and CO and graphing carbon. Then the hydrogen is supplied to produce alkanes, but that they can make more of the synthesis gas process by adding more water. Or get the hydrogen from other sources, says Olsbye.
– This is GTL his biological brother and consequently as clean-burning as it, without being fossilized. The high cetane number allows the combustion starts easier and easier to control. It actually allows maximum engine temperature drops and then decreases NOx emissions. The absence of aromatics and polyaromatic hydrocarbons do form much less soot in engine and then acts such things as exhaust gas recirculation better. In addition to the engine emits less particles of course, says consultant on engines and fuel, engineer, Knut Skårdalsmo.
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