HomeMy WebLinkAboutDemonstrating Use of Fish Oil Fuel for Large Stationary Diesel Engine JASteigers 2002-A
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Demonstrating the Use of Fish Oil as Fuel in a Large Stationary
Diesel Engine
J. A. Steigers
ABSTRACT
Alaskan seafood processing operations produce approximately 8 million gallons of fish oil
annually. Typically, about 2.8 million gallons of the total production volume is sold into
domestic and international commodity markets, with the balance consumed on-site as boiler fuel.
Inconsistent markets and difficult storage and transportation logistics often reduce the net value
of the marketed oil to well below the cost of diesel fuel. The seafood processors and their
associated communities generally are heavily dependent on diesel-fueled reciprocating engines
for electric energy generation. The UniSea Fish Oil Demonstration Project is demonstrating the
feasibility of using blends of fish oil and low-sulfur No. 2 diesel fuel in 2.3-megawatt, stationary
medium-speed, two-cycle, engine-generator sets. The project entails assessments of the blended
fuels’ impacts on both engine exhaust emissions and engine operability and maintainability.
Engine exhaust emissions resulting from the use of fuel blends ranging from 0 to 100 percent
fish oil were measured at multiple engine loads. Results indicate up to 60 percent reduction in
particulate matter, 33 percent reduction in carbon monoxide, and 78 percent reduction in sulfur
dioxide emissions. These benefits are somewhat offset by an increase of up to 8 percent in
nitrogen oxide emissions. Over a 10-month test period, the engines have operated normally in
all respects utilizing a 50 percent fish oil fuel blend, to date consuming over 526,000 gallons of
fish oil with no apparent adverse operational or maintenance impacts. Test program operations
are anticipated to continue through October 2002.
KEYWORDS. Fish Oil, Diesel, Biodiesel, Biofuel, Alaska, Fairbanks Morse, Alternative Fuels
INTRODUCTION / BACKGROUND
The goal of the UniSea Fish Oil Demonstration Project (project) is to definitively evaluate the
use of Alaska-produced fish oil as a practical supplemental fuel for a specific diesel-fueled
engine-generator set in use for industrial energy production in rural Alaska. If the fish oil is
found to be suitable as a supplemental fuel, it is anticipated that the practice may be adopted
elsewhere in Alaska, which could result in substantial economic and environmental benefits both
for the fish oil producers and for fuel consumers within the state.
UniSea, Inc., based in Redmond, Washington, owns and operates a large shore-based seafood
processing facility (shown in Figure 01) located on Amaknak Island within the Unalaska/Dutch
Harbor community in the Fox Island group of Alaska’s Aleutian chain. Bering Sea pollock, one
of several species processed by UniSea, yields a number of commercial products such as frozen
fillets and surimi (a commodity fish protein product used in the manufacture of a variety of food
products). The resulting processing wastes, e.g., the fish heads, skin, bones, and entrails, are
directed to further on-site processing facilities to produce fishmeal, bone meal, and fish oil.
Typically, Alaskan shore-based processors recover 3 to 5 percent of the raw landed weight of
pollock as fish oil. Statewide, Alaskan seafood processors, both shore-based and afloat, produce
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approximately 8 million gallons of fish oil annually (Steigers 2002). Of the approximately 2.8
million gallons of fish oil shipped from Alaska to external markets, 2.7 million gallons are
produced by UniSea and three other major shore-based seafood processors in and near
Unalaska/Dutch Harbor and the nearby island community of Akutan.
Well over half of the fish oil produced in the state is consumed at the producing facilities as a
boiler fuel, with the balance sold to customers outside Alaska, primarily for use in animal feed
and aquaculture but also as a human dietary supplement and for the manufacture of cosmetics
and pharmaceuticals. However, due to Unalaska/Dutch Harbor’s remote location, limited
transportation options, and the sometimes difficult logistical issues inherent in shipping
fish oil, the economic challenges of marketing fish oil at times preclude even a break-even
disposition of this commodity. In fact, the net market value of fish oil very often falls below that
of diesel fuel. Accordingly, there is a desire on the part of UniSea and others to develop
economically viable alternative uses for the fish oil. Use of fish oil as a locally consumed
engine-generator fuel is a logical potential use that would likely benefit UniSea, both as a
producer and as a consumer, as well as other fish oil producers and operators of diesel-fueled
electrical generating units in the region.
Figure 01 - UniSea Seafood Processing Facility at Unalaska/Dutch Harbor, Alaska
The project’s goal is to develop specific knowledge as to whether fish oil is an acceptable
supplemental fuel, both with respect to the amount and type of air emissions generated and with
respect to acceptable “durability” impacts on the engine. The project consisted primarily of a
field demonstration conducted in two phases: engine emissions source testing while utilizing
blended fuels and engine durability testing. Independent source-testing contractors conducted
testing of engine emissions in October 2001 and July 2002. Multiple fuel blends, ranging from
100 percent low-sulfur diesel to 100 percent fish oil, were utilized in the test engine-generators at
two or three operating loads. In addition to oxygen (O2) and carbon dioxide (CO2), the air
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pollutants nitrogen oxides (NOx), carbon monoxide (CO), and particulate matter (PM) were
evaluated. Sulfur dioxide (SO2) is also a pollutant of interest, but those emissions were
determined by mass balance calculations based on fuel sulfur content and fuel consumption rates
and were not measured directly during source testing. The second portion of the project,
durability testing, was intended to assess any impacts on the engines’ operability and
maintainability from long-term routine operation of the test engines utilizing a 50 percent
diesel/fish oil fuel blend.
FISH OIL CHARACTERIZATION
The characteristics of fish oil are known to vary somewhat with the species of origin, the season,
and the processor. The fish oil produced by UniSea is typical of that found in Alaska and is an
amber to light orange-colored oil with a density of about 7.7 pounds per gallon, compared to No.
2 diesel fuel at about 7.1 pounds per gallon. A comparison of UniSea fish oil and No. 2 diesel
conducted by Mr. Neil X. Blythe of the Fairbanks Morse Engine Division of BF Goodrich
Company found that fish oil exhibits a substantially higher viscosity, is slightly more acidic, has
a lower lubricity, and a higher flash point (Blythe 1996). Fish oil was reported to have a sulfur
content of 0.004 percent by weight and a gross heat of combustion of 131,756 Btu per gallon.
This may be compared to low-sulfur No. 2 diesel’s 0.05 percent sulfur content and 137,000 Btu
per gallon gross heat of combustion. Blythe’s characterization of fish oil stated that it may be
classed as a lipid, specifically a glyceride ester, and suggested that excessive hard deposits on
exhaust gas path components and accelerated wear on components in contact with fuel may be a
concern with sustained engine operation on fish oil blend fuels. Blythe’s investigations,
however, were not able to proceed for a sufficient period to be conclusive in this regard.
A recent analysis of a fish oil sample drawn from UniSea’s July 2002 production run yielded a
sulfur content of 0.0084 percent and a gross heat of combustion of 130,440 Btu per gallon
(Intertek 2002). The flash point of the fish oil sample was determined to be in excess of 230°F.
This recent analysis is considered most representative of the fish oil utilized in this project.
PROJECT DESCRIPTION / METHODS
Test Engines
UniSea owns and operates six Fairbanks Morse model 38TD8-1/8OP engines in its Dutch
Harbor facility powerhouse. The UniSea engines were manufactured by the Fairbanks Morse
Engine Division of BF Goodrich Company (Fairbanks Morse) and are shown in Figures 02 and
03. The engines are 12-cylinder/opposed-piston, two-cycle, water-cooled, series turbo and
blower air charging (no bypass) and are equipped with Woodward Type EGB mechanical speed
governors. The engines’ primary fuel is low-sulfur (0.05 percent or less by weight) No. 2 diesel
fuel. As directed by conditions of UniSea’s air quality operating permit, all six engines’ average
fuel injection timing is set at no less than 41° (H.C.A.I.D.C.L.C.). Three of the six engines
operate at 720 rpm and are rated and permitted at 3,160 hp and 2,152 kW maximum. The
remaining three engines operate at 900 rpm and, while rated at 3,960 hp and 2,826 kW, are
permitted for and operationally limited to 3,223 hp and 2,300 kW. Note that, for consistency in
the following discussions, the engines’ respective permitted capacity, rather than rated capacity,
is regarded as “100 percent load.”
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Figure 02 - UniSea Powerhouse, Fairbanks Morse Engine-Generators Nos. 4 through 1 (l-r)
Fairbanks Morse engine-generator No. 6 (FM #6), a 720-rpm engine, was selected as the initial
primary test unit for the October 2001 source testing and the October 2001 through October 2002
durability testing. The remaining five units were brought into the durability-testing program in
June 2002 and, along with FM #6, will continue to operate on fish oil blend fuel through the end
of the project testing in October 2002. FM #3 and FM #4, 900-rpm and 720-rpm, respectively,
were source tested in July 2002.
Figure 03 – UniSea Powerhouse, Fairbanks Morse No. 6 Engine-Generator
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Source Testing
In October 2001, FM #6 was source tested at the following conditions: fuel blends (expressed in
diesel to fish oil percent by volume) of 100/0, 75/25, 50/50, and 25/75 were each tested at engine
load conditions of 100 and 67 (±5) percent, with two 60-minute test runs at each condition.
While useful information was obtained that is consistent with other tests, difficult test conditions
attributable in large part to very adverse weather contributed to unusually variable results for the
October testing. Accordingly, the October 2001 emission source test results are not further
discussed in this report.
To gather a more conclusive emissions and operating data set and to support UniSea’s
anticipated air quality permitting initiatives, FM #3 and FM #4 were source tested in July 2002 at
the following conditions: fuel blends of 100/0, 50/50, and 0/100 were each tested at engine load
conditions of 100, 77, and 65 (±5) percent, with three 60-minute test runs at each condition.
Emission measurements were taken for O2, CO2, NOx, and CO for all runs. PM measurements
were taken for all runs at all tested conditions except for the 50/50 and 0/100 fuel blends at 77
and 65 percent loads.
Durability Testing
UniSea’s Dutch Harbor powerhouse typically operates one to three FM engine-generators,
depending on the level of the facility’s seafood processing; each base-loaded at approximately 77
percent of full load (two smaller engine-generators located elsewhere in the facility provide a
load-following function). For the period October 2001 through June 2002, FM #6 was operated
4,376 hours, consuming 221,400 gallons of fish oil blended 50/50 with low-sulfur No. 2 diesel
fuel. Prior to start of testing in October 2001 and again in April 2002, technical representatives
of Fairbanks Morse performed detailed inspections of FM #6 to first establish its baseline
condition and then to assess any effects on the engine from operating with fish oil blend fuel. A
number of less formal inspections were also conducted by UniSea operating staff when suitable
opportunities arose. A final inspection of FM #6 will occur in November 2002 after the test
program has concluded.
Starting in July 2002, the scope of the durability-testing program was expanded, with FM #1
through FM #5 being operated on the 50/50 fuel blend as well. Total fish oil consumption
among the six powerhouse engines is currently 4,500 to 5,000 gallons per 24-hour day, seven
days per week. Test operations are anticipated to continue through October 2002 by which time
a total of 550,000 to 650,000 gallons of fish oil will have been consumed by the powerhouse
engines in the course of project testing.
Fuel Logistics and Operations
Test fuels were blended on a batch basis in a dedicated 5,000-gallon mixing tank. Diesel fuel
and fish oil were metered in from their respective storage tanks simultaneously in the appropriate
volume ratios. Upon filling, the blend tank was recirculated with both a closed loop pump and a
centrifugal fuel purifier to assure uniform mixing of the blended fuel prior to its use. The fuel
purifier incorporates a fuel heater to raise the fuel blend temperature to about 90°F to increase
the effectiveness of its oil/water/sediment separation. As-used fuel temperatures were not
closely monitored by the project, and, while generally above 85°F, fuel blend temperature did
drop as low as an estimated 40°F on occasion.
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RESULTS
The emission and engine operating data obtained from the July 2002 source testing of FM #3 and
FM #4 are summarized in Tables 1 and 2, respectively (AST 2002).
Engine Operations
Both the 720-rpm and 900-rpm engines have operated routinely in all respects without apparent
difficulty on all tested fuel blends. As anticipated due to the lower thermal energy content of fish
oil relative to diesel, fuel consumption increased at higher fish oil contents but remained
comfortably within the governor and fuel systems’ range of control. Fuel consumption rates for
FM #3 and FM #4 as load and fish oil fuel content were varied are illustrated in Figures 04 and
05, respectively.
Starting the engines from either a warm or cold condition using the fish oil blend fuels was
accomplished without difficulty. In fact, engine operators made the observation that the engines
seemed to start slightly easier with fish oil than with diesel. Engine shutdowns (and subsequent
restarts) were also accomplished without difficulty while utilizing fish oil blend fuels.
While detailed long-term trending has not yet been completed, unusual engine operating
conditions have not been observed in the course of operations on blended fuels. An increase in
the engines’ fuel rack position due to the lower thermal content of the blended fuels was
observed, as were higher engine-mounted fuel filter pressure differentials due to the higher
viscosity of blended fuels.
Table 1 - UniSea FM #3 (900-rpm) Test Data
Runs 10-12 13-15 16-19 46-48 49-51 42-54 37-39 40-42 43-45
Fuel blend [diesel/fish oil] 100/0 100/0 100/0 50/50 50/50 50/50 0/100 0/100 0/100
engine load [kW] 2,274 1,778 1,493 2,266 1,791 1,502 2,267 1,789 1,475
engine load [% full load] 98.9% 77.3% 64.9% 98.5% 77.9% 65.3% 98.6% 77.8% 64.1%
fuel use [gph] 196.7 165.8 147.9 235.0 196.3 176.1 257.8 222.8 197.1
stack flow [acfm] 30,301 26,682 24,224 29,387 26,641 24,173 29,002 25,642 22,886
Exit velocity [fps] 160.8 141.6 128.5 155.9 141.3 128.2 153.9 136.0 121.4
stack temp [ºF] 572.3 550.0 526.7 582.0 559.7 537.7 570.0 545.0 530.0
O2 [%volume] 15.1 15.5 15.8 14.9 15.3 15.6 15.0 15.3 15.7
CO2 [%volume] 4.4 4.1 3.9 4.6 4.3 4.1 4.6 4.4 4.1
NOx [g/bhp-hr] 10.2 9.5 8.9 10.4 9.8 9.4 10.8 9.9 9.5
CO [g/bhp-hr] 0.363 0.404 0.445 0.346 0.412 0.475 0.328 0.399 0.514
PM [g/bhp-hr] 0.181 0.256 0.255 0.149 0.132
*NOx [lbs/hr] 71.8 51.9 40.8 73.0 54.4 43.6 75.7 54.8 43.3
*CO [lbs/hr] 2.55 2.22 2.05 2.42 2.28 2.21 2.30 2.21 2.34
*PM [lbs/hr] 1.27 1.41 1.17 1.04 0.92
NOx [lbs/gal] 0.365 0.313 0.276 0.311 0.277 0.248 0.294 0.246 0.220
CO [lbs/gal] 0.013 0.013 0.014 0.010 0.012 0.013 0.009 0.010 0.012
PM [lbs/gal] 0.0065 0.0085 0.0079 0.0044 0.0036
* normalized to 100% load basis
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FM #3 (900-rpm) Emissions As illustrated in Figure 06, as fish oil content of the fuel blend
increased, NOx emissions, on a grams per brake horsepower-hour (g/bhp-hr) basis, increased on
the order of 2 to 7 percent across the tested load range. Figure 07 illustrates that FM #3 CO
emissions did not vary significantly with fish oil fuel content. PM emissions decreased
dramatically, however, with increased fish oil use. Figure 08 illustrates the observed 40 to 60
percent drop in PM emissions.
Table 2 – UniSea FM #4 (720-rpm) Test Data
run 1-3 4-6 7-9 19-21 22-24 25-27 28-30 31-33 34-36
fuel blend [diesel/fish oil] 100/0 100/0 100/0 50/50 50/50 50/50 0/100 0/100 0/100
engine load [kW] 2,218 1,740 1,471 2,211 1,766 1,481 2,269 1,748 1,470
engine load [% full load] 96.4% 75.7% 64.0% 96.1% 76.8% 64.4% 98.7% 76.0% 63.9%
fuel use [gph] 175.8 145.3 126.7 204.6 174.2 151.8 221.8 189.2 167.2
stack flow [acfm] 23,117 19,393 17,356 22,476 19,061 16,992 21,946 18,965 15,866
exit velocity [fps] 122.6 102.9 92.1 119.2 101.1 90.1 116.4 100.6 84.2
stack temp [ºF] 647.7 621.3 597.3 646.7 624.7 598.0 650.3 618.3 581.0
O2 [%volume] 15.1 15.5 15.8 14.9 15.3 15.6 15.0 15.3 15.7
CO2 [%volume] 4.4 4.1 3.9 4.6 4.3 4.1 4.6 4.4 4.1
NOx [g/bhp-hr] 11.4 10.2 9.4 11.7 11.0 10.0 11.6 11.4 9.9
CO [g/bhp-hr] 0.813 0.985 0.956 0.647 0.815 0.804 0.587 0.750 0.640
PM [g/bhp-hr] 0.215 0.233 0.240 0.130 0.085
*NOx [lbs/hr] 76.2 53.8 41.6 78.3 59.0 44.9 79.8 60.5 44.1
*CO [lbs/hr] 5.45 5.19 4.25 4.33 4.35 3.60 4.03 3.96 2.85
*PM [lbs/hr] 1.44 1.23 1.07 0.87 0.58
NOx [lbs/gal] 0.434 0.370 0.329 0.383 0.339 0.296 0.360 0.320 0.264
CO [lbs/gal] 0.031 0.036 0.034 0.021 0.025 0.024 0.018 0.021 0.017
PM [lbs/gal] 0.0082 0.0084 0.0084 0.0043 0.0026
* normalized to 100% load basis
FM #4 (720-rpm) Emissions As illustrated in Figure 09, as fish oil content of the fuel blend
increased, NOx emissions, on a g/bhp-hr basis, increased on the order of 2 to 8 percent across the
tested load range. Figure 10 illustrates that CO emissions decreased by 16 to 33 percent as fish
oil fuel content was increased. PM emissions decreased 17 to 27 percent with increased fish oil
content, as illustrated in Figure 11.
SO2 Emissions Fish oil produced by UniSea has sulfur content between 0.004 percent (Blythe
1996) and 0.0084 percent (Intertek 2002) by weight. Based on the as-tested fuel consumption
rates and on diesel fuel and fish oil sulfur contents of 0.05 percent and 0.0084 percent,
respectively, reductions in engine SO2 emissions of 30 to 78 percent were realized through the
use of fish oil as engine fuel.
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Fuel Operations
The powerhouse was generally able to utilize fish oil as received from UniSea’s on-site fishmeal
plant without further processing being necessary. On occasion, however, transient operating
conditions in the final fish oil polishing stages of the fishmeal plant resulted in brief incidents of
a higher-than-normal content of suspended non-soluble proteins in the delivered fish oil. At
those times, the powerhouse experienced difficulty with fuel purifiers and filters unable to handle
the increased protein load. An additional purifier for the fishmeal plant operation is currently
being procured to address this issue. Most Alaskan fish oil producers have typically based their
fish oil quality control standards and practices on the needs of their fish oil customers (largely
animal feed and aquaculture operations) and of their boilers’ fuel quality requirements. These
standards and practices may not be adequate for fish oil intended for use as engine fuel.
Accordingly, it would seem advisable that, for any large-scale use of fish oil as engine fuel, it is
likely advisable for the consuming facility to have dedicated fish oil centrifugal fuel purifiers
and/or suitable filtration equipment to ensure that any incidence of entrained water and insoluble
protein or sediment in delivered fish oil does not create or contribute to adverse operating and
maintenance conditions.
No problems were observed or experienced due to the higher viscosity of fish oil compared with
diesel. At the UniSea powerhouse, fish oil is held in an uninsulated 25,000-gallon-capacity
external storage tank and, thus, is subjected to cold winter temperatures. In practice, however,
the fish oil is delivered from the fishmeal plant somewhat warm, and turnover of the stored oil is
such that fish oil never fell to temperatures that created adverse conditions. A heater-equipped
centrifugal fuel purifier is available to recirculate the main fish oil storage tank if low fish oil
temperature were to become an issue.
The batch blending of diesel and fish oil to achieve targeted blend ratios was found at times to be
cumbersome and somewhat labor intensive, especially if achieving some degree of uniform
mixing requires confirmation for operational or regulatory purposes. Potentially suitable
commercially available adjustable-ratio in-line blenders are available and should be considered
for use in this application.
Durability Impacts
The assessment of any impacts on the engines’ operability and maintainability will not be
completed until after test operations conclude in October 2002. Results to date have been very
encouraging, however, with no apparent adverse effects on the engines.
Through August 2002, the UniSea’s six Fairbanks Morse engines have logged over 7,920 hours
of routine operations on a 50/50 blend fuel, 4,850 hours on FM #6 alone, consuming over
526,000 gallons of fish oil while generating nearly 14,000 MWh. Inspections of fuel injectors
and engine-mounted fuel pumps, likely candidates for accelerated wear, reveal no unusual wear
patterns or rates. Visual inspections of exhaust gas path components such as piston ring seating
grooves, exhaust ports, and exhaust turbine inlet rings, show no evidence of any unusual type or
rate of hard deposits. The engines’ crankcase lubricating oil has been monitored closely and
evaluated for lubricity at no less than 24-hour intervals, with no unusual conditions or
consumption rates observed.
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CONCLUSIONS
Based on the strong to-date project results, fish oil produced from wastes generated by the
processing of Bering Sea pollock may be regarded as suitable as a displacement or
supplementary fuel for the Fairbanks Morse model 38TD8-1/8OP and similar engines in a
stationary electric-generation application when and where favorable economic, operating, and air
quality permitting conditions exist.
Overall, dramatic decreases in CO, PM, and SO2 are seen in exhaust gas emissions as fish oil
content of the fuel blend increases, with an offsetting increase in NOx. In terms of absolute
magnitude, the changes in pollutant emissions are largely a wash with the tons of CO, PM, and
SO2 reduced approximately equal to the tons of NOx increased. In identifying specific potential
benefits of the use of fish oil as engine fuel, the pollutants of particular concern for the
prospective consuming facility and its air quality environment would bear close consideration.
As a case in point, the Unalaska/Dutch Harbor community within which UniSea is located has
been identified as being of special concern for high ambient SO2 levels by air quality regulatory
authorities and a substantial reduction in SO2 emissions may be deemed a desirable achievement
even with a accompanying marginal increase in NOx. Furthermore, in the case where a
prospective consuming facility utilizes a higher sulfur diesel fuel than does UniSea (0.5 percent
sulfur fuel is in common use in Alaska), the reductions realized in SO2 (in excess of 95 percent)
would far exceed the increase in NOx emissions.
Any consideration of the use of fish oil as engine fuel should be done in the context of the
prospective consuming facility’s air quality permitting and overall regulatory environment. The
Alaska Department of Environmental Conservation (ADEC) has air and water quality regulatory
jurisdiction over UniSea’s Unalaska/Dutch Harbor facility and has been supportive of the
project’s efforts; increasingly so as higher-confidence emissions and operating data become
available. Furthermore, fish oil, unlike diesel and other petroleum products, does not present the
same adverse environmental impacts if spilled and is thus treated accordingly by regulatory
authorities. This suggests a possible application for use as engine fuel in remote and
environmentally sensitive locales, especially those with sub-optimal fuel storage and handling
facilities.
Engines similar to UniSea’s serving in stationary electric-generation applications are relatively
rare in Alaska, and, thus, the general applicability of this project’s results may be limited. In
recognition of this consideration, the Alaska Energy Authority and Steigers Corporation are
currently engaged in identifying potential Alaskan partners to conduct a fish oil demonstration
project similar to that of this report but targeting an engine type with a larger installed inventory
base. Of particular interest are engines in wide use among electric generators in smaller rural
Alaskan communities.
Acknowledgements
UniSea is conducting this project largely with its own resources, supplemented by loan funding
from the Alaska Science and Technology Foundation. The Alaska Energy Authority and the
U.S. Department of Energy’s Regional Biomass Energy Program contributed additional grant
funding and are providing technical support and guidance for the project. Steigers Corporation,
on behalf of UniSea, developed the project concept, prepared proposals for and secured project
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funding and technical support, and continues to serve in the role of project manager. Further
valued technical contributions were provided to the project by: Mr. Neil X. Blythe, Manager of
Engine Design/Research and Development for Fairbanks Morse Engine Division of BF Goodrich
Company in Beloit, Wisconsin; Mr. Peter Crimp, Development Specialist for Alaska Energy
Authority in Anchorage, Alaska; and Dr. Charles Peterson, Professor of Biological and
Agricultural Engineering for the University of Idaho at Moscow, Idaho. Photographs are by the
author.
Author Contact Information: John Steigers; Vice President and Project Manager for Steigers Corporation
(www.steigers.com); 6551 S. Revere Parkway, Suite 250 Centennial, Colorado 80111; telephone: (303) 799-3633;
fax: (303) 799-6015; email: jasteigers@ steigers.com.
REFERENCES
1. Alaska Source Testing (AST), LLC 2002. Summary Report – UniSea Dutch Harbor
Seafood Processing Facility Source Emissions Testing.
2. Blythe, Neil X. 1996. Fish Oil as an Alternative Fuel for Internal Combustion Engines.
Fairbanks Morse Engine Division of BF Goodrich Company, Beloit, Wisconsin.
3. Intertek Testing Services/Caleb Brett 2002. Report of Analysis, Fish Oil Sample (Sample
Reference No. SF 02-18597).
4. Steigers Corporation, Alaska Energy Authority 2002. Alaska Fish Oil Demonstration
Project – Fish Oil Resource Report.
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FIGURE 04 - UniSea FM #3 (900-rpm) Fuel Use
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine Loadfuel use [gal/hr]100% diesel
50/50 blend
100% fish oil
FIGURE 05 - UniSea FM #4 (720-rpm) Fuel Use
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
260
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine Loadfuel use [gal/hr]100% diesel
50/50 blend
100% fish oil
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FIGURE 07 - UniSea FM #3 (900-rpm) CO Emissions
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadCO [g/bhp-hr]100% diesel
50/50 blend
100% fish oil
FIGURE 06 - UniSea FM #3 (900-rpm) NOx Emissions
8.0
8.5
9.0
9.5
10.0
10.5
11.0
11.5
12.0
12.5
13.0
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadNOx [g/bhp-hr]100% diesel
50/50 blend
100% fish oil
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FIGURE 09 - UniSea FM #4 (720-rpm) NOx Emissions
8.0
8.5
9.0
9.5
10.0
10.5
11.0
11.5
12.0
12.5
13.0
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadNOx [g/bhp-hr]100% diesel
50/50 blend
100% fish oil
FIGURE 08 - UniSea FM #3 (900-rpm) PM Emissions
0.000
0.020
0.040
0.060
0.080
0.100
0.120
0.140
0.160
0.180
0.200
0.220
0.240
0.260
0.280
0.300
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadPM [g/bhp-hr]100% diesel
50/50 blend
100% fish oil
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FIGURE 11 - UniSea FM #4 (720-rpm) PM Emissions
0.000
0.020
0.040
0.060
0.080
0.100
0.120
0.140
0.160
0.180
0.200
0.220
0.240
0.260
0.280
0.300
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadPM [g/bhp-hr]100% diesel
50/50 blend
100% fish oil
FIGURE 10 - UniSea FM #4 (720-rpm) CO Emissions
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
60% 65% 70% 75% 80% 85% 90% 95% 100%
Engine LoadCO [g/bhp-hr]100% diesel
50/50 blend
100% fish oil