Separating the chaff from the wheat, Royal Dutch Shell, Volkswagen and Canada’s Iogen Energy Corp. are partnering to reap a commercially viable cellulosic ethanol motor fuel created from post-harvest stalks that up until now have had little use except as Halloween decorations.

The groundbreaking biotechnology applies specialized enzymes for breaking down the cellulose in farm-raised fibers and converting it to sugars fermented into a decidedly non-Oktoberfest “beer” that is then distilled into ethanol.

“Cellulosic ethanol has identical molecules to conventional ethanol made from corn or sugarcane,” explains Shell spokeswoman Jana Masters. “The difference is that cellulosic ethanol is derived from the non-food plant portion – in this case agricultural residue.”
“Fuel derived from waste products, as cellulosic ethanol is, is a better long-term solution than using food crops for fuel,” notes Stuart Johnson, manager of VW’s engineering and environmental division.

“Cellulosic ethanol will perform as well as any other bio-derived ethanol product,” he points out. “In current vehicles sold in the U.S., we believe E10, or 10 percent ethanol blended with gasoline, is appropriate. Vehicles designed to operate on higher levels of ethanol, such as E85 vehicles or E22 vehicles in Brazil, will have no problems with cellulosic ethanol at those respective blend levels,” Johnson says. “We believe chances are good that (conventional) ethanol and cellulosic ethanol will become a more widely accepted fuel, especially in light of global energy issues.”

The toughest row to hoe for this fuel alternative, according to Johnson, is that “the capacity of a given cellulosic ethanol production facility must be sized and located correctly to minimize transportation costs related to both the feedstock and the finished product.”

Since 2004 Iogen has been producing cellulosic ethanol at an Ottawa demonstration facility with a monthly output now approaching 11,000 gallons.

“Building a demo plant is one thing, but you then need to go through the process of operating the new technology at scale; learning, modifying and lowering costs. With the volumes we’re producing today, we’re confident about the future,” reports Iogen CEO Brian Foody.

“While it will be some time before general customers can buy this product at local service stations, we are working with governments to make large-scale production economic,” says Dr. Graeme Sweeney, Shell’s executive vice president of future fuels and CO2.

During a month-long test this summer at an Ottawa Shell station, Canadian motorists became the first in the world to fill up with regular gas containing 10 percent cellulosic ethanol made from wheat straw. Nearly 18,000 gallons were pumped during the pilot program.

“The response from the public was excellent,” says Iogen spokeswoman Mandy Chepeka. “It is clear that cellulosic ethanol is ready, and the public is eager to use this low greenhouse gas-emitting fuel.”

“I am excited we are leading the pack in cellulosic ethanol production technology and, with this event, showing what is possible in the future,” agrees Sweeney.

“This one small retail station in Ottawa is one big step forward for advanced biofuels globally,” observes Canadian Transport and Infrastructure Minister John Baird, a longtime advocate of cellulosic ethanol. “This is a great day for Canadian technology and proof that Canada’s commitment to developing low C02 fuels is starting to pay dividends for the environment, farmers and consumers.”

The Canadian government has been the largest purchaser of Iogen’s cellulosic ethanol for powering its motor pool; some of the vehicles are running on mixtures approaching an 85 percent ethanol content.

Offering up to 90 percent fewer CO2 emissions than gasoline, Shell inserted a 10 percent blend of cellulosic ethanol into its V-Power racing fuel used at this year’s fabled 24 Hours of Le Mans motorsports event in France.

“We don’t perceive a cultural challenge” in convincing consumers to gas up with it, says Johnson at VW. “Ethanol is a liquid fuel that is dispensed just like gasoline. Admittedly the energy density is not as great as gasoline, so for a given tank size the driving range is reduced,” he acknowledges. “Politically it must be decided what is the appropriate blend level and the appropriate pathway towards achieving this.”

Because ethanol is alcohol-based and thus corrosive, components can be damaged and engine fires sparked by leaking hoses, rings and gaskets if a consumer pumps more than a 10 percent blend of ethanol into a system not suitably engineered for the fuel. OEM alterations for flexible-fuel vehicles (FFVs) include a stainless steel fuel tank and Teflon-lined fuel hoses along with slightly modified fuel injectors, computer systems, dashboard gauges and anti-siphoning devices, according to the Canadian Renewable Fuels Association.

Extinguishing an ethanol blaze requires a firefighting foam differing from that used on petroleum conflagrations; repairers concerned about shop fires have been urged to ensure that their local departments have the correct foam onboard the response apparatus.

Ethanol is usually shipped via truck or rail rather than piped through typical petroleum-based channels because of concerns over water and particulate contamination, says Shell spokeswoman Jackie Panera. “There is currently some work underway to investigate building an ethanol pipeline in the U.S. from the Midwest to the Northeast,” she reports.

Cellulosic ethanol’s non-grain content could fuel a wider field of acceptance than conventional ethanol because it lessens the likelihood of food riots such as those that broke out last year in Africa, Mexico and Haiti over surging corn prices.

Because of cellulosic ethanol’s kernel-free makeup, it is perhaps poised to overcome the maze of issues surrounding maize and global crop allotments. It addition to wheat straw, cellulosic ethanol can be created from discarded corn stalks, barley straw, wood chips and sawdust, switchgrass, algae and municipal solid wastes such as newsprint, table scraps and landscaping debris among other renewable organic materials.

Although Iogen has opted out of plans to build a production facility in Idaho in favor of focusing on a proposed a commercial-scale plant in Prince Albert, Saskatchewan, Chepeka points to more than 20 other cellulosic ethanol projects taking root in the U.S.

“Governments worldwide are concerned about climate change and energy security,” she notes. “To that end they have enacted legislation such as the U.S. Energy Independence and Security Act of 2007, with a target of 16 billion gallons of cellulosic ethanol by 2022,” Chepeka continues. “Building advanced biofuel biofineries will create thousands of new jobs as well as reduce reliance on imported oil, reduce GHG (greenhouse gas) emissions and promote rural development,” she adds.

Not only would farmers harvest added opportunities, but related services such as baling and trucking would benefit as well, according to Chepeka.

The Congressional measure coupled with similar governmental inducements “has successfully stimulated investment, innovation and new players in cellulosic ethanol,” says Shell’s Panera.

A Pennsylvania law signed by Gov. Edward Rendell on July 4, 2008, provides new incentives to make hay out of Keystone State cellulosic ethanol production while promoting domestic tranquility regarding fuel sourcing for both the commonwealth and the nation as a whole. Corn-based ethanol requirements were left out of the legislation.

“Pennsylvania motorists spent approximately $30 billion (in 2007) on fuels produced beyond our borders,” Rendell recounts. “Rather than sending that money overseas, we can put it to work in Pennsylvania to support industries that are developing and transporting home-grown biofuels. At the same time, we are helping our farmers and rural communities reap the economic benefits of America’s move toward energy independence.”