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Operation Time One specific feature of this technology is the heat transfer, achieved by a patented turbine running in an 'oil bath'. This technology prevents the solid carbon build-up, which is a constant problem in refinery technology and other thermal depolymerization processes. The fact that the turbine friction parts, creating the process heat, are constantly flushed by the surrounding oil prevents the large heat differences in convection systems (flame heated plates or boilers) that lead to carbon build-up. It actually requires several hours to heat up to the required temperature and consistency, and conversely requires an equally long time to cool down. Therefore, it is designed to run and convert on a steady run. And remember, as long as it runs it is turning out valuable quality diesel fuel - clean and without carbon soiling. Dedicated Feedstock Frequently we are asked, if a unit is built in a recycle center or adjacent to a landfill do we need to sort the refuse and deal with one type of feedstock at a time, like all clippings or only sawdust, or is it possible to mix the input. Actually, we’ve found that the system works better and produces a higher quality fuel when various feedstock is mixed. A dedicated run is fine but a mix is even better. Yield Yield describes the relation between feedstock input and diesel output. Lets say one pound of shredded carpet might result in two and a half cups of high grade diesel. As the energy contents (BTU per weight unit) of feedstock varies substantially, it is only natural that different base materials yield more or less diesel fuel. At the high end is feedstock derived from fossil sources, like waste oil and plastic, as well as high-energy oils from plants like canola. On the other hand, some feedstock, for example glycerol from biodiesel production, due to the fact that most of the energy has been taken out and stored in the biodiesel, have only a very low residual energy contents. The cellulosis of most regrowing feedstock, like chaff, rice straw or switch grass have also a relatively low energy contents and yield about 30%. In other words, one ton of this material will result in 80 to 85 gallons of diesel. Cellulosic ethanol also yields 80 gallons, but under the consideration that diesel has almost twice the BTU (energy contents) than ethanol, KDV yields almost twice the energy from the same feedstock as cellulosic ethanol processes! This shows the tremendous competitiveness of the KDV process. Plastic Unfortunately, Plastic-to-Energy in Japan – “A consortium of public and private players is planning to build the nation's first power plant that burns waste plastic as fuel. Plastic waste from the Tokyo Metro area will make up half the feedstock, and industrial waste will make up the balance. What a waste - external combustion (incineration) has only one quarter the energy efficiency of internal combustion in an engine. Therefore it would make much more sense converting plastic into diesel and use it a propulsion fuel. top Maintenance Liike every other industrial equipment, KDV requires regular maintenance. Overall availability is 330 days or approx. 8000 hours per year. It is not necessary to shut the system down outside the regular maintenance intervals . Minor maintenance has to be done during operation, since the system has to be configured in such way that this will be possible. There will obviously be improvements in the works as we go along, particularly with respect to turbine wear, feedstock preparation, and processing within the KDV system. We would be happy to share improvements we come across which would certainly be feedback to Christian (Dr Koch) and he would, of course, pass them along to his clients. Cost Under our business model, we do not sell the KDV. We exclusively form PPPs and joint ventures with partners who guarantee a continuous flow of feedstock and possibly the land nearby. Energy Visions will enlist workers from the local economy, train them to the high standards of the company and pay their salaries. In this way, we can maintain proper quality control. In return, we offer the client the produced diesel at a significant discount. Our partners therefore have two benefits, resolving their waste problem and reasonably priced fuel. Sales The KDV operates 24/7 with a constant amount of gallons per hour, not depending on the type of feedstock. For the mid class KDV500, the production is a minimum of 130 gallons per hour, but can be higher, depending on the feedstock. Fluid feedstock may gain higher throughput. Depending on the yield from the specific feedstock, however, the necessary amount can vary. While only about 150 gallons of waste oil or 1400 pounds of plastic per hour satisfy the apetite of the KDV500, almost 2 tons of straw, wood chips or other low yield material have to be provided. 10% of its’ diesel output is consumed by the unit for its’ own power. Under agreement conditions with the client, they can purchase their needs at approximately 10≈15% below market price of ULSD diesel. The balance is contracted out to wholesalers who supply various gas stations to get KDV diesel in the marketplace. In the long run, we may even establish our own facilities at truck stops and/or other high traffic locales; harbor wharfs, fleet centers, etc. Timeframe From the client’s firm order, from Dr. Koch’s factory thru delivery, to
ultimate fire up – physically, approximately 3 - 4 months. Ethanol The heavy focus of alternative fuels seems to be running toward Ethanol. In our present environmental and energy crisis, we applaud any effort to explore other methods to fuel America. First, the KDV is a pure light oil product - chemically equivalent to diesel fuel from fossil sources - derived from agro-waste and other waste refuse, meant to supply the myriad of diesel vehicles (and oncoming hybrid/diesel and total diesel cars). Ethanol is crop produced for the gasoline market, which eats directly into our food chain. The ‘ol’ stands for alcohol, and we need to keep in mind that alcohol steadily attracts water. Ethanol means that there is a high probability that water becomes also present in this fuel. Not a good thing. Many cars stop running due to water in the gasoline The gas you buy has an octane rating, which is the ability of the fuel to resist knock. Knock can tear an engine apart. However, alcohol can prevent an engine from running properly because of the water absorption. Ethanol is highly corrosive and can be used only in engines, specially prepared for this use. It can only transported in special tank lorries, as the corrosiveness prevents the use of pipelines. Another problem is the low energy contents, which is less than 60% of diesel, resulting in a loss of miles-per-gallon. All the time that alcohol sits inside the tanks at the gas station, in the case of E10 or E15, it is attracting water– especially in wet or cold weather. So, when you gas up– you are also putting water in your car along with the Alcohol in Gasoline. For Biodiesel, a number of disadvantages come to mind. Biodiesel is also derived from our food chain - why burn food, if we can use organic waste? For each one gallon of biodiesel processed one half pound of Glycerin is left, at first glance not even necessarily a bad thing. Glycerin is prime for soap and cosmetics. The KDV can actually take this refuse but it returns only 20% yield, meaning from 20 gallons of biodiesel refuse we can squeeze out another gallon of high-grade diesel. And with, for example, 1 million of biodiesel gallons, 500,000 pounds of glycerin would be on the market. There is only so much soap you can manufactur. The oversupply of glycerol is already quite noticable and several producers have started to burn it - not a good idea, considering its low energy contents. The overhang of glycerol will be an ongoing problem for the biodiesel industry. KDV targets the world’s trash piles while Biodiesel consumes food. Feedstock Availability Huge virgin land masses are coming under cultivation to plant more corn; but United States does not posses the tangible land to support the coming need to support Ethanol. Remember, 4 billion gallons a day is the requirement. Agro-scientists are concerned about increased pesticide and fertilizer in the water runoff. Sugar cane in Brazil and the Caribbean increased in value along with the demand
in Malaysia, palm oil is in high demand after it’s discovery as a source for biofuel. Costs have also risen for soy and rapeseed to supply the biodiesel industry. Great amounts of energy are required to produce these alternative fuels; much of it derived from fossil crude. Securing Feedstock Many municipal authorities are so overwhelmed with this troublesome non-article of trade that they are desperately searching for a way to dispose of, or at the least, manage it. They abhor the idea of opening another landfill (millions of dollars). We come along and offer a solution to this mountain of trash and in the bargain, sell them back value-added diesel for their civic machines, like school buses, road vehicles and generators, snow plows, city transit, etc. This amounts to: E-Waste And given that electronic waste is the fastest growing component of the municipal waste stream, it's a problem that will loom larger in the future. However, this mounting source of plastic can be mitigated by growing numbers of KDV units. Non-Feedstock
Diesel Cars For those reminiscent with the sooty, smoke belching from older big-rig trucks and buses, or the foul smells from 1970s diesel cars, the question may come as a surprise. However today, modern diesel engine design like common-rail direct injection and soot filters, coupled with the much-cleaner types of diesel are increasingly available. Biodiesel, and now KDV diesel in particular, make diesel vehicles an agreeable, environmentally friendly choice. Diesel-hybrid-electrics would be an obvious, positive development. So why don't we see them?
The answer varies depending upon where you are. In most of the U.S., diesel fuel availability in most locations remains the old, dirty, high-sulfur variety. Therefore, a hybrid diesel actually wouldn't be a significant improvement in emissions. Alternative fuel pioneers are working to change the infrastructure to accommodate
the proposed new entrys of foreign diesel vehicles scheduled for 2007 and beyond. In 2006, low-sulfur regulations took effect and the situation may change drastically. In Europe, where advanced-technology ‘clean’ diesel autos are one-third to one-half of the auto scene and growing, some diesel automobile already get mileage roughly equivalent to hybrids. The irony is that diesel hybrids could be far more efficient and cleaner than any vehicle now on the market; and without any leaps in technology. The combination of modern, clean, diesel engines, Prius-style serial hybrid-electric systems, and vegetable or waste oil fuels, could provide sheer amazing mileage, cleaner air, and vastly reduced petroleum dependency. Comfortable, powerful sedans could get upwards of 80 miles per gallon and be carbon-neutral. Certainly, diesel hybrids are not impossible. Diesel-electric hybrid buses are now available and have been rolled out in (among other places) Seattle, Washington and Apeldoorn, in the Netherlands. As for autos, Ford, GM, and Daimler-Chrysler each built prototype diesel hybrids a few years ago, which reported mileage in the 70-80 mpg range. Nevertheless, the automakers opted not to mass produce them, as the cars could not meet strict air pollution rules while running on the sulfur-laden American imported diesel fuel. Combining the power of diesel engines with the efficiency of hybrid technologies
can have terrific payoffs. MIT's Laboratory for Energy and the Environment produced a study comparing total lifecycle energy efficiency and greenhouse emissions. This included use, production, fuel production, (and eventual disposal)
of idealized advanced internal combustion, hybrid, and fuel cell vehicles.
Diesel hybrids turned out to be much better than gasoline/gasoline-hybrid cars,
and highly competitive with the best hydrogen fuel cell systems (even assuming
an optimistic, accelerated vehicle fuel cell development). It is particularly notable now that the results in the MIT study were based on the assumption that the diesel fuel would be petroleum-based. One of the compelling aspects of diesel engines is their ability to run on biodiesel, a fuel which does not actually contain any petroleum - and from now on, that’s KDV diesel as well. European automakers are testing the water to see if American buyers might convert. Problems with soot and particulate matter have been solved (drive a BMW diesel or a Volkswagen TDI next time you’re in Europe). Stylish sedans – coupling the power of a diesel engine with extreme fuel efficiency better than anything coming out of Japan – dealers won't be able to keep them in stock. Municipal Solid Waste Municipal Solid Waste is a prime, and the most plentiful (and unwanted) feedstock in our society. It consists of a variety of material, after recycling out metal, glass, and rocks, that potentially has high-energy return. (see the graph re: feedstock) While the sorted & dried organic materials of Municipal Solid Waste have been processed successfully at the German R&D facility, the present concern is the pre-processing. Metal contained in the MSW mixture is removed by magnets and electrical eddy currents. Moisture contents can be reduced through various methods. We are partnering with a company operating in Europe, which has 6 large plants for this purpose. The chunkiness of the material has to be shredded to a raisin-size consistency and applied to the thru-put. While this is conceivable, the tremendous amount is a focus of consideration at the moment. However, we are confident that this is a completely do-able process and just the dovetailing between diverse processes, vetted by continued testing, needs to go through fine-tuning. Plants in operation Marketing The remaining commodity is accumulated in our storage tanks and eventually consigned to a fuel broker who will get it to the general public. Long Range Outlay
Environment if produced from regrowth material, the finalized fuel is carbon neutral has a higher energy balance, therefore more efficient labor. The ULSD fuel powering the working engines deposit less particulate in the air than the normal fossilized #2 diesel they used previously. The availability of this pure fuel will allow citizens to buy and drive efficient diesel and diesel hybrid cars, also lessening the impact on the air and increasing the effect on imported fossil crude. Health wise, its’ Ultra-Low Sulfur results in significantly reduced smell, smoke,
and respiratory ailments, and ultimately, abridged atmospheric pollution. Industry Evaluation top Miraculously, the faster we push it, eventually to .89mach, the more suction is created, and it somehow lifts the monster off the ground! Now here’s the freaky part; this speed, coupled with the suction will haul this mass of aluminum, metal and people with their luggage and peanuts to 43,000ft way up there! Further more, we are going to start the experiment at noon today. By 3 o’clock, the
contraption will float down and drop onto another partial highway, depositing all
those overweight folks off in New York. The Future
Potentials
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