Q&A: Inside ComEd’s Long-Running Biodiesel Program

In 2001, ComEd – a Chicago-based utility serving over 4 million customers across northern Illinois – became one of the first utilities in the Midwest to adopt biodiesel. Today, approximately 1,900 company vehicles run on biodiesel blends, ranging from B20 (for most of the year) to B11 (during the winter).

What led ComEd to launch a biodiesel program? What were some of the early challenges the utility encountered? What advice do they have for other fleet managers looking to make the shift?

UFP recently spoke with Les Faul, ComEd’s fleet operations manager, to dig into the lessons learned from their biodiesel journey. Here’s an edited version of our conversation.

UFP: What are the key reasons why ComEd transitioned to biodiesel?

Faul: We started our biodiesel journey in 2001, making us an early adopter, especially in this part of the country. Four things made the shift an easy decision. Number one, we’re in the middle of soybean country, so there are strong local ties. Additionally, Illinois had favorable tax credits at the time, which made it more cost-effective for us to operate biodiesel. Third, greenhouse gas emissions are lower with biodiesel. And fourth, as a power utility, we must conform to the [Energy Policy Act, or EPAct], and we can offset some of our credits using the same formula that the EPAct provides for anything B20 and above.

How quickly did you scale from pilot to fleetwide adoption?

It wasn’t a long journey. We brought in industry experts and local fuel blenders to learn about the different feedstocks – soy versus tallow – and the importance of BQ-9000 quality standards. By 2002, all our on-site fueling stations had been converted. By the time I came on board in 2004, every diesel vehicle in our fleet was already running on biodiesel.

What lessons did you learn in those early years?

One of the biggest lessons learned is that biodiesel is somewhat of a solvent. And if you don’t prep your in-ground tanks correctly, it will break loose any sludge and contamination and eventually wind up in the filters.

Now, how did we know?

Well, that first turnover – I wouldn’t say it crippled the site, but it was definitely one of those things like, “What are we doing here?” until we figured it out. Once we pulled some filters, saw what was happening and talked to some experts, from that point on it was very easy. We’re going to turn over the site, drain the tanks, have them professionally cleaned and then introduce the new product.

How do you manage biodiesel during Chicago’s extreme winters?

We were running along great with B20 year-round until the diesel engines became more refined.

What forced us to make a course correction was when Ford introduced the 6.4-liter diesel engine [2008 model year]. It was a significantly different diesel engine than those used by Ford or any other company – the tolerances were tighter, and the filtering system had a higher micron rating. It also had screens that filtered out any water content.

So, when we had a deep freeze here in Chicago, many of our 6.4 diesel engines went down due to filter clogging, and it wasn’t waxing as you would typically expect it to. Biodiesel is naturally hygroscopic – it can absorb moisture from the air. And that moisture was clogging up the pre-filters on the Fords.

That experience forced us to develop a more regimented fuel program. Today we manage 19 fueling sites. As winter approaches, we gradually reduce tanks from B20 to about B11, which in Illinois exempts us from state sales tax. We also add No. 1 diesel and winter additives to improve cold flow. The key is to initiate this transition in September or October, depending on tank turnover, so that by mid-December, most vehicles are running a winter blend to reduce the risk of clogging.

What role does fuel testing play in your program?

Around October, we take samples from each site and send them to a lab. They test for biodiesel percentage, cold filter plug point, cloud point, moisture levels and overall winter operability. Our goal is to get fuel down to 50 parts per million or less of moisture – very dry – before the coldest months. Based on lab results, our fuel provider makes site-specific adjustments, like adding more No. 1 oil or winter additive.

How common is biodiesel adoption among your utility peers?

It varies. Some fleets run B5, others don’t use biodiesel in the winter at all. Incentives, climate and corporate goals all play a role. For us, it’s been a cost-effective way to reduce greenhouse gas emissions without a huge capital investment.

Are you exploring any new biodiesel technologies?

One we’re exploring right now is a biodiesel product called Mobil Diesel Efficient. It is touted as a very robust winter fuel. We ran a pilot this past winter at five of our sites, where we turned those tanks over before the winter. Even though we didn’t do any blending or adjustments, it ran very well throughout the winter, so we’re looking at that opportunity.

It’s always about evaluating and continuous improvement. You don’t want to sit back on your laurels and think you’ve got it figured out because, like what happened to us with that 6.4-liter diesel, you don’t know what’s coming down the pipeline.

What advice would you give fleet managers considering biodiesel?

I would say engaging with their local biodiesel board; they have a number of resources that they can bring to bear. Also, talk with other fleet managers who have gone through the process. I don’t want to say, “Learn from others’ mistakes,” but maybe learn from others’ experience. I don’t think anything that we’ve done has been a mistake, but it has been a learning process.