June 19, 2007
Fuel Degradation In Storage - Are You Prepared?
By Ralph E. Lewis Power Research Inc.

Today as I write, I am sitting just two blocks from the Atlantic Ocean in our Fort Lauderdale, Florida office, atop a 10-story high rise on the Gulf-Intracoastal Waterway.  This has me thinking.  The tenants of our beach-front high rises, vulnerable to devastating storm surge, have no idea that the emergency services they'll depend upon may not be available--all because of a simple oversight.  That neglected item is fuel.  The service technicians that work on back-up generator systems tell us that about 70 percent of engine failures are fuel-related.  I'm not surprised.  Given a little heat, moisture and time, the oxidative process takes over quickly on today's stored fuels, creating gum, resin and varnish--cholesterol for a major engine coronary and power shut down.

surprising number of engineers responsible for maintaining back-up power supplies for telephone companies, public utilities, hospitals, high rise apartments and condominiums are unaware that fresh fuel can go bad in just a matter of weeks.  But you don't have to be left in the dark.

Have your own power generation source for one.  Then make absolutely sure your fuel supply is in good condition.  To ensure that fuel quality will be good for years requires only a few basic steps.

The problem begins with today's modern fuels.  These so-called "clean" fuels typically deteriorate at much faster rates than fuels made 20 years ago.  While all fuels suffer from the problem, most at risk are the EPA mandated reformulated gasolines (RFG) that contain oxygenate additives, derivatives of methyl alcohol and ethyl alcohol.  We've seen gasoline have shelf life as little as a month--particularly if it is subjected to heat and moisture.

Diesel fuels fare a little better, but not much.  Most all diesel fuel, including the EPA's mandated low sulfur version, has shelf life of from 3-to-6 months.  Again, this varies widely.  Recently we tracked a diesel fuel produced at a refinery in Texas to its final destination in Florida.  When tested at the refinery the same day it was produced, the fuel barely met the specification for stability.  After being stored, pumped into a coastal tanker, offloaded at Port Everglades, stored again, delivered to the fuel jobber, and finally to the customer, 23 days had passed.  Again the fuel was tested.  This "fresh" fuel now tested out of "spec."

In part, this has to do with new processing techniques developed by refiners in recent years.  While the new refining methods are more efficient, producing more gasoline per barrel of crude, these fuels are often far less stable than the conventional "straight run" fuels we had before.

To make matters worse, the quality of the crude oil feedstock going into the refinery changes daily with each shipment.  Processing equipment must be precisely adjusted to these varying qualities, but it doesn't always happen.   This neglect results in poorly processed, less stable fuels.  One oil company survey indicates that at least 50 percent of the gasoline sold today is substandard.

Oxygenated fuels are also less fuel efficient, giving a minimum drop in fuel economy of 3 percent (if you believe the major oil companie--much higher if you listen to those among us who are fuel misers and check mpg regularly.)  Additionally, there is strong evidence that these fuels pose dire health and environmental consequences.  Public interest groups have assembled a large amount of data on the damaging effects of oxygenated fuels.

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June 19, 2007
Biodiesel Builds Bridges (& more) to Meet Destiny in Construction Industry
Worker health, reduced emissions behind the switch to cleaner-burning fuel

JEFFERSON CITY, Mo.– It? a destination resort billed as the largest facility of its kind to be powered by renewable energy sources. This construction site is different than most the smell of french fries hangs in the air. Biodiesel-powered construction equipment is oneway Destiny USA, in Syracuse, New York, is fulfilling its destiny to operate the construction site and new facilities without the use of fossil fuels.

Increasingly, construction companies and others are realizing the health, environmental and energy security benefits of using cleaner-burning biodiesel in construction equipment.

?ith the Destiny USA project, we will stop talking about our dependence on fossil fuels and instead demonstrate how we can earn our independence, said Robert J. Congel, founder of Destiny USA. ?his project will prove the viability of using 100 percent biofuel in all types of equipment, and will educate and challenge other developers in New York and around the country to adopt similar environmentally friendly approaches.?/font>

Destiny USA will be a showcase for the world? most advance technologies and services. Destiny began using lower blends of biodiesel, and is in the process of switching all 18 excavation and site work vehicles to B100. Through the duration of the construction, it is expected that nearly 100 different construction vehicles will run on biodiesel, consuming over 10,000 gallons of B100 per month for the next 6-8 months.

As the construction industry begins moving toward implementation of the Environmental Protection Agency? (EPA) low-sulfur regulations scheduled to go into effect in 2010, the industry increasingly recognizes biodiesel as part of today? solution. Because biodiesel can help replace lubricating properties lost in the sulfur removal process, it? a natural choice. And, it has the added benefits of being cleaner burning, domestically produced and renewable.

The Union of Concerned Scientists (UCS) recently released a report that identified construction equipment as one of the largest sources of diesel pollution in California. The report found that in 2005, pollution from construction equipment in California was responsible for an estimated 1,132 premature deaths, nearly 183,000 lost work-days and 1,086 hospitalizations, resulting in an annual cost of $9.1 billion.

Don Anair, UCS Clean Vehicles Engineer, says biodiesel has an important role to play in helping to clean up construction sites. ?efueling with cleaner alternatives like biodiesel combined with other particulate controls is an excellent solution for reducing harmful diesel exhaust particulates from construction and off-road diesel equipment, said Anair.

Other construction users of biodiesel include Earthwise Excavation of Snohomish, Washington (Northeast of Seattle); Turner Construction Company in Washington State; The Tennessee Department of Transportation; The Cherokee Boys Club, in Cherokee, North Carolina; Manatt?, Inc., based in Brooklyn, Iowa; North Bay Construction in Petaluma, California report to read more about all of these organizations, and hear what they have to say about biodiesel.

In 2006, biodiesel production reached 250 million gallons ?hree times the 75 million gallons produced just one year earlier. There are 148 plants operating today, each one adding sorely needed fuel refining capacity in America.

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March 21, 2007
Cummins Approves B20 Biodiesel Blends for Engines
National Biodiesel Board Applauds Cummins for Biodiesel Support

JEFFERSON CITY, Mo.– Biodiesel supporters have another reason to cheer as Cummins Inc. today announced approval of the use of a 20% blend of biodiesel (B20) in many of its engines. The B20 approval is for 2002 and later emissions-compliant ISX, ISM, ISL, ISC and ISB engines, including recently released 2007 products. The announcement provides Cummins customers greater support when using B20. The engines approved for B20 are used to power a wide range of vehicles including medium and heavy duty trucks, motor homes, school buses, fire and emergency vehicles, and urban buses and shuttles. The announcement is likely to help Cummins grow its truck engine market share by meeting consumer demand through B20 support. “Cummins’ announcement is a major milestone for diesel equipment-maker acceptance of biodiesel,” said Steve Howell, National Biodiesel Board (NBB) Technical Director. “Cummins is among the leaders in the on-highway truck engine market. As knowledgeable consumers add ‘support for B20’ in their purchasing decisions for diesel vehicles, the smart companies are taking advantage of that and issuing B20 support as a way to capture this growing sentiment for using fuels we don’t have to import.” Cummins decided to upgrade its previous position on the use of biodiesel fuel, which limited the recommended use to B5, for three key reasons:

• The American Society of Testing Materials specification ASTM D 6751 now includes an important stability specification for B100 biodiesel.
• The availability of quality fuels from BQ-9000 Certified Marketers and Accredited Producers is growing rapidly.
• Cummins has completed the necessary testing and evaluations to ensure that customers can reliably operate their equipment with confidence using high quality B20 fuel.

“We have completed exhaustive analysis and test evaluations which enable Cummins to provide the necessary guidance and information to our customers for the proper and successful use of this fuel in our engine,” said Edward Lyford-Pike, Chief Engineer - Advanced Alternative Fuel Programs, in a Cummins news release. “This will enable our customers to have a choice that includes renewable fuel.”

The popularity and use of biodiesel fuel continues to climb. Cummins officials say the company will continue its efforts to ensure that future products will be compatible with biodiesel fuels, and will continue to participate in industry efforts aimed at the development of consistent quality throughout the biodiesel industry.

All major Original Equipment Manufacturers (OEMs) support B5 and lower blends, provided they are made with biodiesel meeting ASTM D 6751, the existing ASTM standard for pure biodiesel (B100). Use of blends higher than B5 will not necessarily void existing warranties. A growing number of OEMs are also recommending or requiring that users purchase biodiesel from BQ-9000 certified companies. BQ-9000 is the biodiesel industry’s quality control program for biodiesel producers and marketers.

Headquartered in Columbus, Indiana, Cummins serves customers in more than 160 countries through its network of 550 company-owned and independent distributor facilities and more than 5,000 dealer locations. Cummins reported net income of $715 million on sales of $11.4 billion in 2006.

Click here for details of the Cummins B20 approval. This material sponsored by the USDA Biodiesel Education Program.

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March 21, 2007
National Trucking Company’s Biodiesel Study Shows Positive Results
First-of-its-kind study shows reduced maintenance costs, positive cold performance

LOUISVILLE, Ky. –Dale Decker is a third-generation trucker in the family business, which started in 1931 with one Model B Ford truck. Since then, the Fort Dodge, Iowa-based Decker Truck Line has grown to more than 700 trucks and more than 1,400 trailers, with nine terminals in five states. Dale Decker found out about biodiesel several years ago. The more he learned, the more he wanted to try it. “I appreciate the fact that biodiesel provides support for American farmers as a home grown fuel,” said Decker, who is Industry & Government Relations Director for Decker Truck Line, Inc. He also said the added lubricity that biodiesel provides would help meet fuel lubricity requirements when used with the newly mandated Ultra Low Sulfur Diesel (ULSD). Decker Truck Line, Inc. is the first major trucking company to compare a soy biodiesel B20 blend to regular diesel in a comprehensive over-the-road test covering two million miles. Announced last fall, the “Two Million Mile Haul” has covered 350,000 miles towards the goal. Partners released interim results today at the Mid-America Trucking Show. In addition to Decker, partners in the Two Million Mile Haul include the Iowa Soybean Association, National Biodiesel Board (NBB), U.S. Department of Agriculture, Iowa Central Community College and Renewable Energy Group. Decker says so far, so good. In fact, he has seen substantial benefits. “What we’ve observed so far is great performance in the particularly cold winter we just experienced, and reduced maintenance and engine wear benefits that equal or outweigh the slightly higher cost of the biodiesel blend,” he said. Decker Truck Line is using B20 biodiesel (20% biodiesel, 80% petroleum diesel) in 20 of the company’s trucks, running from its terminal in Fort Dodge, Iowa to either Chicago or Minneapolis. The trucks are Peterbilt 379s, 388s, and 389s, with mostly flatbed trailers. All trucks have Caterpillar C13 or C15 engines built to EPA 2004 and EPA 2007 emissions levels. According to Decker, observations during the study, including oil analysis results, have shown:

• Cleaner engine oil
• Positive impact on engine wear
• Decreased maintenance due to increased lubricity
• No cold weather issues – even with temperatures in the teens and single digits.

Caterpillar is also following the results of the study and conducting further analysis on the effects of biodiesel. In addition to Caterpillar, many trucking companies, independent truckers, government agencies and other Original Equipment Manufacturers are interested in the ongoing results. Decker Truck Line and Iowa Central Community College have developed a Web site to show results: www.2millionmilehaul.com . Iowa Central collects and analyzes the data that is downloaded from the Qualcomm system in each truck. Data includes miles per gallon, total miles, idle time, max speed, average speed, and more.

Although some parts of the country have had an unusually cold winter, the 20 biodiesel trucks have had no issues with gelling or performance due to biodiesel. Decker Truck Line attributes this to the work that it has done with NBB in finding high-quality fuel that is properly handled and treated to help biodiesel perform in cold weather.

“We are pleased that Decker Tuck Line has taken on this project to test biodiesel in real-world conditions,” said Tom Verry, Director of Outreach and Development for NBB. “This over-the-road study of biodiesel will help trucking companies and independent truckers gain a better understanding of the effect of biodiesel on their fleet.”

Decker Truck Line experienced issues with fuel filter clogging that were due to self-blending of the fuel as opposed to using professionally-blended fuel. Decker Truck Line hopes that its experiences will help other trucking firms and independent truckers avoid the same pitfalls.

Until the two million miles are complete, conclusions about mileage and efficiency are not available. Tests so far are within the margin of error and are influenced by driving styles. Decker Truck Line and Iowa Central are working to stabilize factors to get quantifiable data on mileage and efficiency.

Biodiesel is a renewable diesel fuel that is made from domestic resources such as soybean oil or other domestic fats and vegetable oils. It can be used in any diesel engine at a B20 blend or lower, with few or no modifications. Biodiesel significantly cuts harmful environmental emissions. Today, more than 700 major fleets use biodiesel commercially, and more than 1,100 retail filling stations, half of which are truck accessible, make various blends available to the public.

For more information about biodiese, visit biodiesel.org. This material sponsored by the USDA Biodiesel Education Program.

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March 19, 2007
NextEnergy Biodiesel Summit Sets Goals For Biodiesel Research
Engine Durability Testing and Fuel Quality Monitoring High on List of Priorities

DETROIT, Mich. – Manufacturers, policy makers, regulators and biodiesel industry representatives met on Monday, March 12, for a Biodiesel Summit to identify and remove barriers to widespread acceptance of biodiesel blends of up to 20 percent by volume (B20) by engine and vehicle manufacturers. DaimlerChrysler, a sponsor of the B20 Summit, challenged the group to come up with a viable fuel standard for the B20 finished blend. "Biodiesel represents a huge opportunity to address some of our nation’s toughest energy, environmental and economic challenges,” said Deborah Morrissett, DaimlerChrysler’s VP of Regulatory Affairs. “We know this is the right thing to do – so the goal now is to develop a national B20 standard that can be universally applied to all diesel vehicles, both on road and in production, to confidently support higher blends of biodiesel such as B20.” A major step towards full B20 support is finalization of a defined B20 American Society for Testing and Materials (ASTM) specification. The ASTM B20 specification moved closer to reality in recent months when the group approved new limits in ASTM D 6751, the existing standard for pure (B100) biodiesel, for oxidation stability and other parameters needed for 2007/2010 diesel engines. “The B100 standard has been designed so that it is protective of B20 and lower blends,” said Steve Howell, NBB Technical Director and Chairman of the ASTM Task Force on biodiesel standards, “but regulators need us to approve a finished blend standard to hold people to, and engine makers need something they can design to.” The multi-industry Biodiesel Summit group met at the NextEnergy Center, Michigan’s alternative and renewable energy business incubator, located in Detroit’s TechTown district. 

Beyond the final approval of the B20 finished fuel standard, participants identified several areas that need additional study and funding to bolster full B20 support, including:

• Long-term effects of B20 on emissions control and after-treatment devices
• Long-term engine durability testing
• Greater fuel quality monitoring efforts to ensure the fuel standards are being met.

“If we want to increase our economic competitiveness, strengthen energy security and help protect the environment, we have to provide customers with more clean, domestically-produced energy options,” said Jim Croce, NextEnergy CEO. “Biodiesel has the most immediate potential to succeed. It’s sustainable, renewable and doesn’t require new invention."

The biodiesel industry is already looking to the future with the next generation of biodiesel. “Our goals for next generation biodiesel are to optimize biodiesel’s fatty acid profile for cold flow and stability, optimize agriculture for higher production of oils and fats from traditional crops, and to develop non-traditional additional crops like micro-algae for biodiesel, or even crops that can be grown on marginal land or using brownfield sites,” said Donnell Rehagen, NBB Chief Operations Officer, who spoke at the summit.

“In my 40-plus years as an agricultural scientist and administrator, I have never experienced such exciting times in agriculture,” said Gale Buchanan, USDA Under Secretary for Research, Education and Economics. “The era of bioenergy and bioproducts is clearly agriculture’s “Grand Challenge” for the 21st Century.”

All major OEMs support B5 and lower blends, provided they are made with biodiesel meeting ASTM D 6751, the existing ASTM standard for pure biodiesel (B100). Use of blends higher than B5 will not necessarily void existing warranties. A growing number of OEMs are also recommending that users purchase biodiesel from BQ-9000 certified companies. BQ-9000 is the biodiesel industry’s quality program for biodiesel producers and marketers.

While full B20 support is the goal, several auto and equipment manufacturers have recognized that the market may not be willing to wait years for it to happen. DaimlerChrysler was the first auto manufacturer to approve the use of B20 by government, military and commercial fleet customers in its 2007 model year Dodge Ram pickup truck. New Holland has also approved the use of B20 in all of its equipment using New Holland engines, becoming the first OEM to announce full formal support for B20 in the engines it produces.

Biodiesel is a renewable diesel fuel that is made from domestic resources such as soybean oil or other domestic fats and vegetable oils. B20 and lower blends can be used in any diesel engine with no modifications. Biodiesel significantly cuts harmful environmental emissions, promotes greater energy independence, and boosts our economy.

Additional commentary on the Biodiesel Summit and the importance of biodiesel will be available to media over the next several days on the DaimlerChrysler blog at www.TheFirehouse.biz

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March 14, 2007
Lincoln & Coleman Introduce Bill to Extend Biodiesel Tax Incentive to 2017
NBB applauds legislation needed for long-term industry growth.

JEFFERSON CITY, Mo.– The National Biodiesel Board (NBB) praised Senators Blanche Lincoln (D-AR) and Norm Coleman (R-MN) for introducing legislation today to extend the federal excise tax credit and income tax credit for biodiesel to 2017. If adopted, the legislation would continue the era of growth in the biodiesel industry that similar Lincoln-sponsored legislation launched when it became law in 2004.

“Senator Lincoln is again blazing trails for biodiesel to boost America’s energy security, economy and the environment, including climate change,” said NBB Chief Executive Officer Joe Jobe who was in Washington, D.C. for the bill’s introduction. “Extending the tax incentive gives confidence for continued biodiesel industry growth.”

On Oct. 10, 2004, Congress passed the original biodiesel tax incentive as part of legislation known as the American JOBS Creation Act of 2004. In that year, the U.S. biodiesel industry had 22 plants with a capacity to produce 157 million gallons of fuel. The tax incentive gave the industry confidence to invest. Today, the industry has added significant new energy-producing capabilities to the nation. Biodiesel producers have grown more than 4-fold, with 105 plants capable of producing 864 million gallons of biodiesel in locations from coast to coast.

“Our American agricultural producers and domestic companies have demonstrated their commitment to energy independence through the production of renewable fuels like biodiesel,” Sen. Lincoln said. “It’s time for Congress to follow its initial work and make the necessary investment for continued progress and development. I look forward to working with advocates of alternative energy sources like the National Biodiesel Board towards our shared goal of promoting greater production of renewable fuels.”

“Biodiesel is central to our efforts to free America from our dangerous dependence on foreign oil,” Sen. Coleman said. “By passing the long-term extension of the biodiesel tax credit contained in this bill, we can help ensure that production of this critical renewable fuel continues to grow. In Minnesota, the only state in the nation with a 2 percent biodiesel standard, we know that renewable fuels mean cleaner air and water, lower prices at the pump, and more jobs. With three biodiesel plants on line in Minnesota, we need certainty with these tax credits in order to build upon the progress we are already making.”

Senators Lincoln and Chuck Grassley (R-IA) as well as Representatives Earl Pomeroy (D-ND) and Kenny Hulshof (R-MO) have championed the biodiesel tax incentive. Structured as a federal excise tax credit, the incentive makes biodiesel more cost competitive for consumers in taxable markets, such as the trucking industry, and tax-exempt markets, like school districts. The tax credit took effect in 2005 and is currently set to expire in 2008.

Public opinion research shows that 82% of Americans – a wide majority – support a federal tax incentive for biodiesel. They view energy security as the number one reason to support the growth of biodiesel, but also cite health, environmental and economic benefits.

Biodiesel’s economic benefits are documented by a study that the NBB released in November. According to the economic analysis by John M. Urbanchuk of LECG, the aggregate economic benefits of biodiesel include:

• America’sbiodiesel industry will add $24 billion to the U.S. economy between 2005 and 2015, assuming biodiesel growth reaches 650 million gallons of annual production by 2015.
• Biodiesel production will create a projected 39,102 new jobs in all sectors of the economy.
• Additional tax revenues from biodiesel production will more than pay for the federal tax incentives provided to the industry. It will keep $13.6 billion in America that would otherwise be spent on foreign oil. This total impact of biodiesel on the economy includes the temporary impacts of construction, the permanent impacts of annual production and the direct value of biodiesel and co-products (glycerin).

Since the tax incentive took effect, biodiesel availability has increased. More than 1000 pumps offer biodiesel across the nation today, about 500 of which are truck-accessible. About 1,800 petroleum distributors carry biodiesel blends.

For more information about biodiesel, visit Biodiesel.org.

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November 14, 2006
New Study Shows Biodiesel Will Add $24 Billion to U.S. Economy
Biodiesel Creates Jobs, Adds to U.S. Treasury, Boosts Farm and Rural Income.

WASHINGTON - Legend has it that nearly 200 years ago, finding impressive apple trees in Defiance, Ohio, Johnny Appleseed established a nursery business in the rural community.

Today, he would still find apple trees, but he would also find a blooming biodiesel plant. American Ag Fuels is growing its annual biodiesel production from 2 million to 5 million gallons. By the time the plant completes the expansion next March, it will have nearly 20 full-time and eight part-time employees, in addition to boosting business for the local contractors who are involved in the construction.

It's just one example of how the growing biodiesel industry is feeding the U.S. economy through job creation, tax revenues and farm income. "We decided to expand because frankly we've had trouble keeping up with demand", says American Ag Fuels President Steve Lankenau.

The National Biodiesel Board today released a new economic study that shows how biodiesel plants are a boon to the U.S. economy as they sprout up across the nation. According to the economic analysis by John M. Urbanchuk of LECG and funded by the soybean check off through the United Soybean Board, the aggregate economic benefits of biodiesel include:

• America's biodiesel industry will add $24 billion to the U.S. economy between 2005 and 2015, assuming biodiesel growth reaches 650 million gallons of annual production by 2015.
• Biodiesel production will create a projected 39,102 new jobs in all sectors of the economy.
• Additional tax revenues from biodiesel production will more than pay for the federal tax incentives provided to the industry. It will keep $13.6 billion in America that would otherwise be spent on foreign oil. This total impact of biodiesel on the economy includes the temporary impacts of construction, the permanent impacts of annual production and the direct value of biodiesel and co-products (glycerin).
  

"Because these plants buy local goods and local services, the second and third-round employment-generating impacts are really significant", Urbanchuk said. "You're looking at a fairly substantial employment-generating impact. Most of these jobs are going to be located in rural communities, and you can't overstate the impact of the biofuels' industry on these rural economies."

The study finds that if 498 of the 650 million gallons of estimated biodiesel demand in 2015 is produced from soybean oil, farmer-level soybean prices will increase nearly 10 percent. Using the U.S. Department of Agriculture's 2006 Long-Term Baseline forecast for soybean prices as a starting point, farmers can expect increased biodiesel demand to increase average soybean prices $0.58 per bushel by 2015.

American Ag's Lankenau says his plant's expansion will be worthwhile investment for his business, and for his community.

"I have to believe that 80 percent of dollars we've spent stay within 150 miles of here", he said, adding that of all the businesses he's run, this is the most fulfilling. "I drive my diesel pickup through our rural area where I see soybeans growing, and it makes me feel good about what I do."

There are 88 plants in the nation producing an estimated 200 - 250 million gallons of biodiesel in 2006. That's triple last year's production of 75 million gallons.

Additional information about biodiesel is available online at www.biodiesel.org. You may also view a summary of the economic study.

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November 14, 2006
Another Hollywood production: smog

UCLA report says the movie and TV industry is a major generator of Southland pollution. An economist cautions that more rules may drive filming out of state.
By Janet Wilson, Times Staff Writer

Hollywood is creating a film of a different kind over Greater Los Angeles: smog, soot and greenhouse gases, according to a UCLA report due out today.

The report found that the film and television industry emits a whopping 140,000 tons a year of ozone and diesel particulate pollutant emissions from trucks, generators, special effects earthquakes and fires, demolition of sets with dynamite and other sources.

"Given the importance of the movie and TV industry in Southern California, we thought this was something the public should know," said Mary Nichols, head of the UCLA Institute of the Environment. Nichols, a law professor and past secretary of the California Resources Agency, said researchers found that although individual productions and studios are taking steps to minimize environmental damage, the industry's "structure and culture hamper the pace of improvements".

The report noted, for instance, that dozens of contractors with different practices work on a single set, making it tough to regulate.

Industry representatives reached late Monday said they had not seen the report, but said they were concerned about environmentally sound practices.

"Without having seen the report, it's very hard to respond to any specifics. This is an issue the film industry cares about, and many of our studios have individual programs aimed at recycling, preventing air pollution and conserving natural resources," said Kori Bernards, spokeswoman for the Motion Picture Assn. of America, based in Encino.

Bernards said the association and the Alliance of Motion Picture and Television Producers found in 2006 that their members had successfully kept 64% of studio sets and other industry waste out of landfills.

"We'll keep doing our part to make the environment pristine," she said.

The industry tops hotels, aerospace, and apparel and semiconductor manufacturing in traditional air pollutant emissions in Southern California, according to the study, initially prepared for the Integrated Waste Management Board, and is probably second only to petroleum refineries, for which comparable data were not available.
The entertainment industry ranks third in greenhouse gas emissions.

State air regulators and some who work with the industry said that diesel engines and fuels are already heavily regulated, and that permits are required for dust control on specific projects.

Still, "we're always looking at new research. It's certainly something were not going to ignore," said spokeswoman Gennet Paauwe of the California Air Resources Board, the state's lead air quality regulator. She said the agency works with other industries, imposing voluntary practices as well as traditional laws.

Jack Kyser, chief economist for the Los Angeles County Economic Development Corp., cautioned against additional regulation, saying it could drive movie and TV production elsewhere.

"There would be a risk because you have other states out there quite anxious to get a piece of the film industry," he said. "This would just be another nudge Â… if they impose some strict air quality regulations."

The entertainment industry generates a combined $29 billion in revenue and employs 252,000 people in the Greater Los Angeles region, Kyser said.

But he said that industrywide, better voluntary practices were a must for everything, including so-called star wagon trailers, remote set generators and caterers baking bread for huge casts.

"I think if you talk to the industry, they would be willing to make some moves to clean up," Kyser said.

"This is an industry that is very, very environmentally conscious.
This is just something they may not really be aware of."

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