What is E15 anyway?

What EPA is really looking at is a hike in its approval of ethanol-blended fuels for conventional vehicles from E10, which can actually range from about 7% ethanol to 13% ethanol depending on its storage, to a maximum 15% ethanol blend. A hike to E15 would actually mean a hike of up to 17% or more, according to marketwatchers.
It is important to distinguish between a 15% ethanol blend, which product safety tester Underwriters Laboratories has approved for fuel pumps now in use, and what is known as E15, said John Drengenberg, UL's consumer safety director.

"Any legacy (fuel) dispenser could, without any real consequences...be used up to 15%, but not E15," he said in an interview. While E15 is "roughly 15%" ethanol, he said, the actual level can be anywhere from E12 to "E17 or more" depending on its storage. The concern is that the higher level could pose a corrosion issue.

UL is "comfortable" with up to 15% ethanol in UL-listed dispensers, said Drengenberg, noting it is up to local authorities in each state to approve the use of a blend above UL-certified E10. This could pose a problem to petroleum marketers who may have a 15% blend accepted in some states but not in others. "They may very well have problems...one (state) may accept it and one may not," said Drengenberg.

Petroleum marketers say EPA's study of a 15% ethanol-gasoline blend, kicked off by a waiver request from ethanol lobbyists as a way to create more demand, will focus on engine issues without considering possible corrosion in fuel dispensers.

"It is true that we look at the impact on vehicles, their emissions, and durability for purposes of the waiver request because that is the criteria set in statute under which the terms of a waiver request is evaluated," said EPA spokeswoman Catherine Milbourn in an e-mail. "We are aware that as a practical issue infrastructure is something that will have to be dealt with."

One key issue for the Petroleum Marketers Association of America is a lack of UL certification that fuel dispensers now in use can handle 15% blends. So-called legacy dispensers are certified by UL for up to E10.

Retail sales of a 15% ethanol blend without UL certification "would likely void equipment warranties and cause reluctance among insurers and tank fund managers to pay out claims in the event of a release," said PMAA. "The lack of a UL certification would also run afoul of local fire marshal regulations that prohibit nonconforming uses of existing storage and dispensing equipment."

In addition, "wary consumers are likely to demand the continued availability of E10 blends in order to protect vehicle warranties and prevent damage to marine engines and small consumer power equipment products, thus increasing the likelihood of liability lawsuits against petroleum marketers in the event of misfuelings," said PMAA.

UL has not officially certified ethanol blends above E10 for legacy fuel dispensers, since it has not been asked to do so by a dispenser manufacturer, according to Drengenberg. A new certification above E10 for legacy pumps is "highly unlikely" since at this point dispensers would have to be pulled out of the ground, he said.

"We need the dispenser manufacturer to come to us," Drengenberg said, adding it was possible that legacy dispensers could eventually be replaced with new dispensers that are UL certified for up to E85.
UL has, however, officially stated that ethanol blends up to 15% will not harm pumps. The company decided to evaluate a higher ethanol blend in UL-listed pumps after talks with government officials and industry indicated mid-level blends were being considered for conventional vehicles, said Drengenberg. UL announced its findings in February, saying 15% blends did not pose a "significant incremental risk of damage" to the pumps.

Ethanol lobbyist Growth Energy and 54 ethanol manufacturers submitted the ethanol waiver request to EPA on March 6. EPA must make a decision within 270 days of receipt, which is December 1.

Growth Energy has said the 10% ethanol "cap" set by EPA's E10 authorization for conventional vehicles threatens to restrict expansion of US biofuels infrastructure, capacity and ultimately the targets set by the Renewable Fuel Standard.