Federal Agencies in the
Western United States

Version: November 7, 2005

Biodiesel Technical Reference Guide

 

Back to the Technical Reference Guide Table of Contents.

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About this Technical Reference Guide

This Technical Reference Guide (Guide) has been compiled by the Federal Network for Sustainability, (FNS) in partnership with the West Coast Diesel Emissions Reductions Collaborative and the Far West Regional Laboratory Consortium in an effort to reduce diesel exhaust emissions along the West Coast and achieve compliance with federal requirements for use of alternative fuels. While many types of alternative fuels are available, this Guide focuses on biodiesel and is intended for use by federal agencies.

The Guide provides links to current technical information, provides case studies from federal agencies and installations currently using biodiesel, and provides information on how and where federal agencies can purchase biodiesel. A 'Biodiesel Wizard' will help the user navigate quickly through the Guide. (Note: the Biodiesel Wizard is optimized for use with Internet Explorer.)

Great efforts have been made to ensure the accuracy of the information referenced in this material; however, information contained in the Guide is subject to change. The user is encouraged to contact their individual agency procurement officers to obtain instructions which may be required for their specific agency.

 

Chapter 1: Introduction to Biodiesel

 

1.1 What Is Biodiesel?

Biodiesel is a domestic, renewable fuel for diesel engines derived from feedstocks such as recycled cooking oils, virgin vegetable oils, and/or animal fats. This renewable fuel can be used in any diesel engine (trucks, buses, marine vessels, locomotives, stationary power generators, etc.) as well as in boilers and is biodegradable, carbon neutral, sustainable, non-toxic and easy to handle.

Biodiesel is NOT the same as straight vegetable oil or unprocessed, used cooking oil.

 

Although some people may use the term “biodiesel” to refer to a blend of the pure renewable fuel with petroleum diesel, in this Guide “biodiesel” will refer strictly to the pure fuel before blending with petroleum diesel fuel. Biodiesel blends are usually denoted by “BXX” with “XX” representing the percentage of biodiesel contained in the blend (i.e. B20 is 20% biodiesel and 80% petroleum diesel).

Pure biodiesel (B100) and biodiesel blends (BXX) may be used in any compression-ignition engine that is already designed to be operated on diesel fuel. This may include diesel-powered cars, trucks, tractors, boats and electrical generators. Essentially no engine modifications are necessary, especially in newer equipment. Note that pure B100 can lead to a 5-10% reduction in fuel efficiency, but most commonly available biodiesel blends maintain the general payload capacity and range of petroleum diesel. By displacing petroleum diesel, biodiesel can offer significant environmental, economic and social benefits. Biodiesel reduces harmful air emissions associated with petroleum diesel, prevents waste cooking oil from filling up our landfills and wastewater treatment plants, and provides economic support to local restaurants, farmers and entrepreneurs.

 

1.2 Biodiesel Blends - and Use with Ultra Low Sulfur Diesel

Biodiesel can be easily splash-blended with petroleum diesel with no special chemicals or equipment necessary, although it is important that adequate “splashing” occur to achieve a homogenous blend. The most commonly used form of biodiesel in the United States is a blend of 20% biodiesel with 80% petroleum diesel, referred to as B20. Recently, however, Minnesota became the first state to require that all diesel fuel sold in the state be at least 2% biodiesel (B2) by 2005. In several European countries, regular diesel sold typically contains 5% biodiesel made primarily from rapeseed (canola) oil. Download the U.S. Department of Energy’s biodiesel blends fact sheet (PDF 268 KB). Download Acrobat Reader.

Reminder: Diesel fuel is a middle distillate fuel designed (per ASTM D975) for diesel engines. Biodiesel is a substitute for diesel according to the ASTM D975 standard.

 

1.3 Technical Specifications

A standard (ASTM D6751) has been developed by the American Society for Testing and Materials to ensure consistent biodiesel quality for consumers. This ASTM standard covers B100. No ASTM standard has been developed for biodiesel blends. For federal agencies, however, the U.S. General Service Administration (GSA) has produced a document that provides technical information on B20, requiring biodiesel meeting ASTM D6751 to be blended with diesel fuel meeting ASTM D 975. The GSA commercial item description for B20 can be found at: http://assist.daps.dla.mil/docimages/0004/29/73/AA59693.PD0.

Note that the ASTM documents are for sale only, but summaries are available for free on their website.

Detailed Requirements for Biodiesel (B100) A
Property	Test Method B	Limits	Units
Flash Point (closed cup)	D 93	130.0 min	°C
Water and sediment	D 2709	0.050 max	% volume
Kinematic viscosity, 40°C	D 445	1.9-6.0 C	mm 2/s
Sulfated ash	D 874	0.020 max	% mass
Sulfur D	D 5453	0.05 max	% mass
Copper strip corrosion	D 130	No.3 max
Cetane number	D 613	47 min
Cloud point	D 2500	Report E	°C
Carbon residue F	D 4530	0.050 max	% mass
Acid number	D 664	0.80 max	mg KOH/g
Free glycerin	D 6584	0.020	% mass
Total glycerin	D 6584	0.240	% mass
Phosphorus content	D 4951	0.001 max	% mass
Distillation temperature, Atmospheric equivalent temperature, 90 % recovered	D 1160	360 max	°C
A. To meet special operating conditions, modifications of individual limiting requirements may be agreed upon between purchaser, seller, and manufacturer.
B. The test methods indicated are the approved referee methods.
C. The 6.0 mm 2/s upper viscosity limit is higher than petrodiesel and should be taken into consideration when blending.
D. Other sulfur limits can apply in selected areas in the United States and in other countries.
E. The cloud point of biodiesel is generally higher than petrodiesel and should be taken into consideration when blending.
F. Carbon residue shall be run on the 100 % sample.

Biodiesel is registered as a fuel and fuel additive with the Environmental Protection Agency (EPA), and is the only alternative fuel to pass the Tier I and Tier II health effects testing for the Clean Air Act. The Departments of Transportation and Energy both recognize biodiesel as an alternative fuel. As an alternative fuel, biodiesel can be used to comply with the mandates of the Energy Policy Act (EPAct) of 1992 and 2005.

References:

U.S. Department of Energy, Energy Efficiency and Renewable Energy - Biodiesel site
U.S. Environmental Protection Agency’s Office of Transportation and Air Quality
Puget Sound Clean Cities Alternative Fuels
Union of Concerned Scientists: Clean Vehicles Biodiesel FAQ
National Biodiesel Board: Biodiesel Basics

 

1.4 Biodiesel Production

The information below is provided courtesy of the U.S. Department of Energy’s Energy Efficiency and Renewable Energy Office.

Biodiesel fuel can be made from both new and used vegetable oils and/or animal fats. Biodiesel is made through a chemical process called transesterification whereby the fats and oils react with an alcohol (such as methanol, or ethanol which is renewable and safer to handle than methanol). The process leaves behind two products -- methyl or ethyl esters (depending on which alcohol is used) and glycerin (a byproduct that may be used in soaps, pharmaceuticals, cosmetics and other products).

Biodiesel can be produced by a variety of transesterification technologies. The oils and fats are filtered and preprocessed to remove water and contaminants. The pretreated oils and fats are then mixed with an alcohol and a catalyst (usually lye, or sodium hydroxide). The oil molecules (triglycerides) are broken apart and reformed into methylesters (or ethylesters if ethanol is used) and glycerol, which are then separated from each other and purified.

Biodiesel can be easily produced from used cooking oil picked up from restaurants and hotels across the country. There are significant cost benefits and waste reduction advantages to using waste cooking oil. The best type of used cooking oil are from fryers (especially tempura or french fries), but waste from grease traps can also be used.

There is enough feedstock from used cooking oil and virgin vegetable oils to supply 1.9 billion gallons of biodiesel annually (under policies designed to encourage biodiesel use). This represents roughly 5% of on-road diesel used in the United States. The European Union’s target for transportation fuels to come from biofuels, primarily through the use of biodiesel, is to raise the share of biofuels in the transport fuel market to 2% by December 2005, and to 5.75% by December 2010.

For more information on this subject, go to the National Renewable Energy Laboratory's Biomass Oil Analysis: Research Needs and Recommendations Technical Report (PDF 1.3 MB).

Also, see the Biodiesel Production fact sheet (PDF 35 KB) developed by the National Biodiesel Board. (Source: http://www.eere.energy.gov/afdc/altfuel/bio_made.html)

 

Chapter 2: What Are the Legal Requirements and Incentives for Federal Agencies to Use Biodiesel?

Biodiesel may provide the perfect solution for federal agencies to comply with any number of different federal mandates to prevent and reduce pollution, diversify fuel source and to increase energy efficiency and sustainability. At the same time, the incentives for learning more about biodiesel and for using it are plentiful. One excellent starting place to learn about federal mandates and incentives related to biodiesel is the Department of Energy (DOE) website:

• Federal Incentives and Laws
• Federal Fleet Requirements

The scope of the DOE site covers all alternative fuels, not only biodiesel. The following sections in this Guide highlight legal mandates and incentives for federal agencies which pertain specifically to biodiesel.

 

2.1 Legal Mandates

Federal agencies may choose to rely on biodiesel to comply with several federal legal mandates. The most important federal mandates which may lead agencies to rely on biodiesel are the Energy Policy Acts of 1992 and 2005, Executive Orders 13149 and 13101, the Farm Security and Rural Investment Act of 2002, and the Resource Conservation and Recovery Act of 1976.

Energy Policy Acts of 1992 and 2005

The Energy Policy Act of 1992 (EPAct), P.L. 102-486, was passed by Congress to reduce our nation's dependence on imported petroleum by requiring certain fleets to acquire alternative fuel vehicles, which are capable of operating on non-petroleum fuels. Under the EPAct, the purchase and use of 450 gallons of biodiesel (B100, or 2,250 gallons of B20) per year is considered the equivalent of acquiring one alternative fueled vehicle. Agencies are allowed to meet up to 50% of their annual requirement with biodiesel. You may learn more details about how B20 can be used to meet the requirements of EPAct by visiting DOE’s EPAct website at http://www.eere.doe.gov/vehiclesandfuels/epact/federal and the Defense Energy Support Center’s tutorial on EPAct, which may be found at http://www.desc.dla.mil/DCM/Files/EPActTutorial.ppt.

The Energy Policy Act of 2005 was passed by Congress and signed into law in August 2005. This law includes provisions that will impact federal fleets. DOE is in the process of reviewing the relevant provisions, and will develop guidance to help fleets understand and comply with these new requirements. The full language of the Act is over 500 pages, but sections of the bill or a summary of the Energy Policy Act provisions are also available.

Executive Orders: 13149 and 13101

The April 21, 2000 Executive Order 13149 “Greening the Government Through Federal Fleet and Transportation Efficiency” directs federal agencies to exercise “leadership in the reduction of petroleum consumption through improvements in fleet fuel efficiency and the use of alternative fuel vehicles (AFVs) and alternative fuels.” Consistent with the EPAct, the E.O. requires agencies operating more than 20 vehicles to reduce their fleets' annual petroleum consumption by 20 percent below 1999 levels by the end of 2005. E.O. 13149 requires agencies to develop compliance strategies, one component of which may be use of biodiesel. For an excellent overview of EPAct and E.O. 13149, see http://www.eere.energy.gov/vehiclesandfuels/epact/federal.

The September 14, 1998 Executive Order 13101 “Greening the Government through Waste Prevention, Recycling, and Federal Acquisition” directs federal agencies to “incorporate waste prevention and recycling in the agency's daily operations and work to increase and expand markets for recovered materials through greater Federal Government preference and demand for such products.”

Farm Security and Rural Investment Act of 2002

Section 9002 of the Farm Security and Rural Investment Act of 2002 (FSRIA), P.L. 107-171 requires federal agencies to give preference to certain biobased products for purchasing decisions involving more than $10,000. See 7 U.S.C. § 8012. On July 5, 2005, the U.S. Department of Agriculture (USDA) proposed including biodiesel among a list of items to be afforded the federal procurement preference under Section 9002. See 70 Fed.Reg. 38612.

In its proposed notice of rulemaking, the USDA noted, “According to the Department of Energy (DOE) estimates of diesel fuel purchases for Federal fleet usage, there is a significant market opportunity for biobased diesel fuel additives. Therefore, designation of diesel fuel additives will promote the use of biobased products, furthering the objectives of this program.” See Id., at 38618.

Resource Conservation and Recovery Act of 1976

Section 6002 of the Resource Conservation and Recovery Act (RCRA) requires federal agencies to procure items composed of the highest percentage of recovered materials practicable. Furthermore, agencies shall use their technical capability to use energy or fuels derived from waste as a primary or supplementary fuel. This section of RCRA applies to any agency purchase totaling $10,000 or more. For more information, visit: http://www.ornl.gov/adm/ornlp2/sec6002.htm.

Office of Federal Environmental Executive (OFEE)

The Federal Environmental Executive (FEE) is currently tracking the federal government’s progress in meeting its environmental and energy mandates. The FEE has issued a report entitled “Leading By Example: A Report to the President on Federal Energy and Environmental Management,” which outlines the government’s initial progress in meeting these responsibilities. The Report may be found at http://www.ofee.gov/whats/leadingbyexample.pdf and noted the following regarding biodiesel:

• In fiscal year 2000, federal agencies consumed 1.4 million gasoline gallon equivalents of alternative fuels (replacing gasoline and regular diesel), but only 8 percent of this was through biodiesel.
• Reliance on alternative fuels increased six-fold in 2001 over 2000 levels, in part as a result of E.O. 13149. The FEE also attributed this increase to the fact that GSA started allowing biodiesel to be used in GSA-leased diesel equipment in fiscal year 2001.
• In fiscal year 2002, the Defense Energy Support Center sold over 500,000 gallons of biodiesel to federal fleets.

 

2.2 Other Legal Considerations

Federal agencies should be aware that switching to biodiesel does not necessarily relieve them of having to meet existing environmental rules and regulations. For example, facilities relying on non-petroleum based fuels such as biodiesel are still required to have Spill Prevention, Control and Countermeasure (SPCC) plans under the Oil Pollution Act and the Clean Water Act, even though biodiesel is completely biodegradable and less toxic than table salt. The purpose of these plans is to create a joint federal and state oil spill planning framework to minimize the potential for discharges. EPA issued a revised final rule regarding SPCC plans on July 17, 2002. Under the rule, the definition of “oil” includes “… fats, oils, or greases of animal, fish, or marine mammal origin; vegetable oils, including oils from seeds, nuts, fruits, or kernels.” Although EPA created a new Subpart C to address biobased fuels, the rule still requires SPCC Plans from facilities using these types of oils. For more information about EPA’s new SPCC rule, see http://www.epa.gov/oilspill/spccrule.htm.

For a copy of the final rule, Oil Pollution Prevention and Response; Non-Transportation Related Onshore and Offshore Facilities, go to http://www.epa.gov/oilspill/pdfs/40cfr112.pdf.

For entities subject to California Air Resources Board (CARB) regulations, specifically CARB’s Airborne Toxic Control Measures (ATCM) to reduce particulate matter (PM) emissions from compression ignition/diesel engines the following shall be noted: entities currently using biodiesel to meet the federal mandates discussed above may have to stop using biodiesel upon rule implementation as biodiesel is in most instances not approved for use with emission controls verified under CARB’s Diesel Emissions Control Strategies Verification Program (DECSVP). CARB staff is working with PM emission control equipment manufacturers to verify their equipment with biodiesel. Furthermore, CARB’s Biodiesel Working Group is working with the industry to develop American Society for Testing and Materials (ASTM) approved methods for fuel specifications.

Please see CARB websites for additional information:

• http://www.arb.ca.gov/diesel/dieselrrp.htm
• http://www.arb.ca.gov/diesel/verdev/verdev.htm
• http://www.arb.ca.gov/fuels/diesel/altdiesel/altdiesel.htm

 

2.3 Incentives

Many statutes Congress has passed in recent years have promoted increased reliance on biodiesel through economic incentives and educational programs, which may be of interest to west coast federal agencies.

Energy Policy Act of 2005

In the most recently passed Energy Policy Act of 2005, many sections pertain to the use of biofuels and alternative fuels in general. From funds for the installation of alternative fuel infrastructure to biodiesel for school buses to the development, demonstration and commercial application for biofuels, the legislation supports the growth of the biodiesel industry. For example, Section 1344 extends the Tax Credit for biodiesel through 2008 ($1.00 per gallon of agri-biodiesel and $0.50 for biodiesel from waste cooking oils). Section 941 amends the Biomass Research and Development Act of 2000 to specifically include “biobased fuels” and “biobased products” in the program and to include the development of technologies necessary for commercial production of biobased fuels as an objective. For more information: Biofuel summary document of 2005 Energy Policy Act.

Diesel Emissions Reduction Act of 2005

Furthermore, the Diesel Emissions Reduction Act of 2005 establishes national and state-level grant and loan programs to reduce diesel emissions nation-wide. The West Coast Collaborative is a partnership between government, private sector and environmental groups. The goal of the Collaborative is to leverage these federal funds to reduce emissions from the polluting diesel sources in the most affected communities and to improve air quality and public health. The West Coast Collaborative has provided funds to some branches of the federal agency to begin using biodiesel. More information about the West Coast Collaborative and current projects can be found at http://www.westcoastdiesel.org.

Other sources of funding may include:

National Clean Diesel Campaign: Grants and Funding webpage
Energy Efficiency and Renewable Energy (EERE): State & Federal Incentives & Laws
California Air Resources Board: Carl Moyer Memorial Air Quality Standards Attainment Grants, Incentives for Heavy-Duty Engines

For facilities interested in recycling used cooking oil to make biodiesel, there are funds available under several initiatives to reduce and reuse our nation’s resources.

Resource Conservation Challenge Grant

In 2005, the EPA has proposed a Resource Conservation Challenge Grant Program with total funding estimated at $100,000 to be distributed in 12 expected awards with a ceiling of $20,000 each. Applications were due July 20, 2005. The New England Office of Pollution Prevention is offering the grant to 1) provide education and outreach, 2) to stimulate market development for materials difficult to recycle or reuse, 3) to incorporate source reduction, recycling, and waste reduction into EPA initiatives, and 4) to integrate source reduction, pollution prevention, and waste reduction concepts in environmental programs. Although the deadline for 2005 has passed, go to EPA's website for more information on the program: http://www.epa.gov/epaoswer/osw/conserve.

Resource Conservation Fund

The purpose of this fund is to give money to cooperative agreements that will promote recycling, solid waste reduction, product stewardship, reuse and composting, market development and job creation, education and outreach, or the procurement of postconsumer recycled content products. States, tribes, territories, multi-state/tribal organizations are all eligible. For more information, or to apply: http://yosemite.epa.gov/r9/fsfc.nsf/58cc78776e5e186b8825641b006a9bd8/33aa0e676b8c90cf88256bc8007cbc29!OpenDocument.

OSWER Innovation Pilots

The EPA’s Office of Solid Waste and Emergency Response (OSWER) initiated a series of innovative pilots to test new ideas and strategies for environmental and public health protection. Money has been set aside to fund creative approaches to waste minimization, energy recovery, recycling and homeland security that may be replicated across various sectors. Two biodiesel projects have been funded thus far. For more information or to apply, visit: http://www.epa.gov/oswer/iwg/pilots.

Furthermore, the Office of Federal Environmental Executives White Housing Closing the Circle (CTC) Awards program recognizes federal employees and facilities for efforts which result in significant contributions to the environment. The awards focus on waste prevention, recycling and green purchasing activities under E.O. 13101. For more information about the program and to nominate a federal agency or individual, visit: http://www.ofee.gov/ctc/ctc.htm.

 

Chapter 3: What Are the Advantages of Using Biodiesel Fuels to Federal Agencies?

 

3.1 Benefits To the Environment and Public Health

The environmental benefits of biodiesel include significantly lower emissions of carbon monoxide (CO), hydrocarbons (HC) and particulate matter (PM) compared to petroleum diesel fuel. Emissions also contain far lower levels of the toxic contaminants typically associated with diesel fuel. Life-cycle reductions in carbon dioxide are also significant. In addition, biodiesel has only trace amounts of sulfur, resulting in significant reductions in sulfur dioxide (SO 2) emissions, which contribute to the development of acid rain. Emission reductions are achieved without the need for additional emissions control equipment. Biodiesel is compatible, however, with many pollution devices installed in new diesel engines or after-market equipment, such as particulate filters. For more information on the health impacts of diesel emissions, see http://westcoastdiesel.org/health.htm. Note that there is some uncertainty about the impact of biodiesel on NOx emissions, which will be covered in Chapter 4.

 

Since biodiesel is biodegradable and non-toxic, it poses minimal concerns related to soil and water contamination. The production and use of biodiesel also results in 96% less hazardous waste than petroleum diesel (0.018 versus 0.41 g/bhp-hr, which is the amount of hazardous waste generated per unit of work done by the engine). Of this, 70% of the hazardous waste from the biodiesel life cycle comes from agricultural operations, but this is due primarily to assumptions that petroleum diesel or gasoline is used in farming operations. Biodiesel can result in more non-hazardous waste than petroleum diesel, most of which results from the crushing stage of the life cycle in which the feedstock, such as soybeans, is crushed to remove the oils. Note that the percentage of biodiesel used in a blend will affect the extent of these environmental and public health benefits, with higher percentages of biodiesel corresponding to larger benefits.

For more information about the environmental and public health benefits of biodiesel, go to the National Biodiesel Board's Environmental Benefits Fact Sheet. The U.S. Department of Energy's Energy Efficiency and Renewable Energy Office also has an informative page on the environmental benefits of biofuels.

 

3.2 Reduces Problems With Waste Fat and Oils

Due to improper disposal, used cooking oils from restaurants, hotels and rendering facilities has become a major problem for many wastewater treatment facilities in the United States today. It represents a significant storm water runoff and groundwater pollution threat, by blocking drains and pipes across the country. In 2001, the U.S. Environmental Protection Agency sued the City of Los Angeles for 2,000 sewer spills, of which 40% were caused by fat. In cities across the country, fat, oil and grease are plugging up our critical sewer pipes and affecting the performance of wastewater treatment works. Currently, restaurants and hotels generate approximately 1 billion gallons of waste cooking oil per year nation-wide.

The most frequently utilized methods for re-use of waste cooking oil (i.e. animal feed) are not optimum for this waste product since it is marginally profitable and neglects the proven energy recovery potential of using waste oil as a biodiesel production feedstock. Even though biodiesel may also be produced from virgin vegetable oil, there are significant benefits to using waste cooking oil or trap grease instead. Converting used cooking oil and trap grease into biodiesel enables us to divert waste from our landfills and wastewater treatment plants, and capture additional energy and value that would otherwise be thrown away.

More information can be found on the U.S. EPA’s Resource Conservation Challenge website: http://www.epa.gov/epaoswer/osw/conserve.

Also check out the California Fats, Oils, and Grease Work Group at http://www.calfog.org.

 

3.3 Ease of Use: Immediate and Seamless Transition to a Cleaner Burning Fleet

Just like petroleum diesel, biodiesel operates in combustion-ignition engines with little or no engine modifications necessary. This means that owners of conventional diesel engines and motors may begin using biodiesel immediately. Non-fuel related warranty issues should not be affected by biodiesel use.

Furthermore, biodiesel also does not require special storage. In fact, in its pure form or in blends, biodiesel can be stored wherever petroleum diesel is stored. Acceptable storage tank materials include aluminum, steel, fluorinated polyethylene, fluorinated polypropylene and teflon. Copper, brass, lead, tin, and zinc should be avoided. Biodiesel handles like conventional diesel and uses the same infrastructure for transport (i.e. tankers or containers), storage and use.

Some temporary upfront issues to be aware of:

Biodiesel is a solvent that can degrade rubber and remove build-up inside the fuel system. If using a high percent biodiesel blend (i.e. B100), check that gaskets and seals in equipment are not made of rubber, but teflon instead. Equipment made after 1994, generally does not include rubber parts. Also be sure to inspect and replace fuel filters often if the engines previously used regular diesel since they may be clogged with sediment removed by biodiesel’s solvent properties. (Learn more in Section 4.4.)

Also, like petroleum diesel, biodiesel should generally not be stored for more than six months. Some warm humid climates (such as in Savannah, Georgia) have experienced problems with bacteria growth. Biocides may be used to inhibit growth of bacteria in biodiesel.

 

3.4 Biodiesel is Safer to Handle Than Petroleum Diesel

The flashpoint (temperature at which the fuel ignites) for biodiesel B100, is a minimum of 260 degree compared to 125 degrees Fahrenheit for regular No. 2 diesel. Furthermore, biodiesel is biodegradable and non-toxic. This makes biodiesel one of the safest fuels to use, handle and store. 

 

3.5 Homeland Security

The potential energy security benefit can be significant, since using biodiesel displaces traditional fossil fuels. This contributes to energy security by reducing our need to purchase petroleum fuels from unstable regions of the world. According to the National Renewable Energy Laboratory, “with renewable energy, we can decrease our dependency on foreign oil imports. The U.S. Department of Energy (DOE) estimates that if we displace 10% of our petroleum use for transportation with biofuels, which are produced from organic material, we could save about $15 billion over 10 years. A 20% displacement could save us about $50 billion. This would strengthen our energy security, as well as our economic and national security.” In remarks made in May, 2005 at the Virginia Biodiesel Refinery, President George W. Bush stated: “Biodiesel is one of our nation's most promising alternative fuel sources. And by developing biodiesel, you're making this country less dependent on foreign sources of oil.”

 

3.6 Local Economic Benefits

Most renewable energy investments are spent on materials and workmanship to build and maintain the facilities, rather than on costly energy imports. Renewable energy investments are usually spent within the United States, frequently in the same state. This means your energy dollars stay home to create jobs and fuel local economies, rather than going overseas (http://www.nrel.gov/clean_energy/reimportant.html).

Biodiesel produced from waste grease supports local restaurant businesses by reducing costs related to used cooking oil disposal. Using this waste grease also helps communities by keeping sewers running and avoiding costly maintenance caused by clogged pipelines. The use of biodiesel from virgin vegetable oils can also help local farmers by creating demand for the crops they grow.

For more information, go to the National Biodiesel Board’s Farmer Use Factsheet. The National Renewable Energy Laboratory also has an informative webpage about Jobs and the Economy.

 

3.7 Least-Cost Alternative Fuel Meeting EPAct Compliance

According to the National Biodiesel Board’s Fact Sheet for Regulated Fleets: “When reviewing the high costs associated with other alternative fuel systems, many fleet managers have determined that biodiesel is their least-cost-strategy for complying with state and federal regulations. Although biodiesel blends typically cost more than diesel fuel, use of biodiesel does not require major engine modifications, only minor changes to maintenance (i.e. changing fuel filters and cleaning fuel storage tanks). That means operators keep their fleets, their spare parts inventories (except perhaps increase the number of fuel filters on hand), their refueling stations and their skilled mechanics. The only thing that changes is improved air quality and safe-handling.”

EPAct requirements apply to light duty vehicles, and in meeting their alternative fueled vehicle (AFV) requirements, many agencies acquire flexible fuel vehicles (FFVs) which have a small or zero incremental cost as compared with conventional vehicles. Remember that biodiesel can be used to meet up to 50%, not 100%, of a federal agency’s EPAct alternative fuel vehicle requirement. Note, however, that biodiesel can also be used in diesel engines which are typically found in medium and heavy duty vehicles.

 

Chapter 4.0 What Are The Challenges to Using Biodiesel Fuels?

This section covers some challenges that could arise when using biodiesel, and presents solutions that are being used to address these challenges.

 

4.1 Limited Availability

One challenge to procuring and using biodiesel may simply be due to limited availability of the fuel. Furthermore, lack of familiarity with this fuel may make some managers reluctant to approve its usage, or expend the resources to understand and implement a procedure for its procurement and usage. Although these barriers are easily overcome, they do contribute to increased upfront costs to educate staff and implement new procedures.

Solution: Identify individuals in your organization who share your interest in procuring biodiesel and try to work along a path of least resistance. Educate those who may be initially hesitant. Also, consult with local and national organizations that are familiar with biodiesel and who can help to send you informational materials and support for your efforts.

 

4.2 Manufacturer’s Warranty Issues

According to the National Renewable Energy Laboratory, “manufacturers warrant their products against defects in materials and workmanship. In general, use of a particular fuel should have no effect on the materials and workmanship warranty.” Use of biodiesel should not “void the warranty,” as this may be prohibited by the Magnuson-Moss Warranty Act. Manufacturers are concerned that extensive use of biodiesel will result in increased numbers of warranty claims for what are actually problems caused by the fuel. Engine and vehicle manufacturers are generally comfortable with blends up to 5%.

Many engine original equipment manufacturers (OEMs) are acknowledging biodiesel use by stating their observations about harmful effects, or lack of effects, with various blends in their equipment. While manufacturers do not warrant the fuel itself, many have position statements and recommendations on biodiesel. Here are excerpts from some manufacturer's recent position statements on biodiesel:

Manufacturer	Position
EMA	Up to 5% biodiesel, must meet ASTM D6751
Caterpillar	Many engines approved for B100, others limited to B5. Must meet ASTM 6751
Cummins	All engines approved for up to 5% biodiesel, must meet ASTM D6751
Detroit Diesel	Approve up to 20% biodiesel. Must meet DDC specific diesel fuel specification
Ford	Up to 5% biodiesel, must meet both ASTM D6751 and EN 14214
General Motors	All engines approved for up to 5% biodiesel, must meet ASTM 6751
International	Approve up to 20% biodiesel, must meet ASTM D6751
DaimlerChrysler	5% biodiesel factory fill on all new 2005 Jeep Liberty Common Rail Diesel vehicles
John Deere	All engines approved for 5% biodiesel, must meet ASTM D6751 (Note: Recently announced 2% biodiesel factory fill on all new products leaving the factory)

 

Fuel Injection Equipment	Position
Bosch	Up to 5% biodiesel, must meet EN 14214
Delphi	Up to 5% biodiesel, must meet ASTM D6751
Stanadyne	Up to 20% biodiesel, must meet ASTM D6751

Solution: Consult with the original equipment manufacturer (OEM) and engine warranty statement before using biodiesel. Non-fuel related warranty issues should not be affected by biodiesel use. Make sure all biodiesel used meets ASTM D6751. One strategy would be to retain samples of fuel for future testing if problems arise, or to take samples if there are problems.

For more information, go to the National Biodiesel Board’s Standards and Warranties webpage.

 

4.3 Lack of Clarity on NOx Emissions Resulting from Biodiesel Use

While studies of biodiesel tailpipe emissions show reductions of emissions of particulate matter, carbon monoxide, and hydrocarbons, there is some uncertainty over the direction of the trend for NOx. Bob McCormick of the National Renewable Energy Labs says, “There are insufficient data, and insufficiently representative data, to draw any conclusions regarding the average effect of biodiesel on NOx emissions, even directionally.” For more information on the subject, see this power point presentation by Bob McCormick: http://www.nrel.gov/vehiclesandfuels/npbf/pdfs/38296.pdf.

Some studies have shown an increase in NOx with biodiesel use. For example, an analysis of available data suggests that the feedstock type has an impact on NOx emissions.

 

	B20	B100
Total PM	-6%	-30%
HC	-19%	-95%
CO	-10%	-50%
NOx	3%	13%
SOx	-20%	-100%
n-PAH	-18%	-90%
PAH -- range	-10% to -17%	-50% to -85%
PAH -- average	-13%	-80%

The ozone (smog) forming potential of biodiesel hydrocarbons is less than petroleum diesel fuel. The ozone forming potential of the speciated hydrocarbon emissions is 50% less than that measured for diesel fuel. More information about this can be found on the National Biodiesel Board's Biodiesel Emissions Fact Sheet.

Solution: If possible, you should perform your own emissions test to verify if NOx emissions decrease or increase. If NOx emissions are a concern, the use of additives or oxidative converters may be used to decrease the emissions. More research is happening in this area.

Learn more about how the University of Nevada at Reno is seeking to reduce NOx emissions through a pre-production process.

 

4.4 Degradation of Rubber Parts

Pure biodiesel (B100) is not compatible with natural rubber, which may sometimes be found in pre-1994 vehicles. Because biodiesel functions as a solvent, it can degrade natural rubber hoses and gaskets. This is not usually a problem with B20 and lower percentage biodiesel blends. Biodiesel may also deteriorate polyurethane foam materials.

Fortunately, the recent switch to low-sulfur diesel fuel has caused most Original Equipment Manufacturers (OEMs) to switch to components that are also suitable for use with biodiesel. In general, biodiesel used in pure form can soften and degrade certain types of elastomers and natural rubber compounds over time. Using high percent blends can impact some fuel system components (mostly fuel hoses and fuel pump seals) that contain elastomer compounds incompatible with biodiesel, although the effect is lessened as the biodiesel blend level is decreased.

Additional information can be found in NREL’s 2004 Biodiesel Handling and Use Handbook http://www.nrel.gov/vehiclesandfuels/npbf/pdfs/tp36182.pdf.

Solution: For blends over B20, contact the original equipment manufacturer to determine if seals, hoses, and gaskets are compatible with the biodiesel blend being considered.

 

4.5 Higher Costs for Biodiesel Fuel

Pure biodiesel can cost more than conventional petroleum diesel. The difference in cost varies because of changes in the price of petroleum diesel, available tax incentives for biodiesel use, and other factors. With the price volatility of petroleum diesel, biodiesel may cost less, more, or the same as petroleum diesel.

Solution: If there is a price differential for biodiesel, additional funding for biodiesel projects may be solicited from the West Coast Collaborative, California Air Resources Board’s Carl Moyer Program, and the U.S. EPA. Note that there may be some reduced maintenance costs to equipment that may be calculated in the cost assessment. For more information about incentives, see Section 2.3.

 

4.6 Cold Climate Issues

Several cold weather locales have used biodiesel blends of B2 and B20 with few problems, while other users have reported issues with gelling of biodiesel in cold weather. According to the National Biodiesel Board’s Biodiesel Beats the Cold document: “Biodiesel can gel in very cold temperatures, just as the common petroleum diesel does. Blends of B20 and higher can be treated with standard flow-improvers – the same as most diesel fuel is treated in cold weather. Many people are not aware that cold flow improvers are already in most diesel during the winter.”

In contrast to the National Biodiesel Board’s position, the National Renewable Energy Laboratory states that “B100 found in the United States cannot be effectively managed with current cold flow additives like some petrodiesel or European rapeseed oil based biodiesel. The U.S. oils and fats contain too high a level of saturated compounds for most additives to be effective. Cold flow additive effectiveness can also change dramatically depending on the exact type of biodiesel and the processing it has undergone; much like the situation found with diesel fuel. Cold flow additives have been used much more successfully with biodiesel blends. There are efforts underway to design new additives specific for U.S.-based B100 and there are processes which serve to winterize biodiesel by removing some of the saturated compounds. At present the cost of these approaches makes them undesirable. As time goes on, and biodiesel volumes increase, expect to see more progress in this area.” More information can be found in their 2004 publication of the Biodiesel Handling and Use Guidelines.

 

Biodiesel Feedstock	B100 Cloud Point (oF)
Rapeseed	28
Soybean	32
Mustard seed	34
Coconut	41
Used hydrogenated soybean oil	45
Waste grease	48
Oil palm	55
Tallow	63

Note that a trade-off may exist between NOx emissions and cloud point (saturated fatty acids leads to freezing at higher temperatures, but less NOx).

Solution: In general, the same procedures and products that keep diesel from gelling can be applied to biodiesel too. According to Biodiesel America: “There are many ways to keep a diesel vehicle’s fuel system warm in winter. In fact, some diesel vehicles come stocked with cold weather equipment. There are six different methods to keep a diesel vehicle’s fuel system from gelling in the winter. The use of a block heater at night and a tank heater during the day has allowed biodiesel to be used in Yellowstone National Park down to -40 degrees F. The six methods for keeping a diesel fuel system operational in winter are:

• An engine block heater to keep the engine warm at night. This helps with starting on cold mornings.
• A fuel tank heater, which circulates coolant through a pipe in the fuel tank.
• An electric element fuel line heater, which heats the fuel at one point.
• A coolant-operated fuel heater, which uses hot coolant and a heat exchanger to heat a section of the fuel line.
• An electric fuel line heater. This is like an electric blanket for the fuel line, which extends from the fuel tank to the fuel filter.
• Winterizing agents and additives. Many of these additives only cost ¾ to 1 ½ cents per gallon and you only need them during the coldest months of the year.”

You may wish to consult with biodiesel users in your locale to inquire about their experiences. The National Park Service, in particular, may have experience with operating biodiesel in cold weather climates and may also have suggestions on the issue. See contact information in Chapter 5. For more general information, check out the Biodiesel Cold Weather Blending Study released by the National Renewable Energy Laboratory and the National Biodiesel Board. The National Biodiesel Board also has more information on their Biodiesel Beats the Cold press release and Cold Flow Impacts Fact Sheet.

 

4.7 Other Technical Considerations

When the Idaho National Laboratory began using B20 in several of the older vehicles in their diesel fleet, filter clogging problems were almost immediate and took around three cycles of filter changes before the lines and tank were cleaned out and the filters did not clog quickly. After a period of time, there have been few issues and the fuel is working out well.

Pure biodiesel (B100) has a solvent effect, which may release deposits accumulated on tank walls and pipes from previous diesel fuel use. With high blends of biodiesel, the release of deposits may clog filters initially and precautions should be taken to replace fuel filters until the petroleum build-up is eliminated. This issue is less prevalent with B20 blends and lower biodiesel blends. Problems with filter clogging can also be incident to the age of the vehicle. Vehicles that have been fueled with biodiesel since new have few problems while older vehicles will likely need several filter changes even with a low percentage blend such as B2 or B5.

A partially restricted fuel filter will usually pass enough fuel through to keep the engine running at idle or low speeds, but may starve the engine for fuel at higher speeds or loads. Check your fuel filter if your engine runs fine around town, but sputters and lacks power at highway speeds or when passing another vehicle.

Note that there is also the potential to clog filters in distribution equipment if an existing diesel storage tank is switched to biodiesel.

Solution: Be sure to replace fuel filters until the petroleum build-up is eliminated.

More information can also be found on the National Biodiesel Board’s Myths and Facts of Biodiesel.

 

Chapter 5: Who Already Is Using Biodiesel Fuels (examples and contacts)

We understand that the US military is one of the largest purchaser of biodiesel fuels in the State of California, approximating 40% of purchases. Civilian agencies are also purchasing biodiesel fuels. What follows are some examples of federal agencies who are using biodiesel fuels.

 

U.S. Naval Facilities Engineering Service Center (Port Hueneme, CA)

The U.S. Navy installed its first mini-refinery that converts used restaurant oil into biodiesel fuel. The project engineer, Kurt Buehler says that “if successful, mini-refineries could begin popping up on Navy bases across the country to help the military meet tougher smog rules.” The “mini-refinery” itself could fit into the back of a pickup truck, as well as on aircraft carriers for overseas missions, but the Navy has big plans for its little refinery. Collecting used cooking oil generated by restaurants on the base, the Naval Facilities Engineering Service Center (NFESC) and Biodiesel Industries, Inc. expect to demonstrate that the military can easily convert the used cooking oil into cleaner burning biodiesel fuel.

From Used Cooking Oil to Biodiesel Fuel

Read the entire article.

Read about the Navy’s Biodiesel Policy. (The U.S. Navy is the first branch of the Department of Defense to require the use of B20 in all of its non-tactical vehicles.)

Contact Kurt Buehler for more information (805) 982-4897, or kurt.buehler@navy.mil.

 

United States Postal Service (Nationwide)

In fiscal year 2004, the Postal Service used close to a million gallons of B20 biodiesel at sites across the country including New York, Michigan, Missouri, and Florida. Partly due to its biodiesel usage, the US Postal Service has met or exceeded its EPAct requirement for the past several years, often by ten percent or more.

Read the US Postal Service’s Closing the Circle nomination for Minimizing Petroleum Usage.

Contact Michael R. Barr for more information at (202) 257-7050, or michael.r.barr@usps.gov.

 

NASA (Ames Research Center, Mountain View, CA)

Several National Aeronautics and Space Administration (NASA) facilities use biodiesel including the NASA Ames Research Center. All diesel #2 use has been converted to 20 percent biodiesel (B20). This includes use in vehicles and diesel powered equipment, including remote power generators and pumps. Over a span of two years, since converting to B20, Ames has purchased over 63,000 gallons of B20.

For more information contact Ms. Christel VanArsdale at (650) 604-1175 or at Christel.I.VanArsdale@nasa.gov.

 

NASA (Glenn Research Center, Cleveland, OH)

At NASA’s Glenn Research Center in Cleveland, OH, all thirty six diesel vehicles, stationary diesel storage tanks and all equipment using the tanks, like generators, run on B20 biodiesel. One of the biggest concerns was fuel-line freezeup in Northeast Ohio’s winter weather, but the Glenn Research Center has experienced no cold weather related problems. The drivers say that vehicles run just as well on biodiesel, and some feel they run better.

Read more about Alternative Fuels at NASA Glenn Research Center.

For more information contact the Pollution Prevention (P2) Team at (216) 433-8441.

 

National Park Service (Nationwide)

Beginning with a pilot project at Yellowstone National Park in 1995, biodiesel use in the National Parks was expanded through the Green Energy Parks Program. Currently, 23 areas are using biodiesel or biodiesel blends on 675 pieces of equipment and vehicles.

For more information on which National Parks are using biodiesel, contact Terry Brennan at (202) 513-7207.

Read more about which National Parks are using biodiesel.

 

National Park Service, Denali and Katmai National Parks (Alaska)

In 2005, 1,000 gallons of biodiesel derived from fish oil powered a generator and trucks in Denali National Park. This Denali project is part of the Alaska Biodiesel Demonstration Project that has the potential to turn a byproduct of the Alaska seafood processing industry into a cleaner, lower priced fuel that creates local jobs.

Tim Hudson of Denali National Park leads the test of biodiesel in the Denali fleet. Using biodiesel in Denali equipment reduces emissions for the 300,000 people who visit the park each year, reduces clean up costs if fuel is spilled, uses a waste product to create fuel, and provides an opportunity to test the engine performance of biodiesel made from Alaskan fish oil. One of the Alaska Biodiesel Demonstration Project’s goals is to provide the information needed to develop viable biodiesel production capacity in Alaska. The Alaska Energy Authority, University of Alaska Fairbanks, Alaska Department of Environmental Conservation, and others are collaborating on the project.

For more information about biodiesel at Denali and Katmai National Parks, contact Tim Hudson at NPS at Tim_Hudson@nps.gov.

More about the Alaska Fish Oil Biodiesel Project.

 

National Park Service, Mt. Rainier National Park (Washington)

All heavy equipment and light duty vehicles are filled with B20 fuel utilizing a central storage and dispensing station located at Longmire, WA. All current fuel is supplied by DESC DLA, Defense Fuels. The fleet includes pick-up trucks, 1 ton trucks, 10 yard dump trucks, equipment tractors, snow plows, snow blowers, construction equipment, bulldozers, backhoes, loaders, excavators, fire trucks, and ambulances. The equipment is used in routine road maintenance and very heavy snow removal.

Two 90 kW generators (1979 and 1991 Caterpillar) are operated during the summer months, generally June through mid Sept, to supply electricity to Sunrise. The current blend consists of 50% (by volume) soy based biodiesel blended with low sulfur diesel fuel supplied by DESC. Both generators have been operating with biodiesel since June 2001. They are operated alternatively, one week at a time, 24 hrs/day. Pre-blended biodiesel is stored on site at Sunrise via a 5000 gallon storage tank which feeds both generators. In all applications around the Park, the park uses approximately 10,000 gallons of biodiesel fuels per year.

For more information contact Joel Rodriguez, Mount Rainier National Park, (360) 569-2211, x3330, Joel_Rodriguez@nps.gov.

 

McChord Air Force Base (Washington)

McChord AFB, home of the 62 Airlift Wing, has successfully initiated sustainable fuel applications on its military base. Low sulfur diesel is blended with 20% soybean-based biodiesel (B20) and made available for base personnel at all GOV service stations. B20 is used in all non-tactical vehicles at McChord AFB. Starting in Spring of 2003, B20 blended with ultra low sulfur diesel has been used as a heating fuel. Find more information in McChord Air Force Base's case study.

 

Air Force Installations (California)

Travis AFB – Travis Air Force base gas station includes a biodiesel pump. The base has not had any problems with this type of fuel, but one thing that has been noticed is that the filters in the dispensing pumps last only six months, as compared to one year for pumps dispensing regular diesel. Biodiesel fuels is obtained through DESC, and the installation has had no problems to report.

Edwards AFB – All diesel trucks on Edwards AFB use biodiesel; the base does not store or provide regular diesel any longer for government/GSA vehicles that use diesel. Biodiesel is supplied through DESC, and the installation has had no problems to report.

For more information on biodiesel use at California Air Force Installations, contact Jorge Sanchez (415) 977-8920, Jorge.Sanchez@brooks.af.mil.

 

Other Agencies

Idaho National Laboratory (INL), Idaho

INL is using a soy based B20 biodiesel in 79 over-the-road buses several heavy trucks and equipment. INL has also experimented with B50 and is still experimenting with cold weather application.

For more information, contact: Ernest L. Fossum, (208) 526-2513, Ernest.Fossum@inl.gov.

 

Chapter 6: How should federal agencies start buying and using biodiesel?

 

6.1 Recommended steps and approach

• Identify which equipment could begin using biodiesel. Biodiesel works in a variety of diesel engine types, ranging from passenger vehicles to trucks to marine vessels to locomotives to stationary generators. Work closely with your fleet managers and equipment engineers, and contact the original equipment manufacturers to see whether they have any guidelines or suggestions for using biodiesel in their equipment. Be aware that EPAct requirements allow biodiesel to be used in vehicles to help meet an agency’s requirement. Knowledge about your agency's existing compliance strategies can help you to select appropriate equipment. Biodiesel America FAQ may help with this determination.
• Develop a pilot project for biodiesel blend, like B20, in a single demonstration project. This allows agencies to be reassured of the benefits and ease of using biodiesel without having to make a large commitment. Many organizations have successfully used biodiesel with no problems. Feel free to contact the organizations detailed in case studies in the above section to hear first-hand accounts of their experiences.
• Buy biodiesel from the Defense Energy Support Center (DESC) or through one of your local suppliers. We strongly recommend that agencies work with DESC. If DESC cannot immediately procure the fuel for you, then you should at least get the specs from DESC and make sure you purchase biodiesel fuel that meets it. There have been problems reported with biodiesel use in federal fleets where the agency bought out of spec fuel. You should make sure that any biodiesel you purchase is in compliance with the ASTM standard for B100. Recall that like petroleum diesel, biodiesel should generally not be stored for more than six months.
• Use biodiesel fuel in your equipment like you normally use petroleum diesel. Keep extra fuel filters on hand, and be aware that rubber parts (i.e. fuel hoses and seals) may need to be replaced with synthetic equivalents that are resistant to oxygenated fuels, methanol and ethanol (i.e. fluroelastomer).
• Reach out to the many resources currently available to help you make your case for switching to biodiesel. Staff at the EPA, USDA, DOE, DESC and the National Biodiesel Board are useful resources to help you achieve your alternative fuel and sustainable government goals. Also check with local users about their experiences (City Department of Public Works, waste haulers, school districts, etc.) and learn from them their best practices. Take advantage of the outstanding information and expertise already out there.

 

6.2 Where to buy biodiesel on the West Coast (and nation-wide)?

The Defense Energy Support Center (DESC) aims to “provide the Department of Defense and other government agencies with comprehensive energy solutions in the most effective and economical manner possible.” Many civilian federal facilities may not realize that they can purchase biodiesel from the DESC.

To acquire alternative fuels from DESC, federal civilian agencies should submit requirements directly to the DESC while military groups should submit requirements to Services Energy Offices. The requirements document should include at a minimum:

• Location
• Current point of contact
• Projected annual usage (in gallons)
• Number and size of tanks
• Preferred method of delivery
• Frequency of deliveries

The DESC is able to purchase alternative fuels at the most economical price by consolidating requirements by geographic regions designated as Customer Organized Groups (COGs). Solicitation packages are prepared and advertised to potential suppliers. These solicitation packages inform suppliers of the terms and conditions for bidding, including fuel specifications, quality assurance provisions, quantity measurements, delivery requirements and points of contact. Suppliers then bid on the entire region or specific line items.

The quality of biodiesel is assured by Government Quality Activities. Contractors may be required to submit samples to a government laboratory and the government reserves the right to perform quality inspections at all times. Receiving locations should report delivery and quality problems to the contracting officer and quality problems to DESC’s Bulk Fuels Quality Operations Division (DESC-BQ).

The DESC is headquartered at Fort Belvoir, Virginia with two subordinate regional offices located in Houston, Texas (DESC Americas East) and in San Pedro, California (DESC Americas West).

Contact: For federal agencies on the West Coast, contact Contracting Officer Kathryn Riso (703) 767-9511 to begin purchasing biodiesel. She will help to walk you through the requirements and appropriate forms.

Also visit the DESC’s Alternative Fuels Information Station to learn more about their procurement process for biofuels. Under their Alternative Fuels Logistic Tutorial, you may also find additional contact information for the appropriate Contracting Officers for the Midwest, East Coast and Southern regions of the United States.

The National Biodiesel Board is the “national trade association representing the biodiesel industry as the coordinating body for research and development in the US. Its membership is comprised of state, national, and international feedstock and feedstock processor organizations, biodiesel suppliers, fuel marketers and distributors and technology providers.” They maintain a directory of biodiesel suppliers, distributors and retailers that only sell biodiesel meeting the national specification, ASTM D6751.

More information about how to buy biodiesel from one of their members can be found on their website at: http://www.biodiesel.org/buyingbiodiesel/guide/default.shtm.

Federal agencies can also ask their local fuel distributor to carry biodiesel. Petroleum distributors are increasingly making it available to their customers. Consider asking specifically for biodiesel produced from used cooking oil for added environmental and social benefits of diverting waste from landfills and wastewater treatment plants.

 

Please contact us if you have feedback or comments on this Technical Reference Guide.

Acknowledgements and Disclaimers for the Guide.