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Adam Maxon

Star Oilco heating oil delivery truck operating in snowy residential neighborhood
In-depth look at Biodiesel as a heating fuel 1024 768 Star Oilco

In-depth look at Biodiesel as a heating fuel

Can you Bio diesel as a Heating Oil Fuel?

In a recent study, the viability of biodiesel – also known as bioheat – and its use as a heating oil was examined.Star Oilco an experienced provider of BioDiesel Heating Oil

TL:DR Biodiesel up to B20 and beyond do not require equipment changes or settings. Home heating systems have used biodiesel since 2000 and have shown no significant issues compared to standard fuel.

The study reviews pump seal performance, metal interactions, burner combustion and even reviews in-the-field users of biodiesel.

Use of biodiesel reduces GHG (Greenhouse Gas) by 50% – 86% compared to petroleum diesel, according to NORA.

 

In a study from Brookhaven National Laboratory that was submitted to the National Oilheat Research Alliance (NORA), Dr Thomas A. Butcher and Rebecca Trojanowski studied the use of Biofuels in Heating Oil and any possible issues that could result from usage.

Biodiesel mixtures are labeled as B* where the * is the percentage of biodiesel. For example B20 would be 20% biodiesel and 80% petroleum diesel.

By breaking it down into 5 separate studies and a review of actual field use for nearly 20 years, they set out to evaluate the possible fail points of using B20 and higher heating oil blends.

Bio Diesel and Pump Seal Material Evaluation

From the start, the pump shaft seals were identified as the area with the most concern of failure. So, this is where the study began. They identified the most common seals in pumps for North America were nitrile material. The study then focused on this material.

For this part of the study, they took the nitrile material and immersed it in different biodiesel and No.2 fuel blends. They soaked these for 670 hours at 125 °F.  The samples were than checked to see if the hardness changed, looked at swelling, tensile strength, and compression deformation.

Results: There were no significant changes for the nitrite for fuels meeting ASTM standards. This includes biofuel up to B100. The one concern was fuel that had acid numbers above 2 could lead to accelerated degradation. B100 standards call for acid numbers 0.5 and below.

Biodiesel and the Evaluation of Oil Burner Pumps Under Operating Conditions

This second test also dealt with the same seals. The difference in this test was that the pumps were in continuous action. They set up 42 pumps to run for 11 months. A pump would run for 5 minutes and then turn off for a minute. This resulted in 80,000 on/off cycles in a period of 8,030 hours. During this time no leaks were observed in any of the pumps.

Result: There wasn’t any difference in degradation between using B0 and B20.

Exposure of "Yellow Metals" at low temperature with biodiesel

Copper fuel lines are installed in many older oil heating homes. This was due to lower cost and the fact they were easy to manipulate during installation. This could be a problem because No.2 fuel and biodiesel could accelerate the oxidative degradation of the fuels when exposed to copper.

This experiment consisted of using 10 inch tubes filled with different levels of biofuels: B0, B20, and B100. These would be stored at 70 °F  for 6 months in 3 types of tubes: stainless steel, old copper (a fuel line that had been in service for 30 years), and new copper. Most systems only would expose the copper pipes for a very limited time, so 6 months for any exposure is an extreme amount of time.

Results: An acid value of 2 was shown to degrade nitrile material in the earlier experiments. None of the fuel crossed this mark. The closest was B0 in the stainless steel. This fuel got to 1.5 from .04 (where all the fuel started). These tests were considered to represent summer shutdown of a heat-only boiler or furnace.

Exposure of "Yellow Metals" and biodiesel at high temperature

In addition to copper fuel lines, the other major source of yellow metal would be the brass nozzles. Most fuel isn’t in the nozzle long enough to cause any changes, but the fuel left unburned between firings is exposed to higher temperatures then those in the lines. It was decided to try and see if there was changes for this exposure.

The experiment was open top glass beakers with brass and stainless steel nozzles stored in B0, B20, and B100 levels of fuel. This setup was stored in an oven at 175 °F for a week.

Result: The result was a relatively small increase during this time. Even after the experiment was continued for another 4 weeks the numbers represented no significant differences.

Biodiesel Combustion Performance and Flame Sensor Response

The goal of this experiment is to evaluate the proper atomization and combustion performance of biodiesel blends in heating oil systems and to see if there was any issues with flame sensor operation and effectiveness.

The fuel for a home heating oil system requires the fuel to be pushed through a 10 micron filter and then pushed into a fire box at 100 – 150 psi and ignited. This is compared to a diesel engine that have a nominal pore size between 2 and 30 microns and then injected into the system at 20,000 psi.

According to the study, “In comparison to the… diesel engine, heating oil systems are open flame systems and excess air is used to ensure complete combustion. The amount of excess flue gas oxygen is generally between 3% and 6% excess O2 or 15% and 40% excess air to minimize smoke and ensure very low levels of carbon monoxide.” These are usually set by a technician and then re-checked on service calls every 1 or 2 years. “Since properly operating home heating oil systems burn the fuel completely in excess air and emissions are low… Due to this clean combustion, heating oil emissions are typically not measured or monitored, with the exception of smoke and CO.”

The testing was set up first for conventional No. 2 fuel and then adjusted for B100 fuel.

Result: Showed that B20 performed at the same level as regular No. 2 fuel and the bio blend could go all the way up to 50% before the need to adjust the airflow. So, the conclusion was that if the unit is running higher levels of biofuel, the air input needs to be adjust to optimize fuel combustion and reduce CO or smoke.

Review of Field Experience with BioDiesel Blends

Biodiesel blends have been used in the field for heating oil with some using B20 and above since 2005. Part of the study was reviewing customers that have been using B20 above. Of the surveyed providers, none reported a change of any burner or system components.

The report continues to talk about the levels of biofuel that was being used and the condition the fuel was in. Basically it was found that there was no difference from the standard petroleum only fuel.

Conclusion and results of BioDiesel study

  1. Fuels above a certain level of acid content can compromise seals, none of the bio blends reached this and they were statistically similar to petroleum only fuels.
  2. Long term cycling pump showed no leakages with biofuels.
  3. No impact on fuel stored in copper tubing at room temperature was found.
  4. No significant difference on fuel stored with copper at high temperatures and conventional No. 2 fuel.
  5. At higher than B50 concentrations it was found that the burner needed adjusted for best efficiency. B20 will operate at the same level as standard No. 2 fuel.
  6. Finally there appears no real difference in functional use of biofuel vs the use of No. 2 fuel.

So the good news, according to this report, is that if you want to use biodiesel up to B50 there appears no difference in settings or maintenance. As long as a reputable dealer that uses biodiesel that uses ASTM D675 for its B100.

Using biodiesel blends for heating oil reduces greenhouse gases. For more information on this see the NORA report.

B20 Biodiesel Heating oil provider

How to order biofuel as your home heating oil.

Every question Star Oilco has been asked about Heating Oil.

If you want to know a little it more about Bio-fuels and what feedstocks can be used.

 

Lush farmland with homes and rolling hills in rural Oregon
Farm diesel and gasoline fueling delivery service 1024 417 Star Oilco

Farm diesel and gasoline fueling delivery service

Fueling of a Farm Tank with a Star Oilco Truck.

Diesel and Gasoline Rural Fuel Delivery Service.

Fill your farm, nursery, or homestead fuel tanks now.

Now is the time to order gasoline or diesel for your rural operation.  In Oregon and Washington diesel and gasoline prices risen to a recent high.  Off-road diesel and farm gasoline prices in particular can benefit from a bulk delivery order before the upcoming hurricane season causes fuel price volatility.  Hurricane season usually spikes prices in the Pacific Northwest because they cause national petroleum supply interruptions going into Fall.  Get ahead of the need for fuel.

This is the time to fill your farm fuel tank.

If you have a bulk tank now is the time to order as we are seeing stable prices for diesel and gasoline in the Pacific Northwest.  Order your fuel now, and get a great price before the market changes.  Call us and discuss your need.   We are here to help and make keeping your equipment going when you need the fuel there without a hassle.

Rural Gasoline and Diesel delivery.

Agricultural fuels for farm use.

Call Star Oilco to keep your farm’s tank full.  Whether it’s a 100 to 500 gallons of gasoline and dyed diesel or a 25,000 order of B20 biodiesel.  We are there to serve you to make things easy.  With what is going on, you will not regret having plenty of fuel next to your barn at these market prices.

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Star Oilco is a locally owned Oregon business serving Willamette Valley farms and businesses since 1936.  Veteran owned, locally operated, and committed to your needs here in Oregon and Washington. 

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Please see these other posts if you are curious about off-road fuels:

If you have questions about Off Road or Dyed Diesel please see our FAQ

What you need to know about long term diesel storage 

How to fight “Humbug” growing in your diesel tank.

Bridge and naval ship at sunset in Portland, Oregon
Oregon and Self-Serve Laws at the Pump 1024 576 Star Oilco

Oregon and Self-Serve Laws at the Pump

Why can’t I pump my own gas in Oregon?

Why can't I pump my own gas in Oregon?

In Oregon there are self-serve and full-serve counties.  The more urbanized counties require an attendant serve you with gasoline.

(NOTE: If you operate a business in Oregon and want the ability to have commercial vehicles use a 24-7 card lock location here are the rules for getting a Pacific Pride or CFN cardlock card for self serve gasoline.) 

Oregon is one of only 2 states that has laws against people pumping their own gas (New Jersey is the other). Oregon first put these rules into place back in 1951. At this time, lawmakers decided that only trained service station workers should be able to pump their own gas. (More info here) This made more sense at that time, since most states had similar rules. Gas station pumps didn’t have all of the safety features they do today. Pumps were also more complicated than an average person was prepared to use. For context, if you were dialing long-distance on your phone during this time you would speak to an operator and someone would physically connect you.

Red Highlighted Counties are Full Serve and Green Counties allow Self Serve Gasoline in Oregon. 

Since 2015, some counties have allowed Oregonians to pump their own gas.

In 2015, Oregon relaxed some of the laws in 15 rural counties; those with less than 40,000 residents. From 6pm to 6am they allow self-serve at some fuel providers.  This allows these stations to stay open 24 hours a day.

In January 2018, this expanded to 24 hours a day for those locations that didn’t have a market or convenience store attached. (See list of counties here) The green areas in this map show where you can pump your own gas in Oregon. Although the coastal counties are limited to the 6pm to 6am times.

Covid-19 changed laws temporarily

On March 28th, 2020 to May 23rd, 2020 self-serve laws were temporarily changed. (source)  This change was to help stations with sick employees or ones that were worried about becoming sick.  Some stations opened up self-serve across the board, others allowed self-serve with attendants regularly cleaning contact surfaces between customers.  Most sites reduced hours of operation to cover the shortage of employees and reduced need for gas.

What is the punishment for pumping your own gas?

The Oregon State Fire Marshal (OSFM) is responsible for enforcing this rule and they can fine the gas stations that violate this up to $500. There is nothing in the Oregon State Statues that imposes a fine on customers that pump their own gas.

The likely consequences for someone self-pumping at a retail station, would result in a customer being trespassed from the premises.

With only 2 states still requiring a pump attendant the question remains: Why does Oregon not allow customers to pump their own gas?

There are officially 17 reasons that Oregon requires a pump attendant.  Read this article for more detail. These reasons can be condensed down to 3.

  1. Safety – As a class 1 flammable liquid, some basic safety procedures should be followed. Since a cashier can’t watch all the pumps all the time, trained attendants are there. This also allows people to reduce personal injury or exposure to the fumes. In addition, attendants are likely to notice safety issues on a vehicle such as a low tire or faulty windshield wipers and such report to the driver to keep them safe. The law specifically mentions the weather we have in Oregon as a safety reason: the risk of slipping in the rain. Supposedly, all these benefits reduces insurance liability to the service stations.
  2. Equable Treatment of Seniors & Disabled – A senior or a disabled person my find it harder to get out of their vehicle and perform the functions of pumping their gas. Because of this they would be forced to go to a full service station and pay a premium for this service, which isn’t equitable.
  3. Jobs – This is the most commonly cited reason for continuing to employ service station attendants and is part of the statue. The cost that an attendant incurs per gallon wasn’t considered to be excessive especially since Oregon doesn’t have a sales tax. As minimum wages increase, this may change.

It should also be noted that a large percentage of Oregonians enjoy having someone else pump their gas.

There are still ways in Oregon that residents in all counties can pump their own fuel.

 

Why a Star Oilco Pacific Pride RV Card?Diesel-Only Customers

Some retail stations allow customers to use the diesel pumps on their own. This can be spotty though.  If you would like a more consistent ability to fuel your own diesel vehicle you can apply for a fuel cards at CFN or Pacific Pride cardlock locations. Customers can use one of these locations with a card and pump their own fuel. These cards are diesel-only and require no minimum purchase per year.

Fueling at a CFN or Pacific Pride Card lock location is a great option if you’re fueling vehicles such as a diesel powered Recreational Vehicle (RV), motor home, or you’re driving a truck pulling a boat or trailer.

The larger lanes and less crowded locations can save a lot of time and potential accidents. Many cardlock locations even include bulk DEF. These stations are used by commercial vehicles with larger tanks and the fuel tends to be used faster.  As a result the fuel tends to be fresher at these locations as it cycles through more often.  Retail stations with low diesel volumes can see issues with fuel when it isn’t used as quickly.

Many cardlock locations also provide choice of fuel B20 (B20 stands for 20% biofuel) to the standard B5 that Oregon requires.  In addition, as renewable diesel begins to show up in Oregon the first fueling stations to likely see this fuel will be cardlocks.

Oregon has recently had legislation introduced that could change the type of diesel sold in Oregon.  For updates on this we suggest you visit this page:  Oregon Legislature proposes an end to petroleum diesel

 

Business Owners and Commercial Use Fuel

Get out of line - Use Pacific Pride and CFNThe primary way to access a commercial cardlock is if you’re a business owner. You also have to agree to can use 900 gallons of fuel in a year. You are eligible for a Pacific Pride and CFN commercial/corporate card that can include gasoline.

Some of the ways to prove you are a business owner are:

  • Federal ID #
  • Business License
  • Contractor’s License
  • Landscaping License
  • City Business License
  • Federal Income Tax Schedule C or F
  • Or any equivalent

For most locations the savings at the cardlock pump (you’re only paying your employee to pump gas, not the service stations employee) plus the time savings make these very attractive to small business owners and big business owners alike.

In addition, to the convenience that these company fuel cards bring, is that owners and managers can control how the cards are used and even when they can be used. (For more information click here).

For better or worse, Oregon continues to be one of the few places where most people aren’t allowed to pump their own gas. As technology advances and employees become more expensive things may change. But this is Oregon… who knows?

For more information or if you are curious about using a Pacific Pride or CFN cardlock location, feel free to let us know with a message below.

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Field of bright yellow sunflowers grown for biodiesel feedstock oil
Biodiesel Feedstocks – Sunflower Oil & Tung Oil 1024 683 Star Oilco

Biodiesel Feedstocks – Sunflower Oil & Tung Oil

We are nearing the end of our journey, as there is only one more blog after this one. If you would like to look back and see all of the feedstocks we have covered start here with our first post.  In this post we explore the feedstocks Sunflower Oil and Tung Oil as we continue our look into different types of feedstock that Renewable Energy Group (REG) studied in 2009 in the Feedstock and Biodiesel Characteristics Report.

Sunflower Oil

The Sunflower oil in this project was purchased from Jedwards, International, Inc.  The common sunflower scientific name is Helianthus annuus. Sunflowers at late afternoon. Flowerheads facing East, away from the Sun.

First domesticated in the Americas the plant was exported to Europe in the 16th century and has become a staple as a cooking ingredient.  According Wildflower.org the common sunflower prefers full sun and well-drained soil. The plant grows up to 8 feet tall and has coarse hairy stems and leaves. The flowers are bright yellow surrounding a central maroon disk, that as it matures, holds the seeds and produces the oil.

The most known uses for sunflower seeds and its oils include; foods, cooking oils and butters. The pressed seed oil is useful for food and the resulting cake (matter left after the oil is harvested) is commonly used as animal food. One of the more interesting uses for the plant is, that it can produce a natural latex in its leaves. This latex can be used to produce hypoallergenic gloves.  The purpose of this post though is to discuss the possibility of biofuel created from sunflower seeds. Biodiesel magazine talks about both the pros and cons for this plant as a feedstock option:

“Because sunflower oil is priced higher than soybean and canola oils, its use as a feedstock for commercial biodiesel refining may be hindered in the U.S. market, according to the National Sunflower Association (NSA). However, there is an interest in the tall golden flowers because the seeds yield about 600 pounds of oil per acre, considerably more than soybeans, which produce a little over 500 pounds per acre.”

Because of the high value of the oil in other areas, using the oil for biodiesel can be cost prohibitive.  Higher concentrates of oil per acre can be vital as more efficiency in  biofuel production becomes necessary. According to Farm Energy, 15,000 to 25,000 plants per acre can be grown.  This means that a small or large farm can use this crop profitably or simply in the production of fuel for that farm.

Sunflower Oil and Sunflower biodiesel

 

 

Tung Oil

The Tung oil from this study was purchased from Sigma-Aldrich Co. The Tung tree, Vernicia fordii, is native to China and Vietnam.  This tree can be over 60 feet in height and is deciduous. Tung Tree at the Botanical Gardens Faculty of Science Osaka City University, Osaka, Japan According to Texas Invasive Species Institute:

“The bark is smooth, thin, and exudes white sap when cut. The leaves are simple, heart-shaped or with three lobes, and 6-10 inches long. The white flowers have 5 petals with red veins, and they bloom before the leaves emerge. The toxic fruits can grow up to 3 inches in diameter and are reddish green when fully developed.”

This tree is valued for its oil from the seeds.  Traditionally this oil was used in lamps and even as waterproofing on boats.  In more contemporary time this oil is used in varnishes and paint.  This value encouraged the importation of this tree. According to Texas Invasive Species Institute there was over 10,000 acres planted in the United States in 1927.  Cultivation of this tree has waned in the US after frosts and hurricanes destroyed many of the plantations.

This is one feedstock that isn’t part of the food vs fuel controversy.  The Tung tree and its oil is poisons to humans.  Even one seed from the fruit can be fatal, with symptoms including slowed breathing, vomiting and diarrhea.

 

Tung Oil and Tung Biodiesel

Tung Oil/Bio-diesel Certificate of Analysis

 

Last article for biodiesel feedstocks was – Soybean Oil & Stillingia Oil

If you would like to learn more about bio-diesel you can check out this post Every Question We Have Been Asked About Biodiesel

Pacific Pride commercial fuel station with service vehicles fueling
Fueling support for those on the road 1024 556 Star Oilco

Fueling support for those on the road

Are you worried about finding fuel?

If a gas attendant gets sick you may find gas stations closing or worse employees working while they are sick.

Construction workers, delivery drivers and first responders still need fuel and still need to be able to get to work.

Cardlock cards are an excellent way to solve this dilemma, no attendants – helps with social distancing and 24/7 access means that even in emergencies the sites are open.

Star Oilco is an independent Franchisee of Pacific Pride

Cardlock access to fuel all day every day

We are all dealing with an extraordinary set of experiences right now.  Those that are on the road may see less access to fuel stations as gas station employees get sick or decide to not work.  Food, cleaning products, and medicine are even more important right now.  If your on the road delivering these items you need to be sure that you have fuel.  The solutions is Pacific Pride fuel cards.

There are also those at home right now looking to save money when they can open again.  One of the fastest ways to save money is limit your drivers and employees on what they can buy.  Credit cards can be abused and it may be weeks later before you know it happened.

Protect your business by setting controls and monitoring systems.  With less time to monitor individual employees you can set up systems that control waste and extra expenses while giving employees the fuel they need to move your equipment.  If your business is slowing down you will need to tighten your belt and watch every expense, and this is easy to do by setting controls on your cards.   Use Star Oilco to secure yourself from that fuel theft while also saving on your cost of fuel over retail.

Oregon and Washington have some of the highest minimum wages in the U.S.  As the minimum wage and regulations increase, so do the costs at retail gas stations. This is doubly so in Oregon, where you are paying the gas stations employee to fuel your tank and the employee to be there. We can save you money and significantly reduce your risk of fuel theft while also getting your drivers out of retail gas station lines.

Whether your an owner/operator or you are managing a large fleet of corporate vehicles needing fueling commercial cardlocks can help you save time and money.  Stand-alone commercial-only Pacific Pride and CFN sites in the northwest are a real resource for small business. They speed up the labor associated with fueling and significantly lock down the chance fraud or theft will occur on your fuel card. Stand-alone sites limit access to convenience store items so employees won’t be tempted to spend time browsing and make purchases on the company credit card.  In addition, there are less people at the site and less chance of a coming into contact with someone that is sick.

All you need to access Pacific Pride sites in Oregon is a business license and use over 900 gallons of total fuel a year. CFN commercial cardlock sites have the same requirements. If you are a business using a commercial quantity of fuel, you qualify to self-serve gasoline and you can stop paying your employees to shop at the most expensive retail gas stations with the best mini-mart selection. Late night fueling becomes easier and less expensive and you can get them back on the road 24-7 and usually without a line to wait in.

With Pacific Pride and CFN stand-alone commercial cardlock sites, there are other benefits beyond just the convenience. The biggest difference is that these commercial cardlock sites are built with security in mind. Retail stations are engineered to sell as many products as possible to those pulling up for gasoline. Commercial cardlock sites are designed for commercial users who seek the fastest fueling experience. That is a big difference between the two.

What Do You Need for Fueling Cards in Washington or any other state?

If you drive into Oregon and want to use gasoline, you still need the same requirements as stated above. If you don’t need access to Oregon gas stations it is much easier to get a fuel card.

Top 5 Strategies to lock down your gas card from theft.

Get out of the gas line

Gas Card Strategy #1

TAKE INVENTORY OF YOUR GAS CARDS – Know who has your cards! Every year take inventory of what cards you have and who is using them. A clear card policy implemented by Human Resources or your Dispatcher is a good way to track what employees (or vehicles) have what cards. Star Oilco performs an annual card audit in conjunction with our Oregon Fire Marshall audit.

We’ll gladly supply a list of cards that you have and when they were last used. We can line up a list of active cards with your employees and make sure there isn’t a lost or unused card out there. Using this list, pass a clip board around asking each employee with a fleet card to confirm they still have that card and initial a confirmation that the card is still in their possession. You would be surprised how individual cards can float between employees as it is easier than asking for a new card.

Gas Card Strategy #2

HAVE ACCOUNTS PAYABLE AUDIT YOUR TRANSACTIONS – Review your transactions regularly for strange transactions such as: multiple transactions per day on a single vehicle or card, switching fuel types, and refuels when your business isn’t open. Reviewing your bill, you’ll want to look for transactions that occur outside of normal business hours and days or if certain vehicles are fueling more than once a day these can be indications of theft. An additional indicator is if fuel is being bought outside of your service area. Some of the most common times of day for employee fuel theft are early morning on the way to work (before you open) or after the bars close after midnight.

Gas Card Strategy #3

ATTACH GAS CARDS TO VEHICLE KEYS – Assigning each vehicle in your fleet with its own card is a great practice. Put your Fleet Cards on the key ring dispatched with the vehicle. Each driver is then assigned a number that can be used on any vehicle in the fleet. This way you know exactly who is using the card and which vehicle is being filled. To limit a risk of a stolen card, restrict individual card ownership to management and maintenance. Everyone else should have cards directly connected with a vehicles license plate, so it is obvious if that card goes missing.

Gas Card Strategy #4

SET THE GAS CARDS UP WITH LIMITS –  When you assign a card to each vehicle in the fleet you can set limits based on the vehicle. A gasoline vehicle only needs access to gasoline. If your tank size is 20 gallons, that card should be limited to 20 gallons per transaction. Continue to program your cards for the vehicles they are attached to. You can also restrict a card to ensure no one accidentally buys expensive premium or worse, puts the wrong fuel in the vehicle. Reducing the amount of time they can use a card a day limits exposure to theft. A vehicle that never drives more then 50 miles in a day shouldn’t need to fill up more then once a 24 hour period. This reduces the opportunity for theft and also makes theft obvious when the limits are hit. You can also add limits on zip codes, states, and times of days. If someone does steal a card, they would be limited by the time, location, and purchase amount, ensuring that your theft exposure is a few dozen gallons instead of thousands of dollars.

Gas Card Strategy #5

USE E-RECEIPTS TO MANAGE FUEL IN REAL TIME – It’s the 21st century so manage in real time. You can set-up cards to email you based on each card or, if you have one specific one you are are worried about, that card can be set to email you or your fleet management in real time. Better yet, if theft is occurring, you will see it immediately and be able to react. Not only will this lock down your gas card’s security, it will also allow you to address mistakes relating to efficiency. Owners and dispatchers also use this to see where the driver is. If they are where they said they were when fueling. Instant feedback and communication is critical to change bad behavior of drivers. They may mean to do well but just made a simple mistake.


Need to lock down your gas card from fuel theft?

Call Star Oilco, we can make it simple.

Star Oilco can help you field all of these best practices. Our motto is “Keep it Simple” and we are here to make this easy. Feel free to reach out and see what Star Oilco can do for your fleet to upgrade its fleet fueling security.

To download a white paper on these Pacific Pride fuel card security feature best practices, go to our Stop Fuel Theft page.

 

Star Oilco is an independent Franchisee of Pacific Pride

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Star Oilco fuel tank and fueling system in a warehouse
Diesel storage tanks UL-2085 needed for modern Fire Code 1024 768 Star Oilco

Diesel storage tanks UL-2085 needed for modern Fire Code

What is required to install a fuel tank in Oregon?

A Tank that meets International Fire Code is a 2 Hour Fire Guard labeled tank.

In recent years Oregon and Washington have been moving to International Fire Code as their adopted standard. Following California with this higher standard of safety as it relates to liquid fuels.  The new standards are far more involved in their construction and therefore their installation as well. Heavy and far more expensive is the most notable standard of a modern Fire Marshall approved tank.

UL 142 – Double Wall Tanks

The old standard for diesel storage was UL-142 (commonly referred to as double wall or “diked tanks” by fleet managers).  These tanks are still made and extremely common throughout the US. If you see one of these tanks for sale and it looks like a great deal it’s probably because of an upgrade requirement causing them to sell it.  Be aware to check code in your local jurisdiction. These tanks still have a wide market for use especially for agricultural zones as well as temporary use with construction sites.

UL 2085 – 2 Hour Fire Guard and Double Wall Tanks

The new standard for storing diesel for refueling vehicles is the UL-2085. This code has been around for gasoline, it is only new in the way that Fire Marshall’s and local municipalities will require it for diesel fuels.

This standard has been around for a long time but typically was used when storing gasoline or more flammable liquids. That standard now applies to diesel fuels as well if they are being installed to refuel equipment, trucks or any other service.  Its worth noting that boilers, HVAC oil furnaces, and other plumbed stationary applications can still use the UL-142 code. Similarly agricultural use in Oregon is allowed a UL-142 use in most applications.  But for fleet fueling even if only a 100 gallon tank the Fire Marshall’s new standard is the UL-2085 concrete lined fire guard tank. It is also worth noting that if you have an installed UL-142 tank in a commercial or industrial zoned property you probably are okay with grandfathered use. But if you want to change anything the Fire Marshall and local Code Enforcement are going to be looking at the newer and safer standard.

Ask your local Fire Marshall to be sure of what the requirements are.

When discussing diesel storage tank options with your local Fire Marshall it helps to see the reason they have the standards they demand. Also be aware of other requirements that local jurisdiction may have. For instance Portland, Oregon’s Bureau of Environmental Services will often demand a cover be placed over the fueling area, an engineered concrete pad beneath it, as well as a potential oil water separator.  Usually there can be an additional permit and process associated with a tank install to meet the needs of a local Fire Marshall as well.

Two hour fire guard or UL-2085 rated tanks are the new standard in Oregon as we have adopted the International Fire Code. and the picture below says a thousand words. It will protect your property from a lake of fire preventing your diesel fuel from feeding disaster.

This is a great picture of a tank being tested for a two hour fire rating by a vendor of Star Oilco’s. Its speaks to why and what is the concern of your local regulator.

Modern Weld Company is a tank manufacturer out of California that makes great tanks to order exactly perfect for your site.

As they make what you need to the specifications you need you can make the Fire Marshall, local City Code enforcement, and your CFO happy at the same time.  If you have questions about installing a bulk diesel fuel tank to either UL-142 or UL-2085 standards give Star Oilco a call. We can help you meet UL codes for diesel, gasoline, biodiesel, or other storage needs.

Close-up abstract image of diesel fuel with suspended droplets and fluid motion
About Diesel Fuel 1024 512 Star Oilco

About Diesel Fuel

Bulk Diesel Fuel Frequently Asked Questions

Ultra Low Sulfur Diesel is 15 PPMDyed Off-Road Diesel

Where your diesel comes from and what you need to know about ASTM Diesel Standards and ISO cleanliness code.

Where do Pacific Northwest vendors get their fuel?

In the Pacific Northwest, diesel is fungible. Everyone buys their fuel from each other in some way or another.  

This means that every refiner is typically expecting to mix their diesel and gasoline products. The real difference is in the care a vendor takes to filter the fuel, additize and continuously check their fuel quality. If you are buying at the absolute lowest price possible, know that there is an incentive to skip any added value of quality assurance.

Through its Pacific Operations unit, Kinder Morgan operates approximately 3,000 miles of refined products pipeline that serves Arizona, California, Nevada, New Mexico, Oregon, Washington and Texas. With roots dating back to 1956, it is the largest products pipeline in the Western U.S., transporting more than one million barrels per day of gasoline, jet fuel and diesel fuel to our customers. The company-owned terminals also provide additional services, such as liquid petroleum product storage and loading facilities for delivery trucks.

Diesel Fuels

In the United States, diesel fuel is controlled according the American Society for Testing and Materials Standard D975-97.  This standard describes a limited number of properties that diesel fuels must meet.  It should be noted that the requirements are all performance- based.  They do not mandate the composition of the fuel, only the specific performance related requirements demanded of a fuel for a diesel engine.  The requirements of D975 are described below. 

ASTM Specifications for Diesel Fuel Oils (D975)*

* You can go to the source of ASTM HERE if you have an interest in really getting in depth.

Diesel fuel is characterized in the United States by the ASTM standard D975.  This standard identifies five grades of diesel fuel. We are only going to talk about the two most popular commercially diesel fuel used — No 1 and No. 2 diesel. The ASTM D975 standard is made up of a series of different tests that check the characteristic ranges of a fuel to confirm it is adequate to operate in your equipment. In simple terms, they are checking for specific gravity, the vapor point (when it turns into a gas), the flash point (when it catches fire), the dirt content, water content (how much microscopic entrained water), and a host of other requirements diesel must meet in order to be legal to be sold for use in your engine.

Grade No. 1-D and Ultra-Low Sulfur 1-D: This is a light distillate fuel for applications requiring a higher volatility fuel to accommodate rapidly fluctuating loads and speeds, as in light trucks and buses. The specification for this grade of diesel fuel overlaps with kerosene and jet fuel, and all three are commonly produced from the same base stock. One major use for No. 1-D diesel fuel is to blend with No. 2-D during winter to provide improved cold flow properties.  Ultra Ultra-Low sulfur fuel is required for on-highway use with sulfur level < 0.05%. 

Grade No. 2-D and Ultra-Low Sulfur 2-D:  This is a middle- or mid-grade distillate fuel for applications that do not require a high volatility fuel. Typical applications include high-speed engines that operate for sustained periods at high load. Ultra-Low sulfur fuel is required for on-highway use with sulfur level < 0.05%.

RecologyDealing with Dirty Fuel and Today’s Tier 4 Engines

Water and dirt are the biggest concerns for fuel quality. Why? Because no matter how perfect fuel is refined, these two elements can find their way into fuel and crash its performance. Water and dirt often build up in tanks just from the temperature change between night and day, causing a bulk fuel tank to breathe. Condensation and dust can also find their way into a bulk storage tank. If not addressed, they build up and will cause mechanical failures.

Dirty fuel will cause premature parts failure in equipment of any age. But newer equipment has far tighter tolerances than what we saw in previous decades. Today’s new and improved Tier 4 rail injector engines are more efficient, they burn cleaner, and run better, they are more powerful than ever before. But there are things that make fuel quality more important than ever. Because of the extremely high pressures (upwards of 35,000psi at the injector tip), the possibility of damage from dirty wet fuel is more prevalent than ever. This damage is much more pronounced in newer equipment with High Pressure Common Rail (HPCR) fuel systems. Hard particulate is commonly referred to as “dirt,” but is in fact made up of a wide variety of materials found at job sites (coal, iron, salt, etc.), generated by fuel tanks and lines (rust, corrosion, etc.) and inside engines (carbonaceous materials and wear particles).

Frequent diesel fuel filter changes — as well as the expensive, and time consuming, task of cleaning diesel fuel tanks — have become acceptable periodic maintenance, instead of a warning signal, for diesel engine failure. Diesel fuel filter elements should last a thousand hours or more, and injectors should endure 15,000 hours. However, since diesel fuel is inherently unstable, solids begin to form and the accumulating tank sludge will eventually clog your diesel fuel filters, ruin your injectors and cause diesel engines to smoke.

Symptoms

  • Clogged and slimy filters
  • Dark, hazy fuel
  • Floating debris in tanks
  • Sludge build up in tanks
  • Loss of power and RPM
  • Excessive smoke
  • Corroded, pitted injectors
  • Foul odor

The solids that form as the result of the inherent instability of the diesel fuel and the debris formed in the natural process of fuel degradation will accumulate in the bottom of your fuel tank. The sludge will form a coating or “bio-film” on the walls and baffles of the fuel tank, plug your fuel filters, adversely impact combustion efficiency, produce dark smoke from the exhaust, form acids that degrade injectors and fuel pumps, and impact performance. Eventually, fouled diesel fuel will clog fuel lines and ruin your equipment.

The Bigger Picture: ISO (International Standardization Organization)ISO Chart 1

In today’s world, the definition of what constitutes clean or dirty fuel is critically important and, as such, fuel cleanliness levels are now measured and reported according to the ISO Cleanliness Code 4406:1999. The International Organization for Standardization (ISO) created the cleanliness code to quantify particulate contamination levels per milliliter of fluid at three sizes: 4μ, 6μ, 14μ. Microns.

Fuel Cleanliness vs. Engine Technology

Fuel cleanliness levels using the ISO4406:1999 method were officially documented as a global standard only as recently as 1998 with the development of the Worldwide Fuels Charter (WWFC). Since its inception, the charter has established a minimum cleanliness level for each of the diesel fuels under various available categories around the world.

Most mainstream engine OEM’s now subscribe to these standards. Interestingly (and somewhat troubling to note), however, is that fuel cleanliness levels as specified by engine OEM’s and the WWFC have not changed since their inception in 1998, despite the enormous advances in fuel injection technology. This relationship is best represented in the previous table that identifies the advances in fuel injection systems and clearly highlights how OEM’s and the WWFC have not responded to reduce fuel cleanliness in accordance with advancements in technology.

Diesel Fuel Injection – Advancing Technologies & Cleanliness Levels

ISO Chart 4This table  identifies that, over time, fuel injector critical clearances have halved and fuel pressures have doubled, yet the level of fuel cleanliness being specified has not changed in accordance with such advancements. In fact, the same cleanliness levels specified in 2000 are still being used today despite these magnificent technological design advancements by engine manufacturers worldwide.

Leading fuel injector manufacturers around the world have clearly identified and communicated that they require ULSD fuels with ISO fuel cleanliness levels as low as ISO12/9/6 to maintain ultimate performance and reliability. It is here where we see an enormous mismatch in what the fuel injection OEM desires as a fuel cleanliness level, to what the engine OEM’s and the WWFC are advising the industry. The following table identifies the discrepancies in fuel cleanliness levels.

Diesel Cleanliness Levels

 ISO Chart 3                        

 

 

 

 

 

WWFC Diesel Category Fuel Cleanliness Standards                                                                                                      ISO Chart 5

 

 

 

 

Damage Caused by Hard Particulate

Hard particulates cause problems with moving parts in the fuel system. This can lead to starting problems, poor engine performance, idling issues and, potentially, complete engine failure. All too common, hard particulates damage engines.

The spray pattern generated by the HPCR injector is critical for proper combustion and overall fuel system performance. (1) sm-injector-with-red-light-Bosch

It must be extremely precise in terms of quantity, distribution and timing. Ball seat valves are sealed with balls that are only 1mm in diameter. A good seal is absolutely necessary for proper injection. Damage from erosive wear, such as shown below, will cause over fueling, leading to decreased fuel efficiency and eventually shut you down altogether.

hpcr injector damaged by hard particulate(3) high-pressure-fuel-system-wear

Pump performance can also be compromised by scoring and abrasive wear. These issues are magnified by tighter tolerances and extreme pressures in HPCR engines. In these circumstances, it is the smallest particles (1-5 microns in size) that cause the most damage, virtually sand blasting part surfaces.

Allowable Levels of Hard Particulate 

(4) dirt-in-vs-allowed-in-1000-gal-dieselIn some parts of the world, 10,000 gallons (38,000 liters) of “typical” diesel contains 1-1/2 lbs (700 grams) of hard particulate; this is 1000 times more than the 1/4 oz. (0.7 grams) per 10,000 gallons (38,000 liters) that is allowed by the cleanliness requirements of high pressure common rail fuel systems. In reality, there is no “OK” level of hard particulate. Injector manufacturers are very clear that damage caused by hard particulate reaching the engine is not a factory defect, but rather the result of dirty diesel that is not fit for use in HPCR fuel systems. At the end of the day, the end user is responsible for the fuel he puts into his equipment, and the consequences thereof.

How Dirt Enters Fuel

Dust and dirt are all around us, especially on job sites. Diesel fuel is fairly clean when it leaves the refinery but becomes contaminated each time it is transferred or stored. Below you will find some of the key contributors of fuel contamination:

Pipelines: Most pipelines are not new, and certainly not in pristine condition. Corrosion inhibitors are added at most refineries to help protect pipelines, but rust and other hard particulate is nevertheless picked up by the fuel that flows through them.

Barges and rail cars: How often are they drained and scrubbed out? What was in the last load? Where did it come from? How much of it was still in the tank when your load was picked up? How long was it in transit? Is the tank hermetically sealed? There are many opportunities for contaminants to make their way into the fuel.

Terminal tanks: Terminal tanks usually see a high rate of turnover, so there is not much time for the fuel to pick-up contamination from outside ingress. Has the tank ever received a “bad load” from a pipeline or a barge? Has larger dirt had a chance to settle on the bottom of the tank? How often has it been cleaned out? Was it just filled? Did the bottom get churned up in the process? How full was the tank when your fuel was loaded into the delivery truck? There are many variables that can affect fuel cleanliness.


Finger-swipe-diesel-tanker-air-inlet

Delivery trucks: All the same issues that apply to stationary tanks also apply to tanker trucks, except that truck tanks never get a chance to settle. In addition, have you ever considered how much dirt gets into that tanker while it is delivering fuel to a customer, potentially a customer in an extremely dusty environment? As fuel flows out, air is sucked in to displace it. Is there anything protecting the inside of the tank from all the dust in the air? Generally not. Venting is typically completely unprotected, as seen in the image to the right.

Storage tanks: Onsite bulk storage tanks typically see less rapid turn-over than terminal tanks. In addition to those issues, yard and jobsite tanks can also develop serious problems with other sources of contamination, such as the ingress of dirt and water, condensation, rust, corrosion, microbial growth, glycerin fall-out and additive instability. Time and temperature become big factors affecting fuel quality.

Dispensing process: How far does your diesel need to travel between the bulk tank and the dispenser? The more pipe it runs though, the more potential there is for contamination. Are your dispenser nozzles kept clean? Are they ever dropped on the ground? Then what? What about the vehicles’ fuel tank inlets, are they clean? Think about the extremely tight tolerances in your fuel system, then take another look at housekeeping issues. You will see them through new eyes.

Onboard fuel tanks: Contamination continues even after the fuel is in the equipment. What has that tank seen in the past? Has it been left stagnant for long periods? What kind of protection is there on the equipment’s air intake vents? Heavy equipment does hard, dirty work.

Engines: Unfortunately, even if the fuel in your tank could be perfect, additional contamination is generated by the fuel system itself. Wear particles are created by mechanical friction. High heat and extreme pressure generated inside the modern engine, lead to coking and the creation of carbon products at the injector. Much of this internally-produced particulate is returned to the fuel tank, along with the unburned diesel.

The Bottom Line

No one gets special fuel, no one has better fuel, no one has cleaner fuel. Diesel fuel vendors get the same fuel, from the same pipeline, delivered to the same terminals. We all wait in the same lines with our tank trucks to get that same fuel. So ask yourself: Given that the fuel is the same, what sets one vendor apart from all the others? Star Oilco Premium Diesel fuel is treated with Hydrotex PowerKleen® additive running through Donaldson filtration systems.

Clean, dry, premium diesel

FURTHER READING ON DIESEL FUEL:

Read about Star Oilco’s approach to Fuel Quality Assurance: Star Oilco – Precision Fuel Management

Read about dealing with biological growth in your diesel tank: Bioguard Plus 6 biocide treatment for diesel

Get Chevron’s Technical Manual to Diesel Fuel (essentially an easy to read text book on diesel): Chevron’s Fuel Technical Review

Get a white paper from Donaldson Filtration on tier 4 engines and fuel cleanliness: Donaldson on Tier 4 Engine Fuel Contamination

Read more about Donaldson Desiccant Breathers for bulk diesel tanks: Why use a Donaldson Desiccant Breather for a bulk diesel storage tank.

Close-up of clean diesel fluid stream with light reflections
Tier 4 Engines and Diesel Contaminants – Donaldson White Paper 683 1024 Star Oilco

Tier 4 Engines and Diesel Contaminants – Donaldson White Paper

Managing bulk diesel fuel storage has become more complex in recent years. Especially in Oregon and Washington the chance of water finding it’s way into your fuel tank is a real concern. If water gets in your bulk fuel biological growth or “hum bug” won’t be far behind.  Donaldson has positioned itself with real concrete solutions for for fuel quality.

With the extremely tight tolerances of today’s clean diesel engines and the expansion of sour crudes from tar sands, oil shale, and other source being hydrocracked into today’s ultra low sulfur diesel we have all seen it.  Fuel quality has stayed the same while the tolerance engine manufacturers build to have gotten tighter.

To help fleets solve the fuel quality issues fleet’s are dealing with these days Donaldson Filters has put out an intensive white paper on the what clogs filters.

Titled “Analysis and Identification of Contaminants in Diesel Fuel Filtration and Storage Systems” it goes into a level of depth of what the causes of filter spinning in your fleet is. If you are seeing clogged fuel filters this can help you diagnose and begin to problem solve for your fleet.

Usually diesel engine maintenance costs spin out of control around injector failure, DPF maintenance down time, and recurring regen cycles at the most inconvenient times blowing white smoke everywhere.  Usually this fleet management pain point revolves around dirt and water in diesel fuel.  Problems that Donaldson Filtration is the industry leader in solving.  Aggressive filtration and desicant breathers on tanks will polish your fuel beyond the low standards of petroleum standard ASTM and will exceed the ISO cleanliness standards the OEM’s made your engines to run.

This document is designed as and essential review of diesel contamination as it’s seen from the perspective of a filtration company guarding your diesel engine systems from problems.

This matters as the current generation of clean diesel technology commonly called “Tier 4” engines have a tighter specification need than industry standard diesel specification will meet in practice in the field.

 

The Donaldson Filters White Paper can be seen here: http://www.mycleandiesel.com/Resources/IFC10_FuelContaminants.pdf

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