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Diesel Exhaust Fluid (DEF) Quality, Storage, and Future Considerations 1024 1024 Star Oilco

Diesel Exhaust Fluid (DEF) Quality, Storage, and Future Considerations

Have you ever noticed that Diesel Exhaust Fluid (DEF) often lives in the background until suddenly it’s the reason your fleet can’t meet emissions standards or a system clogs up? DEF quality and storage isn’t just technical noise, it’s vital for keeping your SCR system happy and your operations rolling smoothly. We want to share with you what makes DEF high quality, the best ways to store it, and what trends are shaping its role in diesel emissions systems moving forward.

Diesel Exhaust Fluid (DEF) is a crucial component in modern diesel engines equipped with Selective Catalytic Reduction (SCR) systems. While many fleet operators are familiar with its basic function of reducing nitrogen oxide (NOx) emissions, understanding the intricacies of DEF quality, storage, supply chain considerations, and system maintenance can help businesses optimize efficiency and avoid costly repairs. At Star Oilco, we provide fleets with the knowledge and resources needed to navigate these complexities. This guide will explore the advanced aspects of DEF, from maintaining quality and ensuring proper storage to understanding emerging trends in emissions technology. 

Understanding DEF Quality and Purity 

 The quality of DEF plays a significant role in the performance and longevity of an SCR system. DEF must adhere to ISO 22241 standards, which regulate its composition, concentration, and purity. Using non-compliant DEF can lead to injector clogging, crystallization, and system failures. Even small amounts of contaminants such as dirt, fuel, or water can negatively impact DEF performance and damage expensive SCR components. 

To ensure DEF meets the necessary standards, regular testing should be performed. Refractometers can measure the urea concentration to verify the correct 32.5 percent solution. DEF testing strips can detect impurities, while more advanced lab analysis can help diagnose performance issues related to fluid quality. Purchasing DEF from a reliable, ISO-certified supplier is the best way to avoid contamination and maintain compliance. 

DEF Storage Best Practices to Prevent Contamination 

Proper storage is essential for maintaining DEF integrity. Temperature control is a key factor, as DEF should be stored between 12 and 86 degrees Fahrenheit to prevent degradation. Freezing does not damage DEF, but extreme heat can cause evaporation and reduce its effectiveness. To minimize exposure to environmental factors, DEF should be stored in opaque, UV-resistant containers to prevent sunlight from breaking down its chemical properties. 

Choosing the right storage material is also critical. DEF should be kept in plastic or stainless steel containers, as certain metals such as aluminum, copper, and zinc react with DEF, leading to contamination. Additionally, keeping storage containers sealed will prevent air exposure, which can introduce dust or debris. Managing inventory efficiently is another important aspect of storage. DEF typically has a shelf life of 12 months, but in warmer climates, its lifespan may be reduced to six months. Using a first-in, first-out (FIFO) inventory approach ensures that older stock is used before it degrades. 

Regular inspections and cleaning of storage equipment are also recommended to maintain DEF purity. Be sure to check for residue buildup, leaks, or any signs of contamination in tanks, nozzles, and dispensing systems. Training staff on proper handling procedures can further reduce the risk of accidental contamination. By taking these proactive steps, you can ensure your DEF stays clean, effective, and ready to support emissions compliance.

DEF dispensing station pump showing control panel, hose, and DEF push button

How Temperature Affects DEF Performance 

Temperature fluctuations can significantly impact DEF performance. In cold climates, DEF freezes at 12 degrees Fahrenheit, causing operational challenges for fleets. While frozen DEF does not degrade, it must be properly thawed before use. Heated DEF dispensers and insulated storage solutions can help prevent freezing issues in extreme weather conditions. It is important to avoid adding water to thaw frozen DEF, as this disrupts the precise urea concentration and compromises its effectiveness. 

On the other end of the spectrum, high temperatures can cause DEF to degrade. Exposure to prolonged heat above 86 degrees Fahrenheit can lead to evaporation and an increase in urea concentration, which may result in improper dosing and SCR malfunctions. Storing DEF in shaded or climate-controlled areas can help mitigate heat-related degradation. Seasonal changes also impact DEF consumption rates, with colder temperatures often leading to increased DEF usage as SCR systems adjust to lower combustion efficiencies. 

DEF Supply Chain Considerations 

DEF relies on a stable global urea supply, making it susceptible to market fluctuations. Since urea is also used in fertilizer production, shifts in agricultural demand, export restrictions, and production slowdowns can lead to price increases and supply shortages. In times of high demand, fleets may struggle to secure sufficient DEF, leading to increased costs and operational challenges. 

To avoid supply disruptions, fleet operators should consider strategic sourcing options. Establishing relationships with reliable DEF suppliers and securing bulk deliveries can help mitigate the risk of shortages. On-site DEF storage solutions can also provide a buffer against market volatility, allowing businesses to maintain an adequate supply without relying on just-in-time purchasing. Planning ahead for seasonal or industry-wide fluctuations in DEF availability can help fleets remain operational without unexpected expenses. 

The Economics of DEF for Fleet Operations 

DEF consumption is directly tied to diesel fuel usage, with most fleets using approximately two to three percent DEF per gallon of diesel burned. Understanding this ratio allows businesses to budget accordingly and monitor costs. Optimizing fuel efficiency can also lead to lower DEF usage, as well-maintained engines operate more efficiently and require less NOx reduction. 

Using high-quality DEF prevents costly maintenance issues. Non-compliant or contaminated DEF can cause injector clogging, pump failures, and SCR system malfunctions, resulting in expensive repairs and downtime. Some manufacturers void engine warranties if improper DEF is used, making it even more important to source DEF from a certified provider. Preventative maintenance and regular DEF quality testing can help fleets avoid hidden costs associated with poor-quality fluid. 

DEF System Failures: Causes and Prevention 

Common DEF system failures can be traced back to improper handling, storage, and contamination. Crystallization, for example, occurs when DEF is exposed to air and loses moisture, leaving behind solid urea deposits that can clog injectors and sensors. Contaminated DEF can lead to buildup in the SCR system, affecting performance and triggering warning lights that may lead to vehicle derating or shutdown. 

Preventing DEF system failures requires proactive maintenance. Regularly flushing DEF tanks, inspecting nozzles for blockages, and ensuring proper storage conditions can help prevent these issues. Using ISO-certified DEF from a trusted supplier also reduces the risk of contamination. Scheduled maintenance checks and SCR system inspections allow fleet operators to address minor issues before they escalate into costly repairs. 

The Future of DEF and Emissions Technology 

As emissions regulations continue to evolve, the role of DEF in diesel technology is likely to expand. The Environmental Protection Agency (EPA) continues to push for stricter NOx reduction targets, which may lead to advancements in SCR systems and increased DEF usage. Some manufacturers are exploring alternative NOx-reduction methods, such as ammonia-based catalysts or hydrogen fuel cell technology, but DEF remains the most effective solution for modern diesel engines. 

While DEF will remain a key component of emissions compliance for the foreseeable future, fleet operators should stay informed about regulatory changes and advancements in emissions technology. Investing in high-quality DEF and optimizing storage and usage practices will help businesses stay ahead of evolving environmental standards. 

DEF Myths and Misconceptions 

Several misconceptions about DEF persist, leading to improper use and maintenance practices. One common myth is that water can be added to DEF in emergencies. This is incorrect, as dilution disrupts the precise 32.5 percent urea concentration, rendering it ineffective and potentially damaging the SCR system. 

Another common belief is that DEF improves fuel efficiency. While DEF itself does not enhance fuel economy, it allows for optimized engine performance by reducing backpressure in the exhaust system. This results in better combustion efficiency, which can lead to slight improvements in fuel usage. 

A final misconception is that DEF does not expire. In reality, DEF has a shelf life and degrades over time, especially when exposed to heat or contaminants. Proper storage and inventory management are essential to maintaining DEF quality. 

How Star Oilco Ensures High-Quality DEF for Customers 

Star Oilco provides high-quality, ISO 22241-certified DEF to ensure fleets remain compliant and operational. Our bulk DEF delivery services allow businesses to secure a reliable supply, reducing the risk of shortages and minimizing costs. We also offer on-site DEF storage solutions to help fleets manage their inventory efficiently. 

In addition to supplying high-quality DEF, we assist customers with DEF system maintenance, testing, and best practices to ensure long-term reliability. With our commitment to quality and service, Star Oilco is the trusted partner for businesses looking to optimize their DEF usage and reduce the risk of SCR system failures. 

We also help customers stay up to date on regulatory changes and evolving DEF standards to ensure full compliance. Whether you’re a small fleet or a large operation, our team is ready to tailor a DEF solution that meets your specific needs.

For more information on our DEF solutions, contact Star Oilco today to learn how we can help keep your fleet running efficiently while meeting emissions compliance standards. 

Frequently Asked Questions

DEF (Diesel Exhaust Fluid) is injected into the exhaust stream of modern diesel engines equipped with Selective Catalytic Reduction (SCR) systems. It reacts with exhaust gases to convert harmful nitrogen oxides (NOx) into harmless nitrogen and water vapor. This process dramatically cuts emissions, keeping your fleet compliant with strict EPA standards.

Stored properly, DEF generally has a shelf life of up to 12 months. However, exposure to heat can shorten this to 6 months or less, especially in warmer climates. That’s why using a first-in, first-out (FIFO) system is crucial. It ensures older DEF is used before it degrades, protecting your SCR systems from concentration issues that could cause costly repairs. 

Most fleets use about 2-3% DEF relative to diesel fuel burned. That means for every 100 gallons of diesel, you’ll consume roughly 2 to 3 gallons of DEF. Knowing this ratio helps you forecast DEF needs alongside your fuel budgets.

Not directly. DEF doesn’t boost fuel economy on its own. However, by reducing exhaust backpressure through the SCR process, your engine can operate more efficiently, which may lead to slightly better combustion and fuel performance over time. 

Yes. DEF naturally degrades over time, even under ideal conditions. Keeping it cool, sealed, and protected from UV rays slows this process, but eventually it ages out. That’s why FIFO inventory management and routine checks of DEF age are important to avoid using degraded product.

Colder temperatures can make diesel engines burn less efficiently, leading the SCR system to dose more DEF to keep NOx emissions in check. This seasonal variance is normal, but it means winter months may see DEF usage spike slightly higher than your average.

Regulations on NOx emissions are only getting tighter. This means future SCR systems could demand even more precise DEF dosing, or fleets might see an overall increase in DEF consumption. Staying committed to quality DEF, proper storage, and system maintenance now will help keep you ahead of regulatory curves and avoid penalties later.

We supply only ISO-certified DEF, deliver it in bulk or packaged form, and provide on-site storage solutions to keep your operations protected. Our team also supports customers with DEF quality testing, maintenance guidance, and proactive system checks to help you avoid breakdowns, warranty headaches, and surprise costs.

Star Oilco truck refueling off-road diesel at a job site in Portland OR
Every Question We Have Been Asked About Renewable Diesel 1024 768 Star Oilco

Every Question We Have Been Asked About Renewable Diesel

Renewable Diesel Frequently Asked Questions (FAQ)

Every Question we have been asked about Renewable Diesel

What is renewable diesel?

Renewable diesel is a synthetic diesel fuel, known for it’s lower CO2 characteristics, typically seeing purity and real world performance response superior to petroleum diesel fuel.  Renewable diesel is a next generation hydrocarbon diesel biofuel made by either the Fischer-Tropsch or Hydrogenation processes.

Hydrogenated renewable diesel is made by taking fats, oils, and greases by use of a hydro-treater.  The biomass based oil or fat is cracked and reformed in the presence of hydrogen and  catalyst forming a hydrocarbon diesel molecule.

Fischer-Tropsch renewable diesel is used by converting any btu dense feedstock (wood waste, woody biomass, municipal garbage, coal, and an endless list of low value waste products into syngas, then converting this into a wax that is reformed into hydrocarbon diesel.

Is it true that Renewable Diesel reduces CO2 emissions by more than half?

It depends on the feedstock and processes that determine the fuel pathway.  But for the most part it is safe to presume that if you use a R99 Renewable Diesel product in Oregon that it will have a lower than 50CI which would cut the CO2 emissions in half versus an equivalent gallon of gasoline used.  Sometimes Renewable Diesel can be blended with fossil fuel diesel as well as biodiesel.  Star Oilco currently presumes 99% renewable diesel is the fuel being used when describing Renewable Diesel and “cutting emissions in half” as a claim, backed up by the scientific data associated with the Oregon Clean Fuels Program and its pathways.

According to the Oregon Clean Fuels Program list of pathways for Renewable Diesel approved to be sold in Oregon shows the lowest CO2 value to be 16.36 CI and the highest to be 65CI.  Most, nearly all, of the Renewable Diesel pathways in Oregon are below 50% reduction in CO2 emissions associated with the fuel.  You can see these by reviewing the downloadable spreadsheet of “Fuel Pathways – Carbon Intensity Values” available on the left hand side of the Oregon Clean Fuels Program website under the heading “Participating Facilities” as an easy sharable link is not available.

To learn more about this please see the Oregon Department of Environmental Quality’s Clean Fuels Program page where CO2 emission pathways are disclosed for renewable fuels distributed in Oregon.  The system used to measure CO2 emissions and reduction is a modified Oregon “GREET” model.  GREET stands for Greenhouse gas, Regulated Emissions, and Energy Use in Technology. The GREET scientific system to review CO2 emissions was developed by the US Department of Energy and similar systems are used by California and Washington in their Low Carbon Fuel Standards as well.

Is HVO or Hydrogenated Vegetable Oil the same as Renewable Diesel?

Yes.  HVO is either R100 or R99 renewable diesel. The reason you will hear the phrase HVO or Hydrogenated Vegetable Oil instaed of renewable diesel is that the regulations and various incentives for renewable diesel have restrictions.  If renewable diesel is used in stationary power generation it is treated differently for the various subsidies and incentives.  The regulations on fuels for vehicles and equipment differ compared to utility scale power generation.  For this reason the power generation industry will refer to renewable diesel as “HVO” to denote it’s end use.

Is Sustainable Aviation Fuel or “SAF” the same as Renewable Diesel?

No.  Sustainable Aviation Fuel or “SAF” is a Jet A specification or a Number 1 diesel fuel. A Number 1 diesel fuel can be mixed with Number 2 without impacting it’s specification requirements.  Number 1 though cannot be mixed with Number 2 diesel weights and stay in specification.  It is a lighter end than Number 2 diesel meaning it has a different specific gravity weight of the fuel.   So in short SAF can be used as Renewable Diesel but has a much higher standard to meet than is required for Renewable Diesel. Therefore the products are very different based on this need for quality assurance to meet the aviation jet fuel specification.

There is a huge demand for Sustainable Aviation Fuel and many of the current Renewable Diesel plants in operation are upgrading their technology to make SAF.  It is expected that in the hydrotreating processes to make renewable diesel and SAF, the Jet A fuel specification is a harder one to produce.  So as the refining of SAF increases we will expect to see subgrade SAF (product made to be SAF that does not meet the standard) be moved to the Renewable Diesel market.  We will not see Renewable Diesel being used in jets though.

Can Renewable Diesel be used as Heating Oil?

Yes.  Renewable Diesel is a synthetic hydrocarbon diesel fuel.  It can be used interchangeably with petroleum diesel products of similar grade. Heating Oil is typically number 2 diesel which is the same specification as Dyed R99 Renewable Diesel (or blends of Renewable Diesel with petroleum diesel).   Star Oilco now offers R99 Heating Oil delivered in the Portland metro region area of Oregon.

Most modern oil heat appliances use a Becket Burner.  For more on heating fuel compatibility with oil furnaces and oil burning appliance please see “Alternative Fuels and Becket Burners” for more information.

Why do people use renewable diesel over petroleum diesel?

Fleet managers operating R99 Renewable Diesel report a lower mechanical cost of operation using the fuel.  Beyond the immediate benefit of R99 cutting CO2 emissions by half or more, fleets experience performance benefits from the fuel.  The big savings are seen the the performance of Tier 4 Emission systems on modern diesel seeing far less wear of the Diesel Particulate Filter system as well as far fewer regenerations of the system.  Additionally Renewable Diesel is a very clean and dry diesel fuel improving the storage stability, field operation, and general predictability of the fuel’s performance.

How do I know Renewable Diesel is being sold at a retail location?

Renewable Diesel is a hydrocarbon diesel that meets the specification for petroleum diesel known as ASTM D975 specification.  This means currently R99 can be readily blended and sold with petroleum diesel without a disclosure.  The US Federal Trade Commission and local state Weights and Measures have rules for retail pump labeling.  Blend percentages of biomass based diesel must be labeled especially if being advertised.  As R99 Renewable Diesel has a higher value and is sought out by many consumers though usually it is disclosed.  The pump labeling for R99 Renewable Diesel typically looks like the below.

R99 Renewable Diesel fuel dispenser label

What is renewable diesel made of?

Renewable diesel can be made from a host of things, usually a low value waste product. The most common feedstock used currently is waste vegetable oil, wastes from animal rendering, and other biologically derived oils. Processes using bio-oils are following a Hydrogenation process to turn low value waste oils into high value diesel and jet fuel.

Chevron Renewable Energy Group and Diamond Green Diesel (Diamond Green is in a joint venture with Valero) are the largest producer of renewable diesel with their REG Ultra Clean Diesel product in the United States. Neste is the largest producer of renewable diesel internationally, with its “Neste My” product.  being the two largest producers of low CO2 bio-oil derived renewable diesel fuels.

Major petroleum refiners have also turned around existing petroleum refineries into Renewable Diesel Refineries to produce this in demand low CO2 fuel. HF Sinclair , Marathon, Phillips 66, and Montana Renewables. There are quite a few newer Renewable Diesel projects planned and in progress around the United States as well as in the Pacific Northwest.

Other refiners of renewable diesel (on a much smaller scale of production) are using a Fischer-Tropsch process with wood waste, sorted higher grade municipal garbage, and other high btu value carbon based waste products.  Many expect this to technology to be the future of all diesel and jet fuel refining turning refuse into fungible low carbon fuel.

What is renewable hydrocarbon diesel?

Renewable hydrocarbon diesel is a synthetic diesel fuel made from non-petroleum feedstocks like vegetable oil, animal fats, municipal waste, agricultural biomass, and woody biomass. It is characterized by having a low CO2 and renewable resource for its feedstock and is made without crude petroleum, coal, or natural gas as a direct feedstock input in the refining process.

How do they make renewable diesel?

Renewable diesel is made by several processes. If you are buying renewable diesel, it is probably from a Hydrogenation process used by Renewable Energy Group and Neste for their products. Other smaller volume producers are using a Fischer-Tropsch process or Fast Pyrolysis. Both processes involve taking energy dense molecules, cracking those molecules under heat and pressure, then reforming them in the presence of a catalyst and added hydrogen, which forms a renewable diesel molecule.

Is renewable diesel a lower carbon fuel compared to petroleum diesel?

Yes, to this point all renewable diesel made from renewable feedstocks have appeared to be a lower CO2 fuel compared to petroleum diesels. The California Air Research Board in particular has done research on this in depth.

The low CO2 lifecycle emissions of Renewable Diesel also is tracked closely and supervised by California’s Low Carbon Fuel Standard, Washington’s Low Carbon Fuel Standard, and Oregon’s Clean Fuels Program. The highest value markets for low CO2 fuels in the United States are California and Oregon, which both have mechanisms that track and price the CO2 intensity of diesel fuels as well as the sustainable lower CO2 substitutes and blend-stocks that can go in those diesels. They track, rate, and determine the carbon intensity of the fuels providing a neutral and scientifically defensible number for CO2 reduction.

Is renewable diesel available in Oregon?

Renewable diesel is readily available for delivery from Star Oilco throughout the Pacific Northwest via 10,000 gallon volumes of bulk delivery.   Star Oilco is also offering bulk delivery of any size and mobile onsite fueling service within 100 miles of the Portland, Oregon market.

Star Oilco has R99 Renewable Diesel available with a Star Oilco CFN Cardlock card in Portland, Oregon.

What is the difference between biodiesel and renewable diesel?

Biodiesel and renewable diesel are very different fuels made with very different processes. In a nutshell, biodiesel is made with a simple chemical reaction that turns vegetable and animal fats into fuel. Renewable diesel is made from far more complicated process where vegetable and animal fats (as well as other feedstocks) are cracked on a molecular level and built back into synthetic diesel fuel.

What is the difference between renewable diesel and Sustainable Aviation Fuel?

The difference between the fuels is the specific gravity and general specification for what the fuel is used for. Jet fuel, or Sustainable Aviation Fuel, and on-road diesel fuel are different fuels and therefore have different specifications. Renewable diesel is typically referring to a #2 diesel specification for on road diesel use.

Sustainable Aviation Fuel or “SAF” is typically referring to “Jet A” or “JP8” jet fuel specification for fuel. This is a #1 diesel range fuel with use and handling requirements that are far more stringent than for on-road or off-road diesel fuels. Renewable jet fuel can be used as a kerosene or #1 diesel fuel but renewable diesel cannot be used as a jet fuel.

Where do I buy renewable diesel in Oregon or Washington?

Renewable Diesel is currently available for bulk delivery and mobile onsite fueling. It will soon be offered at commercial cardlock in the Portland area. It is being sold as R99 and as Ultra Clean Diesel, which is a mixture of biodiesel, renewable diesel, and petroleum diesel.

What is R99?

R99 stands for 99% renewable diesel and 1% petroleum diesel.  Federal rules over alternative diesel fuels made fuels requires that manufacturers of non-petroleum derived diesel fuels must blend a minimum 1% petroleum with the fuel to generate a Renewable Industry Number or “RIN” under the US Federal Renewable Fuel Standard. Additionally there are other incentives that require a “blender of record” to receive these tax credits.

Is renewable diesel being made in Oregon?

As of Spring 2022, renewable diesel is not being manufactured in Oregon. There is a major projects underway, Next Renewable Fuels in Port Westward, Oregon.

What is renewable diesel made from?

Renewable diesel can be made from many energy dense carbon based material.  By volume of produced product sold in the United States, vegetable oils and animal fat-based wastes are the most common feedstock. Woody biomass, agricultural wastes, and sorted municipal wastes are also sources for renewable diesel production.

Is renewable diesel made from palm oil?

Palm oil can be used as a feedstock for renewable diesel. There are producers who use palm oil as a feedstock. In the United States, feedstocks and carbon intensity are tracked closely under both Oregon and California’s fuel programs.  You can determine if a supplier is using palm oil as a feedstock through these regulated pathways.

How much does renewable diesel cost?

This is a tough question to answer given there are several markets intersecting.  From the feedstocks to the market demand for the finished product as well as both California and Oregon’s Clean Fuel Standards which place a price on the CO2 intensity of the fuel which reduces the cost of the fuel if consumed in Oregon and California.

It has consistently been trending between the same cost and over $1 a gallon higher than petroleum diesel depending on the state, you buy renewable diesel in. In California, renewable diesel is very close to petroleum diesel depending on the value of CO2 credits for lower-carbon fuels. In Oregon, it has consistently been between $.05 to $.80 a gallon higher than diesel also depending on the value of CO2 abatement associated with the fuel and what these carbon credits are trading for.

When petroleum diesel costs are high Renewable Diesel tends to be more competitive with petroleum diesel.  When petroleum diesel is below $3 a gallon the cost of Renewable Diesel by comparison is usually higher unless CO2 credits are in higher than normal demand for Clean Fuels Program demands.

Can you mix petroleum diesel and renewable diesel?

Yes. Renewable diesel and petroleum diesel can be blended in any mixture without worry. They are drop-in substitutes for each other in your fleet’s use.  Renewable Diesel is a drop-in fuel. It is a hydrocarbon diesel that will work mixed with diesel or biodiesel blends of petroleum diesel.

Green fuel nozzle representing renewable diesel with Star Oilco logo - serving Oregon and Washington fleets.

Learn more about renewable diesel and how it can benefit your operations. Contact us today.

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Get an email every time your fleet stops for fuel 1024 541 Star Oilco

Get an email every time your fleet stops for fuel

                 

Get an Email every time your driver fuels up

Driver management tools built into a fleet card.

-Fleet card services mean more than just a bill, it is knowing who buys what, when, and where in real time.

-Make sure your Dispatcher on duty gets an email every time fuel is bought in real time.

-Know in real time what your fleet is buying and doing to get ahead of bad decisions.

 

Driver efficiency can drain your profits.  Drivers making the wrong decision about where to buy fuel is also a trainable experience.  Add to that the bad actors who might palm a fleet card.

We give you actionable data in real time as the driver makes a decision.

At those rare moments when thieves creep into your business, we also make sure you see it as it occurs.  This means you can save yourself thousands of dollars in theft before it happens.  Fuel theft usually occurs on the way to work or when bars close.  We make sure you are getting notified at every fuel purchase so you can see the out of place fuel purchase.

Our Pacific Pride cards tie a suite of tools into our E-Receipt tool making sure your team knows who is doing what with your fuel cards.  We also have added tools, if you want them, to turn the cards off by hour of day, days of the week, and by states/zip code protections.  We secure your business from those risks so you can protect yourself from surprises.


Star Oilco is an Independent Franchisee of Pacific Pride.
Know who, what vehicle, what fuel, at what location in real time – to manage your fleet in real time.

Knock out fuel theft by knowing what is happening when it happens.

-E-Receipts are a simple tool that allow you total knowledge and control of your fleet’s fueling.

Managing a fleet is an orchestra of well organized chaos.  Your driver’s decision making, unforgiving customer needs, the randomness of traffic all merge into the daily life of a fleet.  Star Oilco can provide you a very simple tool to help you seize control of where, when and who makes fuel purchasing decisions.  The Star Oilco Pacific Pride card can provide an email notification every time fuel is bought notifying your team so that your fuel policy can be managed in real time.

Control the fuels they can buy, the zip codes they can buy fuel in, limit the quantity of fuel, windows of time to buy fuel (so after hours a borrowed card cannot be use), and get an email after someone gets fuel. Manage your driver’s habits as things happen.

Email notification of who, where, and what fuel was purchased after it occurs.

Many fleets have policies of when and where to fuel.  Avoiding high cost retail pumps, the nearly $.50 fuel higher tax difference for an Oregon fleet buying in Washington state, or if you use wet-hose mobile fueling to save labor and depend on a gallon quantity for a discounted price.  A driver not following your policies is very expensive.

With Pacific Pride’s e-receipt at time of transaction you will have instant confirmation, not month end audits.

Regardless of coaching and communicating often drivers have a habit of departing from even the best managed fleet’s policies.  Knowing the moment this happens can make all the difference.  It also has an added benefit of keeping people from even contemplating fuel theft as the transaction and who the offender is will be immediately noted.

Imagine it.  Your driver stops out of route for fuel, shortly after a text from dispatch asks why?   As you discuss the fuel stop with the wayward driver, they will forever and always think twice before stopping out of route again.

Know who stopped for fuel in real time. 

Get started below.

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Fuel bill audit best practices

Read more on how a Fuel Audit can help your business control fuel costs and demystify what and how you are buying fuel.  Find out what’s in a Star Oilco “Keep it Simple” Fuel Audit.

For a strategy on using Fleet Cards as a human resource management tool to stop fuel theft in your business see the Star Oilco white paper on Stopping Fuel Theft in your Business.

Close-up of diesel engine components and fuel system
Make And Keep Your Diesel Fuel Much More Clean 1024 768 Star Oilco

Make And Keep Your Diesel Fuel Much More Clean

                               Make And Keep Your Diesel Fuel A Lot More CleanClean, dry, premium diesel

What is Clean Diesel? 

Clean diesel is free of the contaminants that harm modern diesel engines. Today, there is a gap between ASTM diesel standards and the ISO cleanliness standards needed for use in high pressure common rail engines. Anyone operating a modern clean diesel engine is seeing the effect, including injector replacement, DPF regeneration, and a host of other fuel quality related maintenance concerns we never saw twenty years ago. On top of all of that, today’s refined diesel fuels are less storage stable than ever before. What is on the bottom of your bulk tank can also complicate matters further. When diesel is bought wholesale, it typically meets and exceeds ASTM required industry standards, but almost always requires additional filtration to avoid excessive engine wear and premature part failures.

Having clean diesel requires an additional amount of care. Namely, you need to make sure that the fuel is aggressively filtered at 4 microns to catch the microscopic particles that are big enough to damage your modern diesel engine’s high pressure fuel rail system. Furthermore, clean diesel is fuel that is free of water and stabilized with Premium Diesel to guarantee no bacteria, yeast and other creatures can grow and further contaminate the saddle tanks on your trucks.

For more on clean diesel, see Donaldson’s description of “The New Clean” for an in-depth explanation of what ISO cleanliness and filtration mean for your diesel fleet.

Making Diesel Cleaner!

Knowing the quality of your fuel is the first step. This is done by taking samples off of the bottom of your bulk storage, as well as a representative sample from your fuel dispenser. Lab tests of those samples will tell you if you have water, biological growth, or dirt issues with your storage. The contaminants in the tank being sampled are almost always visible, which is to say that they look horribly ugly. If your fuel quality assurance has been on autopilot, do not be surprised if you find this. After gathering knowledge about your fuel, the next step is to get your fuel quality clean.

Filtration and tank bottom sampling is the start. Beyond that, the only way to improve your fuel quality performance is to filter your fuel, ensure water is not getting into the tank through condensation, and additize it with a Premium Diesel additive to upgrade the performance of the fuel. Many fleets today are seeing injector wear and continual problems with particulate trap maintenance. This is a combination of water in fuel and microscopic particles not captured by a 10 or 30 micron filter used at most diesel dispensers. You have to filter more aggressively than this.

Clean, Dry, and Premium Diese

Where To Start?

The first step is sampling your bulk diesel tank. We check your bulk tank for water and dirt to make sure and meet the specifications your engine is built for. Star Oilco can help by providing a complementary diesel test for those fleets interested in taking control of their fuel quality assurance. Usually when testing fuel, we take a sample off of the tank bottom as well as a representative sample out of the fuel dispensing nozzle.

What we usually find is ASTM specification diesel fuel (it meets ASTM spec) that is higher than you’d want (still in spec) for water with far more dirt than the OEM’s would want to see in your engine. This dirt fails to be within the “ISO Cleanliness” specifications recommended by engine manufacturers. Usually, we also see water on the bottom of the fuel tank, which is a likely source for future or current biological growth in your fuel tank.

Star Oilco can help you fix this! The first step is to sample your fuel tank.

NOTE: If you have a current biological growth problem in your bulk fuel tank or fleet, your first step is to treat that effected fuel with a diesel microbiocide to kill the bugs growing in your tank. For more on this, see our Valvtect Plus 6 Diesel Microbiocide page.

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Oregon: The Next Generation Of Diesel

B99 and R99 Biofuels are the alternatives to petroleum diesel in Oregon

Oregon bans the sale of petroleum diesel, a rapid transition to biofuels such as renewable diesel and biodiesel are happening.

 

Oregon HB3305 explained

 

 

HB 3305 Petroleum Diesel ban

In Oregon, HB3305 is a House Bill proposed by Representative Karin Power outlaws the sales of petroleum diesel to the public for use in motor vehicles.  HB3305 quoted below:

“Prohibits retail dealer, nonretail dealer or wholesale dealer from selling petroleum diesel for use in motor vehicle on or after specified dates. Requires public improvement contract to require that motor vehicles be powered by fuel other than petroleum diesel. Prohibits public body from using petroleum diesel in motor vehicle under control of public body”

The full text of the current version of HB3305 can be seen here.

HB 3305 mandates non-petroleum diesel be the only legal fuel for sale to diesel powered motor vehicles in Oregon.

Star Oilco has customers ask about this proposal and how real it is?  In Oregon the focus on low CO2 fuels in the legislature is so consistent we can expect this to not go away.  Even if HB 3305 does not move this Legislative session, this will not be the last of biofuel mandates.  For this reason Star Oilco has been working to be ahead of the curve with non-petroleum diesel substitutes. Star Oilco has been selling B99 biodiesel since 2002 and renewable diesel since 2015.  If your fleet has an interest in learning more about low CO2 fuels or try these fuels, Star Oilco is ready to serve you with both R99 renewable diesel and B99 biodiesel.

News coverage of Oregon HB 3305 is below

The Center Square’s Oregon, whose coverage of this has been syndicated to many other online news organizations, lead with the headline: Bill in the Oregon Legislature would ban diesel fuel sales by end of decade.

CDL Life had this to say: The bill would begin to ban the sale of “petroleum” diesel by “non-retail dealers” as soon as 2024 in Clackamas, Washington or Multnomah counties and state-wide by 2027.

Landline as well has following the story: Oregon bill would ban petroleum diesel. Later in the article they add this to the background of HB 3305’s origin: Power said in a statement that her goal is to phase out petroleum-based diesel and replace it with renewable diesel. She says she introduced the bill on behalf of Titan Freight, a local trucking company she says has already transitioned to renewable diesel.

KXL covered this local news quoting Oregon State Representative Shelly Boshart-Davis, a legislator who owns a trucking company and actually buys quite a bit of petroleum diesel.

Lars Larson radio interviews Rep. Shelly Boshart-Davis about HB 3305.

KQEN news radio in Douglas County also covered it with the headline: GOP says supermajority declares war on working class.

The Wildcoast Compass covered the story quoting Rep.Vikki Breese-Iverson (R-Prineville): “There is absolutely no way we can implement this legislation in accordance to these timelines without extreme disruption to Oregonians’ daily lives and the obliteration of our economy as we know it,” 

Oregon Public Broadcasting covered HB 3305 a few days after the bill dropped which might be an indication it’s moving forward. From the story: One bill, House Bill 3305, would set a staggered timeline for ending sales of diesel in the state — first in the Portland area, then throughout Oregon. Its backers hope to spur widespread use of “renewable diesel,” a product with far lower emissions that can be used in any diesel engine. They say the fuel could be an important and near-instant way for the state to cut into greenhouse gas emissions while other technologies emerge.

The Banks Post covered HB 3305 as well with the headline: Diesel fuel under fire in Oregon legislature.

What HB 3305 means in the real world?

HB 3305 means the petroleum diesel used by any commercial vehicles operated on Oregon’s highways will be replaced with biofuels.

Biofuels will replace on-road petroleum diesel at all Oregon:

  • Retail gas stations
  • Trucks stops
  • Commercial cardlocks (Pacific Pride and CFN)
  • Privately owned bulk tanks
  • Mobile on-site fueling (wet hose fueling), and
  • All other bulk deliveries of diesel fuel. Star Oilco wanted to provide more background of what this law would mean for Oregon.  We hope this provides in depth information about what the options are for diesel fuels and a whole host of background information.  The news coverage so far fails to really provide this depth and background for those with concerns.  If you have questions, please do not hesitate to ask. Star Oilco seeks to be a neutral and accurate source of information.

Star Oilco sells renewable diesel in bulk and by our mobile on-site fueling service. It is worth mentioning from our first hand experience that users of it become raving fans.  Renewable diesel is a new fuel that many believe out performs petroleum diesel in every way. Many customers who have used it experienced improvements in horse power, fuel economy, and emission regeneration system performance.

Currently renewable diesel is in extreme high demand, limited production, and commands a high premium over petroleum diesel with few sources of supply.  Renewable diesel has some major backers in the trucking industry as well as OEMs.  As the availability of this next generation fuel grows, the number of plants manufacturing it expands, and it’s price comes down, this type of law may make far more sense.

If petroleum diesel is no longer legal for sale in Oregon, what does that mean diesel vehicles will use?

There are two immediately available diesel rated biofuels that can replace petroleum diesel.  These are two very different fuels. Renewable Diesel and Biodiesel have differences in their properties.  So please don’t confuse biodiesel and renewable diesel as the same fuels.

Biodiesel and Renewable Diesel are very different fuels.

Biodiesel is a proven and longtime available fuel in Oregon.   Biodiesel is not actually a hydrocarbon diesel though, it is a diesel like biofuel made from vegetable oil usually sold in a 5% to 20% blend with petroleum diesel. It is not recommended to run pure biodiesel in late model diesel engines if they have a particulate trap.  This differs from Renewable Diesel which is a next generation synthetic hydrocarbon diesel made from various feedstocks including vegetable oil.  It is actually diesel, it can be used as a pure drop in fuel without any blending with petroleum diesel.

What are non-petroleum diesel fuels?

Oregon HB 3305

Biodiesel or B99 (99% Biodiesel + 1% Petroleum Diesel)

Renewable Diesel or R99 (99% Renewable Diesel + 1% Petroleum Diesel)

Blends of Biodiesel and Renewable Diesel (branded REG UltraClean Diesel)

HB3305 allows for biofuels in replacement for diesel.  We assume that change would be from a current Oregon fuel mandates of B5 or R5 biofuel diesel blend to a B99 or R99 mandated fuel.  Oregon’s biofuel content law can be read at ORS 646.922 and we can assume this would change that to a 99% mandate. Why 99% instead of 100%, that is a good question relating to Federal regulation of the US diesel and gasoline markets.

 

Why does this require a 99% blend (B99/R99) instead of 100% biofuel?

The reason biodiesel and renewable diesel are sold at a 99% blend is because of Federal rules associated with how petroleum companies must handle these fuels.  For this fuel to be used under the US EPA’s Renewable Fuel Standard program biodiesel and renewable diesel must be blended at a minimum 1%.  When fuel is blended at 1% with diesel, the EPA enables it to generate a “Renewable Identification Number” or “RIN” which is regulated to ensure a minimum amount of biofuels is used in the stream of commerce for fuel in the United States.  This Federal program is separate and unrelated to any program in Oregon, though the law recognizes and seeks to align with the framework created by the EPA.

What are the fuels HB 3305 allows to be used by diesel motor vehicles?

The two fuels immediately available if are B99 Biodiesel and R99 Renewable Diesel.

Both of these fuels exist today but have their own drawbacks.  In a nutshell, B99 is not a drop in substitute for petroleum diesel.  It is recommended to be blended at 20% with petroleum diesel (NOTE: B99 biodiesel can be used in modern diesel with an up-fit kit provided by Optimus Technologies).  On the upside, biodiesel is plentiful and competitive with petroleum diesel in cost.  If HB 3305 passed though this plentiful fuel wouldn’t be a ready substitute beyond a 20% blend with renewable diesel or with mechanical changes to existing trucks.  Contrast this with  R99 renewable diesel as a drop in ready to go substitute for petroleum diesel.  It is ready to use without blending, but has the downside of being in short supply and at a cost premium above petroleum diesel.

If Oregon’s over 2,000,000 gallons of diesel usage a day (or 750+ million gallons a year) was mandated to renewable diesel no doubt that premium would probably exceed $2 a gallon over petroleum diesel given R99’s lack of ready additional supply.  This $5 a gallon presumes that Oregon would have to pay more for the existing renewable diesel supply finding it’s way to California with several dollars a gallon of value paid for it’s lower CO2 baseline value.  California has a Clean Fuel Standard and a CO2 Cap and Trade program which provide a monetary value for renewable diesel’s lower CO2 numbers.  Oregon has a Clean Fuel Program as well, but it’s program does not pay as much for low CO2 fuels as California, making low CO2 fuels such as renewable diesel more expensive in Oregon.

B99 Biodiesel in depth.

Blends of biodiesel below 20% are extremely common in Oregon.  All fuel must contain at least 5% biodiesel content and many retail outlets, cardlocks, and major truck stops commonly sell a 10% to 20% blend of biodiesel around the state.

Biodiesel is a diesel like fuel manufactured by a chemical reaction called transesterfication, typically from vegetable oil or recycled cooking oil.  It is made by a relatively simple process and biodiesel has been a proven fuel in use in Oregon for nearly twenty years.  Star Oilco started handling and selling biodiesel in 2002.  Prior to 2007, B99 was commonly used by many commercial fleets due to it’s huge reductions in tail pipe emissions.  Vehicles manufactured after 2007, are clean diesels.  The US EPA required new clean diesel emissions systems which are impressive in their ability to make modern diesel engines extremely clean, but they can only handle biodiesel blends below B20 or 20% biodiesel unless an upgraded system is added.

Today B99 is a possible fuel for a modern clean diesel fleet with an upgrade to existing vehicle fuel supply system.  Optimus Technologies has an approved technology to enable a modern diesel aftertreatment system to operate without problems on B99.   Star Oilco has purchased five of these systems and is currently fielding them in the Pacific NW.  We expect these systems to be mainstream in coming years, but just like Renewable Diesel the technology is newly available and scaling up.

For more information about biodiesel please see our biodiesel FAQ titled Every question Star Oilco has been asked about biodiesel.

If you are interested in using biodiesel in your fleet, you can contact Star Oilco with questions or if you want to start researching we highly recommend starting with this US Department of Energy handbook titled Biodiesel Use and Handling.

 

R99 Renewable Diesel in depth.

Renewable Diesel is a next generation biofuel made from fats, oils, and greases. It is not an alternative diesel, renewable diesel is a petroleum free hydrocarbon diesel fuel. It is diesel! Renewable diesel not only less than half the CO2 of diesel refined from petroleum fuel, but it is cleaner burning and has shown evidence of reducing the cost of maintenance in fleets using it. Renewable diesel is a profound technology which has the potential to use the lowest grade trap greases, sewer materials, rendering wastes, municipal garbage, and a host of other refuse products making them into this high performance, sustainable, low CO2 diesel.

There are two categories of technology that renewable diesel is made from.  Hydrogenation and Fischer Tropsch process.

Renewable Diesel from Hydrogenation or Hydrotreating

Hydrogenation derived renewable diesel is very similar in manufacture to modern petroleum diesel in that the molecules of a the feedstock is cracked and reformed in the presence of a catalyst to form a very specific series of hydrocarbon molecules.  These being diesel and propane range fuels. The feedstocks used by renewable diesel plants are vegetable oils and animal fats.

The hydrotreating plants providing renewable diesel to Oregon currently are Neste from a plant in Indonesia, Diamond Green (in a joint venture with Valero), Sinclair, and Renewable Energy Group. All of these plants are over subscribed and 100% of their production is being taken at a premium primarily by the California low CO2 fuels market.   There are several new renewable diesel plants under way though.  Holly Frontier, Marathon, CVR Energy, and Phillips 66 are converting existing petroleum refineries into renewable diesel plants.  This process costs billions of dollars, will take years to complete, and also will be likely destined for California’s low CO2 fuel market with smaller markets like Oregon being an afterthought.

Renewable Diesel from Fischer Tropsch process.

Currently there are a number of smaller demonstration facilities making renewable diesel from wood waste and other feedstocks.  The largest proposed project currently on the books is Illinois Clean Fuels which will be collocated with major CO2 capture facility making their product negative CO2.  Fischer Tropsch renewable diesel is expected to be the future of refining given it’s flexibility of feedstock.  It’s process enables the use of municipal garbage, agricultural waste, woody biomass, and other low value plentiful materials as feedstock.  Given that the United States is called by some the “Saudi Arabia of garbage” we have plenty of supply waiting for a higher and better use as low CO2 transportation fuel.  Illinois Clean Fuels has a great explanation of how Fischer Tropsch makes renewable diesel and jet fuels.

Where can you get Renewable Diesel in Oregon?

Star Oilco currently is selling R99 Renewable Diesel for commercial use.  We can deliver to fleets seeking it in bulk or mobile onsite delivery (wet hose R99 diesel service began in the Spring of 2021).  Call Star Oilco if you have an interest in Renewable Diesel for your fleet 503-283-1256.

If you have questions about renewable diesel, Star Oilco wants to provide answers.  Feel free to reach out if we do not have the answer we will research it.

For more information about renewable diesel please see our renewable diesel FAQ titled Every question Star Oilco has been asked about Renewable Diesel.

 

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Do Diesel Soaps Cause Engine Problems? 1024 768 Star Oilco

Do Diesel Soaps Cause Engine Problems?

Star Oilco answers: What are Diesel Soaps?

Cliff Burbrink, chemical technology specialist at Cummins Filtration, provides a layman’s definition of diesel soaps:

“Diesel soap is not very different chemically than the soap used to wash your hands. The main ingredient in a bar of soap is formed when lye reacts with fats or oils. Lye is sodium hydroxide.

Fats and oils contain fatty acids. When they react, they form sodium soaps. Diesel soaps are formed from acidic additives in the fuel [such as some corrosion inhibitors and lubricity improvers] reacting with trace amounts of sodium.”

 

Rick Chapman, Industry & OEM Liaison Manager, Innospec Fuel Specialties, adds that acids can be derived also from other sources:

“[Soaps] can also be formed from free fatty acids in biodiesel starting materials and carboxylic acids derived from oxidatively degraded fuel and/or biodiesel.”

 

From a layman’s point of view, then, the formation of diesel soaps is the result of metals, such as sodium, calcium and potassium (in the form of positively charged ions, or cations), reacting with various sources of acid in the fuel.

 

“When these two species [acidic compounds and cations (usually sodium)] come together, diesel soap can form,” says Chapman.

“There are a lot of other factors or variables that can play into it, of course, such as pH, solubility, mixing intensity and so forth—but this is the basis for it. Unfortunately, when these soaps form, assuming they are formed from additives, they make the corrosion inhibitor or lubricity improver inert, and the corrosion or lubricity protection provided by the additive is lost.”

 

 

 Diesel soaps

 

  1. Plug fuel filters
  2. Form injector deposits that lead to over-fueling
  3. Create Turbocharger problems
  4. Generate Oil dilution
  5. Cause Poor performance, and poor fuel economy

 

In a May 2013 report, “Case Study—Impact of Poor Diesel Fuel Quality on an Urban Fleet,” Cummins Filtration investigated problems with diesel engines in a New York City bus fleet.

Complaints ranged from an excessive number of turbocharger fault codes to smoke at start-up to fuel-injector failures. The investigation uncovered excessive soot deposits in the turbocharger, resulting from over-fueling, which was determined to be the result of fuel injectors sticking because of deposits that were “rich” in the metals of sodium and calcium.

Although injectors showed sign of scuffing—the result of hard particle contamination, which, says the report,

“is the greatest fuel quality concern for high-pressure/common-rail fuel systems, worldwide”

—investigators determined that scuffing was not the primary issue for the immediate problems the bus engines were exhibiting.

The culprits in this instance were “metal carboxylates” in the fuel, more commonly know as “diesel soaps.” The recommended fix for the problem was use of a fuel additive that could both clean the Injectors and minimize further deposits, coupled with much tighter filtration.

 

Another Bad Actor

 

 

 

Biofuel is manufactured by reacting a plant-derived fat or oil (usually soybeans in the United States) with an alcohol, using sodium hydroxide as a catalyst. An unwanted by-product of the process is glycerin.

Although most of the glycerin is washed out during the manufacturing process, regulations do allow 200 ppm to remain.

Biofuel usually is mixed with petroleum diesel in 5-, 10- or 20-percent concentrations to form biofuel blends, but even at these relatively low concentrations, enough glycerin remains to create filter-plugging problems when, under certain fuel moisture and temperatures conditions, it becomes a solid and drops out of solution.

To help counteract glycerin’s effects, Jim Peterson, sales manager for Donaldson’s Hydraulics and Clean Solutions Group, suggests these measures:

  • Filter fuel on the dispensing side of the bulk tank and use proper on-machine filters
  • Keep fuel dry with proper tank flushing and proper breathers
  • If possible, moderate the temperature of stored fuel above the glycerin dropout level
  • Turn over fuel as quickly as possible
  • Keep fuel infrastructure as free from particulate contamination as possible
  • Ask OEMs about using detergent additives to keep glycerin in solution, both in equipment and bulk storage

 

Filtration and Additives

 

 

 

As noted before, the contamination of diesel fuel with soaps is not as prevalent, at least in many fleets, as other sources of fuel contamination.

These other fuel contaminates include hard particulates, increased water in biofuel blends, rapid oxidation of such blends, microbial growth, so-called asphaltenes (compounds that can agglomerate into an oily sludge), acetic acid formation and glycerin.

Glycerin being an unwanted by-product of biofuel manufacturing. “There are so many inherent problems with diesel fuel today,” says Hydrotex’s Cummins, “that machine owners must take a holistic approach when attempting to resolve them.”

The best defense against diesel soaps (and for most other contaminants, as well) seems to be the use of premium filtration, like the “Donaldson clean & Dry kit which includes 4 micron particulate and water filters. The kit also incorporates a desiccant breather to absorb moisture.”

Donaldson Clean and Dry Filter kit

In addition, (tank intake, tank dispensing, and on-machine), good tank housekeeping, and a well-chosen additive package.

Additives might be included in “premium” diesel fuel offered by some jobbers, but solving a serious soap problem might require consultation with an additive supplier who can take a comprehensive, laboratory-assisted view of all the fuel-quality issues in a particular fleet.

But, the best efforts are no guarantee of complete success when dealing with diesel soaps.

We’ve seen soap deposits form in engines that use our most effective filters—those proved to remove 99.9 percent of material 4 microns and larger and significant amounts of material smaller than 4 microns,”  says Cummins Filtration’s Burbrink.

“If soap particles don’t agglomerate before the filter, they can pass through it. When they hit the injectors, the heat can cause these particles to deposit on metal.”

 

Deposit control

 

 

 

“We have seen great success with some additives,” says Burbrink. “The use of good detergents has dropped the failure rate significantly in some applications. Unfortunately, we also have seen customers having issues even though they are using detergents.”

That said, a well-formulated additive package seems to be an integral part of the potential resolution of problems with diesel soaps.

A good, multi-functional package will contain corrosion inhibitors and lubricity improvers (some formulations use nonacid, non-reacting lubricity improvers), as well as a deposit-control agent that will assist in cleaning injectors and minimizing further deposits.

 

The Key

 

 

 

“The key to diminishing field issues is the use of a two-prong strategy,” says Innospec’s Chapman. “One, use an additive that provides the required lubricity but is resistant to reaction with metal hydroxides, and, two, use a deposit-control additive to ‘clean up’ and ‘keep clean’ any deposits that may form, regardless of the their source. Deposit-control additives are useful for reducing injector deposits, reducing filter plugging, and for carrying through trace amounts of water. In lower-dose rates, or at a ‘keep-clean’ level, they will put a protective coating on metal surfaces and not allow deposits to form—or will limit their formation.”

Hydrotex’s Cummins makes the point, too, that treatment rates for additives, a corrosion inhibitor, for example, might have to be adjusted to meet the conditions of a particular storage tank. Cummins also reminds machine owners that deposit-control additives might need time to work in certain situations: “Soap deposits can get very deep into the injectors, become sticky, and cause poor actuation of the pintle. A good additive package will help clean the injectors, but given the nature of the deposits, it’s usually not a quick fix. The process might require four or five tanks of treated fuel before improvement is noticed.”

Sunrock’s Dennis offers this suggestion to fellow fleet managers: “I would recommend that fleet managers, if they haven’t already done so, educate their fuel suppliers on the subject of upstream fuel-contamination issues and their effects on diesel engines.

Managers can use that opportunity to register their concerns about diesel soaps—for the purpose of promoting a partnership in utilizing countermeasures against diesel-fuel contamination. Their fleet reliability depends on it.”

 

 

To read more technical data on Diesel Soap click link below

SOAP AND GLYCERIN REMOVAL FROM BIODIESEL  

Construction Loaner Diesel Tanks
Diesel Fueling for Construction Jobsites 720 720 Star Oilco

Diesel Fueling for Construction Jobsites

Diesel fueling for construction jobsites in Portland, Oregon.

Keep full service for construction jobsites with R99 Renewable Diesel available.

Diesel Fuel for Construction

 

If you are managing a project we will keep that jobsite full.

Diesel fueling for construction jobsites seven days a week in the Portland metro region.  We have a variety of diesels accompanied with DEF top off to keep your operation running without interruption. We can provide a consistent schedule to keep going seven days a week.  If you are running generators, blowers, heaters and other 24-7 equipment we can keep those running through the weekends.  Our autofill construction service can provide the fuel you need, tanks for your project, and regular scheduled service to guarantee uptime.

Does your diesel fueling for construction needs call for a guaranteed stops on a schedule? Do your projects sometime require every 12 hour or 6 hour fueling? Does you fueling project needs call for generators, heaters, reefer-trailers, light sets, and yellow iron?  Star Oilco can do a few gallons wet hose fueled into your equipment to 100,000+ supply contracted for your project.  We have trucks dispatched seven days a week with several shifts.  Star Oilco can do twice a day fueling if needed for your project including regular 0 gallon stop by visits to confirm your equipment is running.

We can keep your generators running, your heaters blowing hot air, your pumps pumping, and your crew running without having to stop for fuel or DEF!

 

Fueling Back Hoe on construction site

Jobsite fueling service to meet the needs of your project management.

Off Road Diesel, Dyed Renewable Diesel and DEF available for your project need.

 

Mobile Fueling of Construction site in Portland, Oregon

Keep Full Mobile Onsite Fueling

Star Oilco can provide scheduled mobile fueling to your jobsite seven days a week.  Our diesel construction fuel service includes onsite tanks as well as DEF equipment for your project needs. At start of shift and end of shift schedule is also available for delivery.

 

 

 

Tight Access Diesel Construction Fueling Available.

Star Oilco’s fleet includes smaller fuel trucks able to access tight to reach areas in parking garages, active facilities, back alleys, inside buildings, and other hard to reach areas required by a project.

 

 

 

 

DEF Delivery Included with your Diesel Fueling.

Diesel Exhaust Fluid (DEF) keep full and bulk delivery service to your jobsite.  We have DEF bulk equipment as well as boxes available for your project.  What you want for your operations is what we want. Keeping those small DEF tanks full and generators running is what we can do for you.  We are here to make it easy.

 

 

 

Renewable Diesel in Oregon

Dyed Renewable Diesel for your Diesel Construction Fueling needs.

Does your project require a lower CO2 footprint?  We have off-road R99 Renewable Diesel on our trucks daily.  Star Oilco also has multiple sources for R99 in the Pacific Northwest for your needs to guarantee supply. If large volumes are needed for Renewable Diesel for a project in the future we can enable a contract to meet these needs.

 

 

Construction Loaner Diesel Tanks

 

Diesel Fueling Construction Tanks available.

Star Oilco has fuel tanks available for your project.  Our typical inventory of tanks sizes are 250 and 500 gallon UL142 double wall thanks.  We have 100 and 50 gallon fuel cells for moving fuel around a jobsite in the back of a fuel truck. Larger sizes available for longer term and larger projects with advance planning.

 

 

 

Wet Hose Fueling Service in Vancouver, WashingtonStar Oilco can provide your project with the fuel you request.
– B5 ULSD Dyed Diesel
– B20 ULSD Dyed Diesel
– Dyed R99 Renewable Diesel
– E10 Gasoline
– Non-Ethanol Premium Gasoline
– Kerosene, and others if the project calls for it.

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Oregon Cardlock Safety Training 1024 683 Star Oilco

Oregon Cardlock Safety Training

Consider using this Oregon Fire Marshall Training for your driver’s Cardlock or Fleet Card training.

 

Fueling your Car in Oregon

 

As anyone with a Pacific Pride, CFN, or Voyager gas card in Oregon knows, to use an un-staffed Cardlock location, the Oregon Fire Marshal requires safety training.

Typically, it is just reading and signing a form. Many fleets provide this form to their employees as a training piece for refueling safety. But if you’re training in a group, nothing beats a video to get everyone engaged.

The Oregon State Fire Marshal’s office has produced a training video to make it easier to on-board your team about using Cardlock fuel safely. This tool makes training those unfamiliar with cardlock a little easier and more professional.

If you have an Oregon fleet seeking to use Pacific Pride, CFN, or Voyager fuel cards for self-serve commercial fuel, this training is required annually by your company in Oregon state. This handy training video is great for training your new employees on Commercial Cardlock.

If you have questions about using Pacific Pride Fuel Cards or other 24/7/365 stand-alone Cardlock locations give Star Oilco a call. We can get you set up and your drivers out of fuel lines. Save money and reduce the risk of fuel theft with Star Oilco’s fleet card program.

For more on using Commercial Cardlock in Oregon please read other posts below:

STOP FUEL THEFT WITH PACIFIC PRIDE CARDS

HOW TO AUDIT YOUR CURRENT FUEL BILL

WHAT DOES A BUSINESS NEED TO USE PACIFIC PRIDE OR CFN IN OREGON

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B99 Biodiesel for Fleets & Heavy Equipment 150 150 Star Oilco

B99 Biodiesel for Fleets & Heavy Equipment

Using B99 Biodiesel in a Tier 4 Heavy Duty Diesel

B99 Biodiesel reduces CO2 footprint of a 105,500 GVW truck and trailer by more than half at a lower cost than petroleum diesel.

What is B99 Biodiesel?

B99 Biodiesel is as pure of blend of Biodiesel you can get in the United States and still participate in the incentives associated with this alternative fuel.  B99 is the product received by petroleum refiners, terminals, and truck stops to blend with petroleum diesel.  Biodiesel is a renewable, clean-burning diesel replacement.  B99 Biodiesel is a common blendstock with petroleum diesel (being 99% biodiesel).  It can be presumed that nearly every major truck stop throughout the US is consistently using either a blend of 5%, 10% or 20% of biodiesel   The reason for this is both due to its price advantage against petroleum currently as well as Federal/State laws requiring it’s use.

Why Higher Blends of Biodiesel Matter?

Biodiesel is a low CO2, net energy positive fuel.  Depending on the feedstock Biodiesel is made from a CO2 reduction of 30% to 80%+ can be expected compared to petroleum diesel.  As the West Coast (Oregon, Washington and California) ramps up CO2 regulations that charge an additional cost for carbon emissions associated with petroleum diesel the financial case for Biodiesel becomes obvious.  Early adopters will see direct financial benefit.

Star Oilco has fielded the Optimus Technologies system on our 105,500 GVW truck and trailers.  Star Oilco began with a single Freighliner truck and trailer operating a Cummins ISX as a trial.  This truck’s typical route was approximately 305 miles round trip from Portland, Oregon to Grays Harbor, Washington.  This run is from Star Oilco in Portland, Oregon to the Grays Harbor REG Biodiesel plant and back to the Portland terminals for delivery of this product.    Over the last year and a half this truck has performed amazingly well, the only maintenance concern is swapping the fuel filters more regularly with every oil change.  Mileage and power difference are negligible as noticed by drivers or our Elog system.  On a few occasions a loss of power was experienced requiring an in between service fuel filter swap.

This field trial of the Optimus Technologies system Star Oilco has regularly saved between $15 and $75 a day when running this dedicated route, depending on the cost of B99 Biodiesel versus petroleum ultra low sulfur diesel.  Consistently the price of B99 Biodiesel has been below petroleum diesel in the Portland, Oregon market. This has been due to a combination (or is effected by) RIN values, a Blender’s Tax Credit on biodiesel, and Oregon’s Clean Fuels Program which also prices the CO2 reduction value of B99 Biodiesel.   We see this trend continuing as an assumed market reality for biodiesel.

What is the business case for our deploying B99 Biodiesel Optimus Tech upfit kits?

The systems increase the intelligence of our late model trucks with their very complicated Tier 3 and Tier 4 emissions systems.   The Optimus Kit enables two saddle tanks to operate with the duty cycle of the truck. One tank (which we will be running B5 ULSD or R99 through) is dedicated to fuel the particulate trap and SCR systems.  These systems have extremely tight tolerances and tend to choke on higher blends of biodiesel.  By dedicating a tank with a smart controlling system we reduce the maintenance and concern with these after treatment systems hopefully extending the maintenance cycle on these traps by years while reducing inconvenient efficiency killing regens.

The Optimus Kit also enables a modern diesel engine to run B99 Biodiesel.  It does this by controlling the temperature of the fuel in it’s dedicated saddle tank and routing B99 to the engine when the RPMs and operating temperatures are best for this fuel. Upon start up and shut down the Optimus Technology kit will flush the engine, fuel rail, and injectors with the petroleum/R99 tank ensuring easy start up and no cold weather effects.  The B99 saddle tank is temperature controlled as well to enable performance in extreme weather.  When operating under load the Optimus Kit will move to B99 as the fuel into the engine.  As B99 Biodiesel has a substantial reduction of emissions, particulate, and other compounds when combusted; this further reduces the impact of miles on a truck to the particulate trap and it’s service needs.

Beyond this maintenance experience, the performance and function of the system has been indistinguishable to our other trucks running the same route.

Biodiesel Mandates in the Pacific Northwest

Oregon and Washington have passed legislation which puts a price on the CO2 emissions associated with petroleum diesel.   These laws mean that petroleum fuel costs more than biofuels with a low CO2 footprint.  These laws are also added on top of other mandates and incentives for biofuels.  Biodiesel blends between 5% and 20% are common on the west coast at every gas station, cardlock, and truckstop.

How Can I Utilize B99 or B100 in My Own Fleet? 

Star Oilco uses The Vector System developed by Pittsburgh-based Optimus Technologies. The Vector System is the only EPA-compliant biodiesel engine system and upgrades any medium or heavy-duty engine to operate on 100% biodiesel. It can be installed in as little as 12 hours. Learn more about The Vector System by contacting Optimus Technologies here directly or by reaching out to Star Oilco locally. 

 

 

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For more on Biodiesel, Renewable Diesel or Low CO2 fuels please see these other Star Oilco articles:

Every Question Star Oilco has been asked about Biodiesel

Every Question Star Oilco has been asked about Renewable Diesel 

Do you have questions about Renewable Diesel in Oregon 

Wet Hose Fueling Service in Portland, Oregon

About Diesel Fuel 

Biodiesel Use and Handling Guide 

Green diesel nozzle filling off-road fuel tank labeled for ultra low sulfur diesel
Every Question About Off-Road Diesel 1024 768 Star Oilco

Every Question About Off-Road Diesel

Got questions about red dyed diesel? We have answers!

If you don’t find the answer you’re looking for related to red dyed diesel (or off-road diesel) reach out to us directly and we’d be happy to help answer your questions.

Red Diesel is off-road diesel, in the United States this fuel is denoted with a red dye. The dye marks this as fuel for off-road equipment and vehicles and as such it doesn’t have road fuel taxes included in the priceThis dye takes a great deal of clear fuel to dilute so it makes it very obvious if an on-road vehicle has been using off-road untaxed fuel. Tax authorities can and do check for vehicles using off-road red diesel in on-road vehicles. They do this by using a black light to spot any residual presence of dye in the fuel as well as at key places in the engine compartment.

On-road diesel is clear or slightly green. Refineries place a green dye into diesel fuel which is obvious if fuel is freshly dispensed into a bottle to observe its color. As fuel ages this dye fades to yellow or darker colors. Part of a visual observation to inspect diesel fuel quality is to check the fuel for a “bright” appearance with the slight green dye being a giveaway that the diesel is fresh and in good condition.

Nearly all diesel has dye in it. Typically when talking about dyed diesel, we’re referring to a red dye added to off-road diesel. Off-road diesel is normally used for heating oil, construction fueling, agricultural use, and other off-road equipment not used on the highway system where fuel taxes would be required by law.

comparison chart showing difference between off-road diesel and on-road diesel fuel in Portland OR

Why is diesel dyed?

Diesel is dyed in order to denote if it has paid road tax or not. On-road diesel in the United States usually has a light green tint to it. Off-road diesel has a red dye to denote it has not paid road taxes as required by all states and the Federal government.

What is off-road diesel?

Off-road diesel is diesel fuel dyed red to show it is untaxed and available only for off-road fuel uses such as construction fueling, equipment never used on a public road, agricultural use, heating oil, boiler fuel, and other non-taxed diesel fuel uses under state and Federal fuel tax law. In Oregon, with proper paperwork, some off-road uses can buy on-road fuel with the Oregon state tax exemption.

What is farm diesel?

Farm or diesel for agricultural use is off-road diesel that is not charged on-road fuel taxes. Agricultural use fuel is a tax-exempt use of diesel fuel. If diesel is burned on a farm and can be tracked for such, taxes can be avoided. Farms are allowed to receive clear diesel without road taxes charged on it in Oregon. Often it is dyed red to denote it is tax free. In Oregon, where P.U.C. for trucks over 26,000 GVW pay a weight mile tax instead of a per gallon state road tax, some farms will track their use of clear diesel so they can file for Federal road taxes on off-road usage.

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Star Oilco technician testing off-road diesel fuel quality with a funnel and filter on-site in Portland OR

All diesel sold in the United States typically has some dye in it. On-road diesel usually has a slight green tint to it. This is a dye added by either the refiner or terminal provider with the fuel. Off road diesels are dyed red to denote that the fuel is untaxed and is for use in off-road purposes only.

Solvent Red 26 and Solvent Red 164 are the allowed dyes prescribed by the United States Internal Revenue Service for marking diesel as for un-taxed off-road use only.

Off-road diesel is classified as a Class II combustible liquid by the National Fire Code. A flammable fuel is one with a flash point below 100 degrees F. Diesel’s flash point is between 126 and 205 degrees F (typically assumed to be about 160 degrees F)That classifies it as a Class II combustible.

Fuel taxes charged is the big difference between the two fuels. All on-road diesel is clear or greenish in color to denote it is both ultra-low sulfur diesel and the on-road fuel taxes associated with using it to power a highway vehicle have been paid. Dyed fuel means that fuel taxes are not paid and that the fuel can not be used to power a vehicle on a public road.

It depends on the sulfur content of the fuel and the year/engineering of the truck.  If your dyed fuel is ultra low sulfur it is typically the exact fuel as on road diesel with an added injected red dye to denote it is untaxed for off road use only.

Red Dyed fuel can occasionally be low sulfur or high sulfur content.  That sulfur content will create real issues with a  post 2007 pick up or commercial diesel truck with a tier 3 or tier 4 emission system.  Most diesel in the US today including off-road diesel is ultra low sulfur (under 15 ppm sulfur). Low sulfur diesel is over 15 parts per million and can be as high as 500 ppm.  High sulfur diesel is over 500 ppm and can range in the thousands of parts per million.  That sulfur means far more soot and black smoke out of your tail pipe.  If you are “rolling coal” out of a modern diesel that’s bad for the truck as well as violates emissions laws in the US.  Similarly if you are using a 2007 or newer truck it will have very tight tolerances on the fuel injectors which can more easily coke up if running a higher sulfur or even dirtier specification diesel.  It is recommended to use ultra low sulfur fuel in all equipment.

It is illegal because diesel used for on-road use has taxes to pay for those roads. These taxes are charged at a federal, state, and municipal level depending on where you are at.  Off road diesel has a red dye injected into it at the time of loading the fuel delivery truck.  This loading of a fuel truck at a terminal is the point of taxation and tracking for diesel down stream in the economy.  If you see a fuel with a red dye, it is untaxed.  To use this in an on-road vehicle if you get caught can result in huge fines. In Oregon it could be as much as $10,000 a day for use of red dyed diesel in an on road use.  It is not uncommon for scale stops of commercial tanks to flashlight a saddle tank and check for any evidence of dye in fuel at a DOT scale stop.

Is off-road diesel or dyed diesel high sulfur diesel?

Dyed diesel (or off-road diesel) can be high sulfur fuel. High sulfur diesel is defined as diesel fuel with over 500 parts per million of sulfur content.

Is off-road diesel or dyed diesel ultra-low sulfur diesel?

Off-road and dyed diesel fuels can be ultra-low sulfur but are not guaranteed to be. There has been a consistent push to reduce sulfur in all fuels in the United States as led by EPA regulation. In recent years, EPA standards require off-road construction and agricultural equipment to have an emissions system that allow ultra-low sulfur to operate without major problems. So today’s off-road diesel being delivered is ultra-low sulfur. If you have a tank with old stored dyed red diesel fuel in it, you can assume it has a higher than ultra-low sulfur content.

What is dyed ULSD fuel?

Dyed ULSD fuel is ultra-low sulfur diesel with a red dye in it to denote that it is for off-road or untaxed purposes only. These purposes are typically for heating oil, construction fuel, agricultural fuel, generator fuel or other off-road uses. The “ULSD” is an acronym for ultra-low sulfur diesel.

Dyed diesel can be either #1 or #2 diesel. Both fuels require a red dye in them to confirm they are untaxed and cannot be used for on road fuels.

Dyed diesel and off-road diesel can be kerosene (which crosses as #1 diesel fuel), but not necessarily. Do not assume a dyed fuel is kerosene, which is a rarer fuel. Kerosene is different than #1 diesel for one characteristic: its confirmed ability to be absorbed and taken up by a wick. All kerosene is #1 dieselNot all #1 diesel fuels are kerosene. The same goes for dyed diesels and off-road fuels. All dyed kerosene is dyed and off-road diesel. Not all dyed fuel is kerosene.

Yes, dyed diesel and off-road diesel are stove oil. Typically a #1 stove oil or #2 stove oil, similar to diesel. Historically stove oils had a slightly different set of specification concerns which is why they were called “stove oils” versus diesel. When petroleum refineries distilled crude oils to get diesel range fuels, it was less exact than it is today with hydrocracking technology. Today with both oil refinery technologies and the EPA emission regulations, the number of distillate range fuel specifications is far more consolidated in order to ensure compliance with EPA and state rules. If your heating appliance is demanding stove oil, it typically needs a #1 stove oil or #1 kerosene product. This product is expected to produce less soot and therefore to work better in a pot stove type of application. The most modern stove oil appliance in the U.S. are Monitor and Toyostove thermostatically controlled direct vent heaters.

Depends on the year of your truck, and we assume you mean red dyed diesel fuelFirst, using dyed diesel, off road diesel, or heating oil in an on-road vehicle is against the lawIf you are caught in Oregon the fine can be as big as $10,000 and the State of Oregon does aggressively pursue this type of tax avoidanceBeyond the legal use of off-road fuelTypically on the west coast dyed diesel is ultra low sulfur diesel. Which means it will not cause maintenance issues if burned in your engine.  Dependent on the age of the dyed fuel, or if it is actually a heating oil, it might be high sulfur or low sulfur fuel. If you use that in a post 2007 engine with a particulate trap it will have serious maintenance issues if you use that fuel.

Yes, dyed diesel and off-road diesel are acceptably used as heating oil. Dyed diesel and off-road diesel these days are typically ultra-low sulfur diesel. Heating oil can be low sulfur or high sulfur in content under EPA and most state laws. So heating oil sometimes cannot be dyed diesel (when used for off-road equipment or agricultural use) but dyed/off-road diesel can always be used for heating oil and conform to the necessary specification required by heating oil furnaces.

Yes! But in today’s ultra-low sulfur market, most off-road diesel is below 15 parts per million. If your equipment requires ultra-low sulfur diesel, it is a good practice to confirm that is what fuel you are getting. Some low sulfur diesel (under 500 parts per million sulfur fuel) and high sulfur diesel (over 500 parts per million sulfur) is still in the marketplace used by heating oil, boiler systems, locomotive, and marine applications.

Off-road diesel gels at cold temperatures. At colder temperatures, wax crystals begin to form and fall out of the diesel, clogging filters and gelling up the fuel. Also, the water and naturally held-in diesel will ice up and obstruct filters. This phenomenon is called diesel gelling.

All diesel fuels will gel if it gets cold enough. Both a formation of wax crystals and ice forming in your fuel will obstruct filters and take your equipment down. Rule of thumb: with no treatment your diesel fuel should operate without any issues above 20 degrees Fahrenheit. Below 20 degrees Fahrenheit, you will want to ensure your vendor is treating the fuel for winter use to ensure it will operate down to -20 degrees FahrenheitIf you are facing temperatures below that, you will want to confirm with your vendor that they are testing that fuel to operate below -20 degrees Fahrenheit.

Why does the government require diesel be dyed red?

From a informational pamphlet from the US IRS on untaxed fuel: 

“The federal government requires dyeing of untaxed diesel fuel and kerosene for two reasons. To help reduce tax evasion by identifying fuel on which excise taxes have not been paid, and to help reduce air pollution by identifying fuel not suitable for use in highway vehicles.”

Does off-road diesel go bad?

Off-road and dyed diesel do age and can go bad. All diesel fuels adhering to ASTM specification should be safe for storage up to a year without additional treatment and testing. If you are storing diesel for long term use, it is a good best practice to treat the fuel with a biocide and oxidative stabilizer to ensure that the fuel stays within specification and nothing will begin to grow in your fuel tank. The biggest enemy of long term diesel storage is water and dirt entering the fuel through a tank vent. As temperatures change a tank will breath pulling in air and moisture from outside. Ensuring there is no water in the tank and that outside contaminants can’t get into a tank are how keep your fuel within specification.

Untreated, you can assume that diesel fuel is good for a year. If treated with a biocide to prevent biological growth from growing in the tank, you can expect diesel to be good for two to three years. After two to three years, diesel begins to show age as it loses its brightness when sampled. After three years you will want to sample and test the fuel to ensure it is within specification for reliable use.

Fuel taxes vary by state and sometimes even local municipality. With off-road diesel, usually the only taxes to consider are sales taxes on the fuel. In Oregon there are no taxes on dyed off-road fuel. In Washington state there are sales taxes for dyed-diesel charged on top of the sale price of the fuel. (NOTE: If you use clear diesel in Washington state there is no sales tax as the road tax is being charged.)  If you are curious for a more in depth answer Star Oilco has a full explanation of Oregon Diesel Taxes (a unique system in the United States for local fuel tax collection of trucks over 26,000 GVW).

Yes. If you are consuming dyed diesel and are not paying for the on-road fuel taxes in Washington state, the sales tax is charged. If you use clear fuel with road taxes attached to the fuel, the sales tax is not charged. For more on Washington fuel taxes see the Washington Department of Revenue. 

Your petroleum distributor has some small taxes (under $.01) attached to the fuel they buy at the wholesale terminal level. Those taxes being the U.S. EPA Superfund cleanup and the “LUST” or Leaking Underground Storage Tank cleanup fund. Beyond that, there are no taxes (Federal, state or local municipality) on fuel used for off-road diesel in Oregon state.

In Oregon you can buy clear fuel exempt of Oregon’s state road taxes. The qualifications for using clear diesel Oregon State tax exempt are the following: 

vehicles issued a valid ODOT Motor Carrier permit or pass (weight receipt) 

vehicles issued a valid Use Fuel User emblem by the ODOT Fuels Tax Group 

vehicles registered to a US government agency, Oregon state agency, Oregon county or city, and displays a valid Oregon “E” plate 

vehicles, or farm tractors/equipment only incidentally operated on the highway as defined in ORS 319.520 

vehicles or equipment that are unlicensed and/or used exclusively on privately owned property 

What happens if I use dyed diesel in an on-road vehicle?

If you get caught in Oregon, a $10,000 a day fine can be levied. We have seen fuel tax cheats get caught repeatedly so be aware Oregon is on the look out for any amount of dye in the saddle tank of an on-road vehicle. If the fuel you use is low sulfur or high sulfur fuel and your vehicle has a particulate trap, you will have maintenance issues with the emission system of your vehicle.

Only if that pickup is dedicated to an off-road use. If you plan to ever use that truck on a public road (even to cross a street), and dyed fuel is found in that vehicle, fines up to $10,000 per occurrence can (and are) levied by state regulators. If you have a closed facility or large farm and are not registering the vehicle for on-road use (so the pickup must not leave the site), you can use off-road diesel as the vehicle’s fuel. If you have license plates and it’s permitted for on-road use, any regulator spotting dyed fuel in that truck will presume it is an on-road pickup.

Typically when checking for illegal use of dyed fuel, regulators will sample from the tank or spin the fuel filter and observe for obvious dyed fuel. If the fuel is clear (or even slightly pink) and they suspect dyed fuel was used in the vehicle, they can apply a special black light that will glow an obvious color denoting dyed fuel had been in contact with the vehicle. They will shine that light on the filter, fuel tanks, and various parts in the engine compartment that would have come into contact with the fuel. If those areas denote even a mild trace of the red-dye used in off-road diesel, they will cite the vehicle operator. There are kits sold online for filtering dye out of fuel to remove the colorThose kits will not remove enough dye to avoid detection by these lights.

Off road diesel is dyed red to show that the on-road fuel taxes are not paid or that it is a tax-free fuelThe Federal Government and State Government’s have fuel taxes for on-road fuel usage to help pay for the roads we all drive onIf you are using diesel for a non-road equipment, machinery, or heating/boiler applications the fuel taxes are exempt and the fuel is dyed to ensure it’s tax free status is immediately seenRegulators in a road side or site level inspection can also shine a black light on specific places in a vehicles system to denote if dyed fuel is being used in violation of the law as well.

In the Pacific Northwest at the current moment? Usually nothing. Heating oil is dyed diesel. Most petroleum distributors are selling the mainstream dyed diesel specification for use as heating oil in order to lower the overall cost of the fuel. There are different ASTM specifications for heating oil and dyed diesel dependent on the state you buy it in. Heating oil’s specification has wider tolerances than diesel specifications as furnaces and boilers can handle dirtier, lower quality fuels than off-road equipment with a particulate trap. Heating oil is always a diesel fuel, but sometimes dyed diesel for off-road equipment has a different specification than heating oil. For example, in Oregon a 5% biodiesel or 5% renewable diesel mandate exists for any dyed diesel fuel used in off-road equipment. This biofuel mandate exempts heating oil and boilers. So heating oil can be biodiesel free but off-road diesel for equipment cannot.

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Star Oilco truck refueling off-road diesel at a job site in Portland OR

Can refrigerated trailers or “reefers” use dyed diesel even if they are attached to a truck moving it on the highway?

Yes, refrigerated trailers are off-road equipment. The diesel fueled refrigeration trailer is off-road equipment as its engine is not powering something actually driving down the road. These trailers can use any ultra-low sulfur diesel fuel (dyed or clear). If using on-road clear fuel in a refrigerated trailer, if you track and keep proof of the on-road fuel being used in the off-road piece of equipment, you can file for those fuel taxes back. Proof is required though so consult with your CPA or accountant.

The first step is to set up an account with Star Oilco. It’s easy to pay through a simple credit application or by placing a credit card on the account. Oregon and Washington are highly regulated when it comes to fuels such as diesel. We need to account for who is ordering and getting fuel (yes, Oregon even checks sometimes as the DEQ tracks every gallon of diesel moving into the state). Determine if you want a loaner tank onsite or a keep-full service plan. Star Oilco will deliver bulk or wet hose fuel your job site on a regular schedule. We are here to make it as easy as possible for you to focus on your project, not fueling. Let us know what you want: we will keep it simple and make it easy for you.

If you are storing off-road or dyed diesel for longer than six months you will want to make sure it is stabalized. Star Oilco recommends Valvtect Plus Six as the fuel additive you want to useOur recommended fuel additive is a fuel microbiocide with stability additives made for diesel long term storageThis kills and prevents the growth of biological “hum-bugs” in your tankBacteria, yeast, and algae can grow in your fuel tank. Usually in a small amount of water that collects in the bottom of the fuel storage tank (be it the bulk tank you  fuel out of or the saddle tank on your equipment).

There are several ways to do this.  What you will want to do varies based on how much water and what it is in.  If you are dealing with a large bulk fuel tank you want to definitely pump the tank bottom to get the water out.  If you are seeing extreme biological activity (Hum-Bug growing in your tank) you want to do a kill dose treatment on that tank. It might not be a bad idea to also spend a few thousand dollars to have a professional tank cleaning company come in and manually clean the tank prior to adding the kill dose to kill anything growing in your tankIf it’s the tank on your equipment usually the best route is to drain the tank, flush the tank, and also put a kill dose of  a fuel microbiocide to make sure nothing continues to growIf you want to talk to someone feel free to call Star Oilco, you do not need to be our customer for us to walk through some solutions you can do yourself. 

There are a very few rural gas stations that provide this fuel.  Some Pacific Pride or CFN cardlock locations also have pump available for this fuel.  The easiest way to acquire this fuel is through a fuel company.  Star Oilco is one such company that can deliver dyed diesel for it’s customers, or provide cardlock cards for its customers.

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