 the National Biodiesel Board, says the price varies based on the going rate for soybean oil. Increased demand, as well as a tax incentive currently before lawmakers in Washington, D.C., should make biodiesel cheaper for all users, she says.
Another factor in the price of biodiesel is its availability. For fleets that are located some distance from fuel manufacturers or distributors, transportation costs must be factored in. Donn Dalton, fleet maintenance coordinator for Washoe County School District in Reno, Nev., says one of his primary challenges is how to get alternative fuels, including biodiesel, into northern Nevada. An increase in popularity should make the fuel both easier to come by and cheaper. That’s already happened in New Jersey, where biodiesel is on the state program, allowing it to be purchased as part of a state contract.
Efficiency is also a factor
Alternative fuel is not all about cost, however. One place where biodiesel may save fleets money is on efficiency. Thompson in Ithaca has noticed a half-mile per gallon gain in fuel economy since beginning his biodiesel program last spring. Biluck has not seen a mileage gain, but says that drivers have commented on a smoother ride. And in Littleton, Colo., there have been savings on maintenance, says Sara O’Keefe, communications manager for the RAQC.
School districts are also fueling up on biodiesel because it can be produced domestically. A concern with cutting dependence on foreign oil has encouraged some fleets to consider alternative fuels, as has the potential for biodiesel to contribute to local economies, making it especially popular in soybean-producing areas.
Says Thompson, “If all the school districts in Michigan were using B20, there wouldn’t be enough soybeans grown in the state to satisfy the market.”
Thompson is investing in biodiesel without any outside funding, but financial and strategic help is available for fleets that want to move to alternative fuels. Local air quality districts, state health, energy and agriculture departments, as well as DOE’s Clean Cities Coalition, are all possible sources for grant money and information.
Says O’Keefe, “If you can get in on the loop and work in partnership, you will have a much better chance in getting in on when and where the money will be available.”
Strength in numbers
Working in tandem with other school districts may provide more time and expertise for grant writing, as well as an advantage in grant awards.
“The RAQC coalition is creating a fleet of 1,900 buses that could be run on biodiesel,” says Gervais. “That’s one of the selling points in being successful in a grant, especially when there are really limited funds. There is power in numbers when you’re looking at cleaning up emissions and cleaning up the environment.”
After all is said and done, does biodiesel live up to its PR? The broad answer seems to be yes. That doesn’t mean, however, that the fuel is perfect. Here’s some advice on how to maintain buses powered by biodiesel:
In order to avoid clogging, one of the most commonly cited problems associated with biodiesel, Biluck recommends cleaning your tanks and paying increased attention to the filters on older vehicles for the first six months. Biodiesel is an aggressive cleanser, and will scrub loose any deposits left by previous fuels.
Gelling is a concern that can be eliminated by fine-tuning the mix. Gervais, Biluck and Higgins all recommend working with your vendor to keep biodiesel flowing in cold climates.
Another option is to ramp up to B20. Dalton’s fleet of 292 buses began running on B5 this fall and will move to B10 next year and B20 in 2005. “Our primary concern is the safety of our students and taking care of their health while safely transporting them,” he says.
Screen vendors closely
The best way to pre-empt problems is to make sure you work with an EPA-certified vendor. The Clean School Bus USA program has verified soybean blends from several sources to ensure quality.
“We don’t want school districts purchasing technologies with nothing but the manufacturer’s word that it 