HOW MUCH OF SYNTHETIC DIESELS COULD WE REPLACE WITH BIODIESELS?

HOW MUCH OF SYNTHETIC DIESELS COULD WE REPLACE WITH BIODIESELS?

We all feel it every time global tensions rise: fuel prices go up, and we are left at the mercy of forces beyond our control. As an importing country, we can complain—but we cannot dictate oil prices.

Or can we?

There is, in fact, a practical response right in front of us: biodiesel. The real question is not whether we can use it, but how much of our synthetic diesel we can realistically replace.

In my own estimate, a 20% replacement is not only possible—it is already within reach.

Let us begin with what is technically feasible. Most diesel engines today can run on what is called B20—a blend of 20% biodiesel and 80% petroleum diesel—without any modification. In fact, this blend is often described as the “sweet spot” because it balances engine safety, emissions reduction, and cost efficiency. Lower blends like B5 can be used almost universally, without anyone even noticing the difference.

So from an engineering standpoint, the answer is clear: replacing up to 20% of our diesel consumption is not a dream. It is a decision.

But what about supply?

Globally, biodiesel accounts for only about 3% to 5% of total diesel use. That is not because the technology is lacking, but because the feedstock—the raw materials—is limited. We cannot simply convert all agricultural land into fuel production without triggering the “food versus fuel” crisis.

However, I believe the Philippines is in a unique position.

We are rich in coconut resources, making coconut methyl ester one of our most viable biodiesel sources. Add to that emerging possibilities from seaweeds, and even unconventional crops like moringa and alugbati. These may sound experimental, but innovation always begins that way.

More importantly, we are sitting on an untapped goldmine—waste.

Used cooking oil, for instance, is already being converted into biodiesel in places like Bacolod City. At a cost of about P30 to P35 per liter, it is significantly cheaper than conventional diesel. Beyond cost savings, it creates livelihoods at the barangay level and reduces environmental waste.

Even more intriguing are technologies that convert waste plastics into fuel, such as the one developed by Mr. Ramon Uy Sr., founder and Chairman of RU Foundry, Inc.. While this is not biodiesel in the strict sense, it is still part of the broader solution. After all, plastics originate from crude oil—why not bring them full circle?

And yet, despite all these possibilities, we are still guessing.

Where are the national estimates? Where are the projections that tell us how much biodiesel we can produce from coconuts, from waste oil, from agricultural residues? Without these numbers, how can we plan? How can we scale?

This is why I insist that the problem is not technical. It is political.

We need a coordinated national effort—one that brings together agriculture, energy, and local governments. Imagine if every city systematically collected used cooking oil. Imagine if every farming community processed its own organic feedstock into fuel. Imagine if we treated waste not as garbage, but as energy.

There is also a strategic dimension here. Every liter of biodiesel we produce locally is one less liter we import. That is not just savings—that is energy security.

Of course, let us be realistic. We are not going to replace 100% of our diesel anytime soon. Even globally, that would require enormous agricultural resources. But a 20% replacement? That is already a game changer.

It means lower fuel costs, cleaner emissions—up to 70% less carbon dioxide compared to petroleum diesel—and more resilient local economies.

So I ask again: how much synthetic diesel can we replace with biodiesel?

Perhaps the better question is: what are we waiting for?

RAMON IKE V. SENERES

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