Industries we Serve

Low-carbon-intensity biofuel is what REA’s FOG-To-Biodiesel
micro-refinery produces to help industries get to net zero.

We can take over the management of FOG at wastewater treatment plants and produce biodiesel right onsite with our FOG-To-Biodiesel micro-refinery. Our Total FOG Solutions® platform significantly reduces O&M costs attributed to FOG (think pipe blockages), eliminates the economic and environmental costs associated with incinerating and landfilling FOG, and solves the need for more dumping capacity for grease haulers. And if you’re feeding FOG to a digester, we'll show you how making biodiesel instead can actually increase solids volume reduction and biogas production with your digester. And all of this without interference to existing plant operations.

Projects can be developed at wastewater treatment plants most anywhere in the world.

Grease haulers are persistently challenged by capacity constraints at wastewater treatment plants and rising tipping/dumping fees associated with these constraints. REA Resource Recovery Systems provides an answer to these issues through its Total FOG Solutions® resource recovery platform.

Projects can be developed to help grease haulers optimize their operations most anywhere in the world.

If your company is operating a large fleet of diesel-powered trucks, then you are likely seeking ways to reduce carbon emissions to meet your company’s stated carbon emissions goals. Electrifying your fleet will take several years. An array of alternative fuels exists, each having nuances that impact decision-making. In the meantime, biodiesel has become a logical transitional fuel because it can be blended with fossil diesel to achieve the type of emissions reductions stakeholders are seeking today. But that’s only part of the story.

Not all biodiesel is created equal. The great majority of biodiesel is produced from used cooking oils. This conventional biodiesel, as we’ll call it, is commonly produced from used cooking oils and virgin oils (palm oil, etc.) commonly shipped from Asia. As you might imagine, this practice isn’t truly sustainable. In fact, the carbon intensity (CI) score for conventional biodiesel is relatively high (30 gCO2e/MJ) when compared to REA’s biodiesel produced from brown grease that’s extracted from local wastewater (less than 10 gCO2e/MJ). Why does REA’s biodiesel have such a low CI score? Because it’s biodiesel is produced from a waste stream that’s commonly landfilled or incinerated, is produced onsite where grease typically ends its journey, and because REA secures buyers that are in close proximity to where it's biodiesel produced. This puts REA in a position to help fleet operators with a novel solution and a sustainability story that cannot be found elsewhere.

Projects can be developed to supply REA’s low-carbon-intensity biodiesel to fleet operators most anywhere in the world.

Ship owners and operators are seeking ways to reduce their carbon emissions through a myriad of solutions. Converting existing ships to allow for alternative fuels will take several years. Building new ones will take even longer. An array of alternative fuels exists, each having nuances that impact decision-making. In the meantime, biodiesel has become a logical transitional fuel because it can be blended with marine fuels to achieve the type of emissions reductions stakeholders are seeking today. But that’s only part of the story.

Not all biodiesel is created equal. The great majority of biodiesel is produced from used cooking oils. This conventional biodiesel, as we’ll call it, is commonly produced from used cooking oils and virgin oils (palm oil, etc.) commonly shipped from Asia. As you might imagine, this practice isn’t truly sustainable. In fact, the carbon intensity (CI) score for conventional biodiesel is relatively high (30 gCO2e/MJ) when compared to REA’s biodiesel produced from brown grease that’s extracted from local wastewater (less than 10 gCO2e/MJ). Why does REA’s biodiesel have such a low CI score? Because it’s biodiesel is produced from a waste stream that’s commonly landfilled or incinerated, is produced onsite where grease typically ends its journey, and because REA secures buyers that are in close proximity to where it's biodiesel produced. This puts REA in a position to help ship operators with a novel solution and a sustainability story that cannot be found elsewhere.

Projects can be developed to supply REA’s low-carbon-intensity biodiesel to fleet operators most anywhere in the world.

Rail companies are seeking ways to reduce their carbon emissions through a myriad of solutions. Electrifying rail systems will take several years, if not decades. An array of alternative fuels exists, each having nuances that impact decision-making. In the meantime, biodiesel has become a logical transitional fuel because it can be blended with fossil diesel to achieve the type of emissions reductions stakeholders are seeking today. But that’s only part of the story.

Not all biodiesel is created equal. The great majority of biodiesel is produced from used cooking oils. This conventional biodiesel, as we’ll call it, is commonly produced from used cooking oils and virgin oils (palm oil, etc.) commonly shipped from Asia. As you might imagine, this practice isn’t truly sustainable. In fact, the carbon intensity (CI) score for conventional biodiesel is relatively high (30 gCO2e/MJ) when compared to REA’s biodiesel produced from brown grease that’s extracted from local wastewater (less than 10 gCO2e/MJ). Why does REA’s biodiesel have such a low CI score? Because it’s biodiesel is produced from a waste stream that’s commonly landfilled or incinerated, is produced onsite where grease typically ends its journey, and because REA secures buyers that are in close proximity to where it's biodiesel produced. This puts REA in a position to help rail operators with a novel solution and a sustainability story that cannot be found elsewhere.

Projects can be developed to supply REA’s low-carbon-intensity biodiesel to rail operators most anywhere in the world.