FPInnovations, in partnership with Natural Resources Canada’s National Renewable Diesel Demonstration Initiative, has concluded a field-study on the potential use of biodiesel for off-road machinery in highway construction and forest operations. The study’s purpose was to gain a better understanding of the economical and technical issues related to renewable diesel, as well as identify the best means and methods required to overcome likely challenges to biodiesel implementation in Canadian operations.

The National Renewable Diesel Demonstration Initiative (NRDDI) provides an opportunity for real-world testing and performance evaluation in advance of regulatory action.  Through the NRDDI, Natural Resources Canada is funding this study for the forest and construction industries.

The study involves three project locations and industrial activities: highway construction at Coquitlam, saw mill yard operation in Prince George, and forest harvest operations in Meritt (all in British Columbia), as well as a forest harvest operation in Saint-Ludger-de-Milot, Quebec.

Natural Resources Canada’s National Renewable Diesel Demonstration Initiative (NRDDI) program was created to support projects that demonstrate how renewable diesel fuel will perform under Canadian conditions in advance of the proposed renewable fuels regulation that would require an average annual 2% renewable content in diesel fuel by 2011 or earlier. This study provides evidence that biodiesel blends in the B2 to B10 blend ratio can be used with little to no preparation on the part of the end-user of the highway construction and forest operation sectors. Biodiesel that complies with CAN/CGSB 3.520-2005 standards for B1-B5 and ASTM D7467 for higher blend levels, such as B10 in this study’s case, were used with ease.

The study took place at a sawmill in Prince George, a highway construction site in Coquitlam, a logging site in Merritt, (all in British Columbia), as well as a logging site in Saint-Ludger-de-Milot, Quebec. The study was 6 months in duration at the Prince George and Coquitlam sites, but only 3 weeks long at the Saint-Ludger-de-Milot site and 2 weeks at the Merritt site. In all, 47 machines participated in running biodiesel blends. The sawmill machine shifts ranged from 10 to 17 hours, the construction site worked 8 hour days, and the logging sites worked 11 hour days at Merritt and 20 hour days at Saint-Ludger-de-Milot. Monthly machine hours at the sawmill ranged as high as 350 hours for one machine to a low of 8 hours for machines that sit idle and are used on a backup basis.

The fuel met national standards for cold weather operability. This and other fuel qualities were verified by Alberta Innovates – Technology Futures (formerly Alberta Research Council) laboratory testing. The biodiesel blend ratios were tested in environments as cold as -31.4◦ Celsius, which took place once at the Prince George site. The lowest sustained temperatures below -20◦ Celsius, also occurred at the Prince George site, and ranged from 3 to 4 days duration on three separate occasions.

A variety of methods of fuel distribution were encountered on the four different project sites – ranging from shipping fuel from terminal rack direct to the end-user, as well as intermediate storage facilities and on-site storage in tanks with 250 to 18,000 litre capacities. The two most common methods of blending pure biodiesel with petro-diesel (in-line and in-tank) were explored and both were found to be effective. However, the in-tank blending method was found to have significant variability in the blend ratio, and while this did not adversely impact operations, it could have resulted in operational concerns. Therefore, when making a bulk fuel purchasing decision for extreme cold and remote locations, the more thorough inline blending method from a vendor that can supply assurances of cloud point performance is preferred. 

Preventative measures prior to biodiesel use were employed at only one site where storage of biodiesel blends were planned for the long term, which included tank cleaning and the installation of a vent-dryer as well as a filter on the dispensing pump. In other situations, where smaller storage tanks were used, only regular filters were fitted to the dispensing pumps, and at one site no filters were used on the dispensing pumps. The machinery was monitored to ensure productivity was not compromised and machine operators interviewed to gauge their acceptance and perception on any negative impacts to the machines’ operability. The responses from the users were all positive and there was no downtime encountered. Over 370,000 litres of biodiesel blends were consumed and over 13,000 hours of problem free machine time are good indicators of success.

Position Statements from Engine Manufacturers:

1. Case IH (pdf)
2. Caterpillar (pdf)
3. Cummins (pdf)
4. Detroit Diesel (pdf)
5. Ford (pdf)
6. GM Motors (pdf)
7. International (pdf)
8. John Deere (pdf)
9. Komatsu
   
10. Kubota (pdf)
11. Mack (pdf)
12. Mercedes-Benz (pdf)
13. New Holland
14. UD Trucks/Nissan Diesel (pdf)
15. Volkswagen (pdf)
16. Volvo (pdf)

“The impact biodiesel blend levels have on engine performance”

Abstract

FPInnovations investigated the impact of different diesel/biodiesel blend ratios on engine performance, exhaust emissions, and fuel consumption. The following blend levels were tested: 100% diesel, B10, B20, B30, B40, B50, and B100 (100% biodiesel). The biodiesel studied was made from virgin canola feedstock. An engine dynamometer was used to run a CAT 3406E engine through a series of duty cycles with the different fuel blends. Exhaust emissions (NOx, CO2, O2, CO, and SO2) were measured using a continuous emission monitor. The biodiesel, containing 11% oxygen, has a lower heating value than diesel, a higher flash point (161 °C) and higher cloud point (-1.6°C). The effect of engine power output on biodiesel addition was small, with a maximum of 2.3% reduction with B100. While the fuel consumption rate in kg/cycle was slightly higher at high blend levels (B40-100), the energy consumption rate in MJ/KWh was slightly lower with biodiesel blends. Compared to petroleum diesel, NOx emissions increased by 14% with B100, CO emissions decreased with all biodiesel blends to a maximum of 58% with B100, and CO2 emissions increased by 3% with B100. Considering that biofuel is carbon neutral, however, there would be a net reduction in CO2 emissions when diesel is blended with biodiesel.

 

“Introducing biodiesel to the forest transportation sector: a case study”

Abstract

FPInnovations followed the progress of a small log hauling contractor in southeastern British Columbia from fall 2007 to spring 2009. The five-truck fleet used a B20 biodiesel blend and encountered no problems in its daily operations. Driver feedback from the use of the renewable biofuel was positive and the owner of the company remains committed to the use of biodiesel. The trial took place during the winter when temperatures of -35°C occurred and cold weather operability was never an issue. Furthermore, used engine oil analysis verified that engine longevity was not compromised. Engine dynamometer testing was performed in a related study to verify that power, fuel consumption, and emissions were not significantly affected. This report provides recommendations for log hauling operators that are considering using biodiesel in their fleets.