Advanced BioFuels USA

by Ronnie Wendt (Heavy Duty Trucking Info)  Titan Freight Systems, a regional less-than-truckload carrier in the Pacific Northwest, found renewable diesel was the key to meeting its emissions goals. — Titan Freight Systems has provided overnight services across the Pacific Northwest since 1968. Today, the fleet has 45 trucks, 120 trailers, and 55 drivers on the road. Combined, these vehicles put on thousands of miles, consume volumes of fuel, and push out greenhouse gases as they move across Oregon, Washington and Idaho.

When Titan decided to reduce its emissions by 20% in 2010, the company saw reducing miles per gallon as the best way to achieve this goal. They installed air deflectors, side skirts, low-rolling-resistance tires, and other aerodynamic improvements to improve fuel efficiency.

Even with these efforts, by 2019, their investments had only reduced emissions by 6%. “We missed our goal by a mile,” says Keith Wilson, president and CEO. “We had to rethink what we were doing and instead look at emissions reduction. Miles per gallon is a symptom, not a solution.”

Titan discovered its solution in renewable diesel, which is chemically similar to petroleum but is 100% renewable and generates fewer emissions.

The switch paid off in spades. It led to a 36% emissions reduction over the entire three-state fleet and lowered its overall costs. Oregon, where Titan is based, has a low-carbon fuels program that results in renewable diesel fuel costing the same as petroleum diesel — and it has the added benefit of cutting fleet maintenance costs.

Titan’s story plays out in other fleets that have switched to renewable diesel. These fleets report using renewable diesel:

• Reduces emissions.
• Uses the same infrastructure as diesel with no additional costs.
• Has no performance issues.
• Reduces or eliminates regeneration.
• Is cost-competitive in certain areas of the country.

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Wilson says Titan found the fuel attractive because it has the same chemical composition as petroleum diesel. “Both renewable and petroleum diesel have the same ASTM D975 chemical code, which means it’s a drop-in replacement for petroleum.”

Now, when Titan trucks leave Portland at midnight, they do so with a full tank of renewable diesel. If they drive to an area where renewable diesel is unavailable, they can simply fill up with petroleum diesel. “I can mix and match to any amount I want,” Wilson says. “I have zero engine modifications, too. Nothing needs to change in my fleet.”

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With renewable diesel, states can use their most plentiful renewable sources for fuel. Oregon, for instance, is developing processes to convert wood waste into renewable diesel. Iowa could use decaying corn husks for the same purpose. Companies in California are developing ways to use agricultural waste, such as almond shells. Large cities can convert biomass (or garbage) into fuel.

The City of Oakland, California, which started using renewable diesel in 2015, is working with renewable diesel provider Neste and its local fuel distributor to gather waste cooking oils from restaurants and cafeterias in the Oakland metropolitan area and converting it to fuel the city’s fleet.

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When trucks run on renewable diesel, their operating characteristics remain the same or better, Wilson says.

The fuel offers oxidative stability for unlimited shelf life. “Renewable diesel never goes bad. It never has microbial issues like biodiesel,” Wilson says.

Titan reports operations are similar, while Argent Materials reports a slight improvement, which Crotinger attributes to the cleanliness of the fuel.

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Reducing maintenance costs are where the fuel really shines, Wilson says. “Our fuel economy is the same with the product, but maintenance needs are vastly improved.”

Titan no longer must winterize its fleet to handle 20-below-zero temperatures in the Pacific Northwest. “I no longer blend it in the winter. We use straight renewable,” he says. “The Pacific Northwest is one of the coldest climates in the U.S., but we have had no cold flow plugging issues with renewable diesel.”

Renewable fuel produces 30% less soot and black carbon. Wilson says this means his exhaust systems never fail, drivers no longer must perform regens on the road, and the need for oil changes is reduced, he adds.

“We haven’t had to do a regeneration since we went to renewable fuel,” he says. “Before, regenerations were a common occurrence on the road and in the shop. We no longer replace diesel particulate filters. Now mechanics sample the oil and only change the oil if the sample shows a need. There is so little soot in the crankcase, we don’t need to change it” otherwise.

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And as for carbon emissions? Titan would have produced 1,700 metric tons of carbon in 2021 with petroleum fuel. Instead it produced just 711. “If the industry did this across Oregon, we could reduce emissions and cut consumer costs by $65 million without taxing anyone,” he says. “We could have an almost 10% reduction in carbon emissions statewide, overnight.” 

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An unsung gain is the health benefits renewable diesel offers. Petroleum diesel releases up to 40 poisons in its exhaust. By switching to renewable diesel, Titan reduced workplace toxins by 24% in key pollutants.

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Price is a major barrier in parts of the country. It takes $2.90 to produce a gallon of petroleum diesel but $3.75 to produce a gallon of renewable diesel. States with a Clean Fuels Program such as California and Oregon offset the higher cost, but states without this program pass costs on to consumers.

But if everyone sits on their hands and waits for electric trucks, Wilson says, air pollution continues.  READ MORE