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Vehicle Technologies and Fuel Cell Technologies Office Research and Development Programs: Prospective Benefits Assessment for Medium- and Heavy-duty Vehicles

Through a diverse set of programs, the Vehicle Technologies and Fuel Cell Technologies Offices of the U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy (EERE) invest in early-stage vehicle and fuel cell research. The Vehicle Technologies Office (VTO) and the Fuel Cell Technologies Office (FCTO) are two offices that are encompassed within EERE’s Sustainable Transportation pillar. VTO conducts research and development (R&D) to provide low-cost, reliable, and efficient energy for the transportation of goods and people across America. FCTO has a comprehensive portfolio of activities that address the barriers facing the development and implementation of hydrogen and fuel cells, with the ultimate goals of decreasing our dependence on oil, reducing greenhouse gas (GHG) emissions, and enabling clean, reliable power generation through both transportation and stationary uses of hydrogen. This report quantifies the vehicle-level and national-level benefits of successful VTO and FCTO R&D applied to medium- and heavy-duty vehicles. The benefits estimated include reductions in energy use and GHG emissions from and changes in expenditures on medium- and heavy-duty vehicles on the road in the United States through the year 2050. The potential future benefits of successfully developing and implementing these technologies were analyzed by comparing a “Program Success” case to a base case (the “No Program” case). The Program Success case represents the future with successful implementation of VTO and FCTO technologies. The No Program case represents a future in which VTO or FCTO do not contribute to these technologies after Fiscal Year (FY) 2019. Three side cases were analyzed to assess the sensitivity of the projections of market adoption to future electricity prices (including infrastructure costs), the availability of electricity and hydrogen at public stations, and fuel cell system efficiency. Advanced vehicle technologies supported by VTO and FCTO programs can greatly increase the fuel economy of medium- and heavy-duty vehicles. As a result of EERE-supported technologies, the sales-weighted average fuel economy of the fleet of all new Class 7 and 8 trucks in the Program Success case is projected to be 1.2 times that of the trucks in the No Program case in 2035 and 1.3 times the baseline in 2050. These technologies in Classes 4–6 increase fuel economy by a factor of 1.46 in 2035 and 1.78 in 2050. The fuel economy of the entire on-road medium- and heavy-duty vehicle fleet, including all fuel types, is projected to be higher by 10%, reaching 9.1 mpgde in 2035, and by 25%, reaching 11.0 mpgde in 2050. The resulting petroleum savings in 2050 were estimated to be 0.75 million barrels per day, and reductions in GHG emissions in 2050 were estimated to 110 million metric tons of carbon dioxide equivalent (CO 2 -eq) per year. Such petroleum reductions result in significant reductions in fuel expenditure for medium- and heavy-duty vehicles, totaling approximately $37 billion annually by 2035. Figure ES-1 shows the difference in projected consumption of diesel fuel, electricity, and hydrogen in the No Program and Program Success cases. Negative values show the reduction in the Program Success case, relative to the No Program case.

33 ADVANCED PROPULSION SYSTEMS↗

Co-Optimization of Fuels & Engines: Scientific Innovation for Efficient, Clean, and Affordable Transportation

While vehicles are becoming more efficient, the properties of conventional fuels continue to limit the performance of internal combustion engines in most cars and trucks currently on U.S. roads. The Department of Energy (DOE) Co-Optimization of Fuels & Engines (Co-Optima) initiative is bringing together top scientists, engineers, and analysts from nine national laboratories with more than 20 university and industry partners across the country to investigate fuels and engines as dynamic design variables that can work together to boost efficiency and performance, while minimizing emissions. Applications include the entire on-road fleet, from light-duty (LD) passenger cars to heavy-duty (HD) freight trucks. The objective scientific outcomes of this initiative will provide American industry and policymakers with the knowledge, data, and tools needed to decide which changes could prove most viable and beneficial for drivers, businesses, and the environment. Potential benefits include dramatic improvements in vehicle fuel economy and increases in the use of domestically sourced fuel for transportation, in turn creating new U.S. jobs and keeping energy dollars in the United States, while reducing emissions and costs for consumers and commercial operators at the pump.

09 BIOMASS FUELS↗

LA100 Equity Strategies. Chapter 11: Truck Electrification for Improved Air Quality and Health

The LA100 Equity Strategies project integrates community guidance with robust research, modeling, and analysis to identify strategy options that can increase equitable outcomes in Los Angeles' clean energy transition. This report focuses on truck electrification as a means to improve air quality and health in traffic and air quality disadvantaged communities. It also identifies potential strategies to more equitably distribute air quality benefits from electrification of trucks, defined here as heavy-duty vehicles over 8,500 pounds (lbs) gross vehicle weight. Specifically, NREL analyzed 1) baseline air pollutant emissions, 2) emissions reductions associated with incremental increases in electrification of three types of heavy-duty trucks in 2035, and 3) resultant changes to air pollutant concentrations for selected census tracts along major roadways in disadvantaged and non-disadvantaged communities for comparison. In addition, NREL analyzed the impact of estimated pollutant concentrations on several health effects and the distribution of those health effects by disadvantaged community status. NREL's analysis is complemented by a University of California Los Angeles (UCLA) analysis of air quality benefits from transportation electrification, which included light-duty vehicles (Chapter 15) and evaluated regional air-quality changes across Los Angeles. Research was guided by input from the community engagement process, and associated equity strategies are presented in alignment with that guidance.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Durability of Pt-Alloy Catalyst for Heavy-Duty Polymer Electrolyte Fuel Cell Applications under Realistic Conditions

As an emerging technology, polymer electrolyte fuel cells (PEFCs) powered by clean hydrogen can be a great source of renewable power generation with flexible utilization because of high gravimetric energy density of hydrogen. To be used in real-life applications, PEFCs need to maintain their performance for long-term use under a wide range of conditions. Therefore, it's important to understand the degradation of the PEFC under protocols that are closely related to the catalyst lifetime. Alloying Pt with transitional metal improves catalyst activity. It is also crucial to understand Pt alloys degradation mechanisms to improve their durability. To study durability of Pt alloys, accelerated stress tests (ASTs) are performed on Pt-Co catalyst supported on two types of carbon. Two different AST protocols were being studied: Membrane Electrolyte Assembly (MEA) AST based on the protocol introduced by the Million Mile Fuel Cell Truck consortium in 2023 and Catalyst AST, adopted from the U.S. Department of Energy (DoE).

25 ENERGY STORAGE↗

Enhancement of Optical Efficiency of CSP Mirrors for Reducing O&M Cost via Near-Continuous Operation of Self-Cleaning Electrodynamic Screens (EDS). Final Report

Over the past decade, techno-economical advancements in solar energy systems, particularly the improvement in the conversion efficiency of PV modules made with mono-crystalline silicon solar cells from 12% to 20%, as well as the cost reduction in manufacturing by a factor of about 10%, have made it possible to achieve a levelized cost of electricity (LCOE) in PV plants that is comparable to, or less than, the cost of deriving electricity from fossil fuels. Operating PV plants in mid-latitude sun-belt regions, where the solar irradiance level is highest, provides a high annual energy-yield (kWh/kWp) due to two factors: (1) the availability of predictable high solar irradiance throughout the year with the fewest interruptions in solar flux from clouds and rain, and (2) the increased conversion efficiency of crystalline solar cells, as recombination loss has decreased with increased intensity of the sunlight that illuminates the silicon solar cells. Semi-arid and desert regions, however, are plagued by high atmospheric dust concentrations and frequent sand storms. The deposition of a layer of dust on the optical surfaces of solar collectors such as PV modules and concentrating mirrors reduces the transmission efficiency of sunlight that actually reaches the solar cells or receivers, resulting in high energy-yield soiling loss. There are two major cost components to operating a solar plant: (1) installation costs, and (2) operation-and-maintenance (O&M) costs. There is no fuel cost; hence operating a solar plant in a semi-arid or desert region provides high returns on investment if soiling losses are mitigated via efficient cleaning methods and optimized cleaning frequency. If solar collectors are not cleaned, the accumulation of dust layers on solar collectors may cause the operation of such plants in arid regions to become economically unviable. Washing solar collectors with water and detergent, as is most commonly done now, is an efficient method for cleaning. The conventional approach in utility-scale solar plants is to use a large truck with a water tank and pump system for spraying deionized water on the surface of the solar collectors. Robotic cleaning with brushes, used for many solar plants, requires lesser water for cleaning. The water consumed using semi-automated cleaning of PV modules in utility-scale solar plants is approximately 2 liters/m 2 per cleaning cycle. The total optical surface area of the solar collectors in 1 TW-scale solar installation will be more than 3 × 109 m 2 ; hence an enormous amount of water be needed for cleaning. There simply is not enough fresh water in the sun-belt areas of the world for predicted cleaning needs. In solar power plants, the estimated cost of cleaning solar collectors includes expenses related to the equipment used, labor, cost of transportation of water, the energy required for cleaning, plus ancillary costs whereas the cost of water is not considered. The water used is obtained from sources located close to plant sites, unmindful of the environmental and societal impact as the power plants are oftentimes located in regions that face severe drought. This practice is very similar to the cost calculations in deriving the levelized cost of electricity (LCOE) in conventional power plants based on burning fossil fuel such as coal and gas, while disregarding the cost of climate change and health effects. Unless a water-free or low-water cleaning method is established, the expansion of solar plants may lose public support in areas suffering long intervals of drought. The goal of this research project has been the development and application of the Electrodynamic Screen (EDS) as a means for a water-free, scalable cleaning process applicable to solar-power installations, including rooftop applications. We describe here the development of an EDS film-based cleaning process as an emerging method for use on PV modules, parabolic troughs, and heliostats. This report aims to show the feasibility of integrating or retrofitting EDS films onto the optical surfaces of solar collectors (both PV and CSP) while maintaining high transmission or reflection efficiency. The cleaning action provided by the EDS film is an active method to remove dust deposits by electrodynamic force. Current lab-scale prototype EDS films, retrofitted onto solar panels and mirrors, have shown to be capable of maintaining optical transmission or specular-reflection efficiencies higher than 90% of initial values under clean conditions. The optical surfaces of solar collectors laminated with EDS films can remove more than 90% of deposited dust when the EDS is activated for less than two minutes. As an electrodynamic dust removal process, the EDS film-based method is designed primarily for the removal of dust in solar installations located in semi-arid and desert areas, where the atmosphere is often dry and dusty and rainfall is infrequent. While EDS film application minimizes water consumption and facilitates cleaning as frequently as needed, it has limitations in removing contaminants such as soot, organic pollutants deposited as fine films on the surface, and bird droppings. The dust removal efficiency of the EDS is maximum at relative humidity RH is 40 to 50% and decreases at when RH > 65%. Many solar plant sites undergo diurnal and seasonal cycles of high ambient, early afternoon temperatures and an RH that reaches the dew point early in the morning. These variations in atmospheric conditions do not limit the operation of the EDS film. This report presents a brief review of the progress and the potential of EDS film technology for mitigating the impact of dust on solar collectors via water-free cleaning, as well as current technical challenges regarding efficiency and durability. Our experimental data on the performance of EDS films show that: (1) the dust-removal efficiency (DRE) can reach levels higher than 90%, (2) the specular reflectivity (SR) of EDS film-laminated second-surface mirrors reach levels in excess of 90%, (3) the specular reflectivity restoration (SRR) can exceed 90%, (4) the output-power restoration (OPR) of PV modules can exceed 95%, and (5) the optical transmission efficiency (TE) of the EDS films can be greater than 90%. Working with Sandia National Laboratories (NM), Corning Research and Development Corporation (NY), Eastman Kodak (NY), Tomark-Worthen Industries (NH), and EDS Chile SPA (Chile), we have produced EDS film-laminated PV modules and demonstrated their self-cleaning functions without requiring water. We have demonstrated that the operational range of EDS films will cover the expected ambient temperature of solar fields at RH cycling varying from 20 to 95% as long as the EDS films are activated in the RH range 20 to 50%. (Typical solar-field climates in deserts and semi-arid lands often reach near dew point in coastal areas.) Our experiments on the application of hydrophobic-fluorinated nanoparticle coatings on EDS film surfaces show that the EDS operational range can be extended to higher RH levels that approach the dew point. At Eastman Kodak, as one of our industrial partners, we were able to establish a process for manufacturing EDS films using flexographic printing of the electrodes onto transparent polymer films. This process utilizes an existing manufacturing line at Eastman Kodak that allows fabrication of medium-scale EDS films (26 cm × 30 cm). The manufacturing process has the capacity to produce EDS films at high production speeds. The medium-scale EDS films that have been printed at Kodak were evaluated in the lab at Boston University. The EDS films produced at Kodak were laminated at Tomark-Worthen using an industrial scale vacuum laminator to produce EDS film stacks, which can be affixed onto the optical surfaces of PV modules or concentrating mirrors. The EDS film stack consists of the EDS films that have Willow® Glass (WG) which has a thickness of 100 μm as the front surface. The WG sheets obtained from Corning Research and Development Corporation are customized in size and shape to cover the active area of the EDS films. The back surface of the EDS film stack is integrated onto the optical surface of the solar panel or mirror using optically clear adhesive (OCA) films or silicone adhesives. The OCA films (thickness 25 μm) are produced by 3M. The EDS film stacks have the architecture: WG/OCA/EDS Film/OCA/ over PV module or solar mirror. The power-supply units needed for activating the electrodes of the EDS film were designed and produced at Boston University. These power supply units provide three-phase, 1.2 kV voltage pulses at a very low current (micro-ampere) level and at a low frequency (≈ 5 Hz). The voltage pulses are applied to the electrodes in a sequence such that the train of pulses resembles a unidirectional traveling wave of electrical field on the surface of the EDS film. The dust particles on the surface become charged electrostatically and are levitated by the Coulomb force. The lateral sweeping action of the traveling electric field created by the three-phase voltages pulses then sweeps the dust off the surface. The energy consumed by the EDS electrodes is less than 0.2 Wh/m 2 /cleaning cycle, enabling energy-efficient restoration of output power (OPR) of PV module or specular reflectivity restoration (SRR) for solar mirrors. The EDS system consists of (1) an EDS film stack laminated onto the solar collectors, (2) connection of the EDS film to its power supply unit and (3) Interconnection of the power supply to PV modules or solar mirrors. Design, construction and assessment of field-testing units that have EDS stack laminated PV modules for evaluating the performance of the EDS films in solar fields is being carried out at BU. Our progress under this project, aimed at the advancement of EDS film technology, has reached DOE Technology Readiness Level (TRL) 6. Based on the extensive laboratory evaluations and limited field trials, as well as contacts with potential users, we believe that the technology has reached its commercial stage. We are conducting a cost analysis using the National Renewable Energy Laboratory (NREL) System Advisory Model (SAM) and are preparing for field trials of EDS films in different solar fields in the US, Chile, India and in the Middle East. A brief description of EDS film performance, construction and testing of the field-test unit, autonomous operation of the field-test unit for evaluating EDS performance in increasing energy yield, associated revenue savings, and water conservation is presented.

14 SOLAR ENERGY↗

Co-Optimization of Fuels & Engines: FY18 Year in Review

The U.S. Department of Energy (DOE) Co-Optima initiative is accelerating the introduction of efficient, clean, affordable, and scalable high-performance fuels and engines. This first-of-its-kind effort is simultaneously tackling fuel and engine research and development (R&D) to maximize light, medium, and heavy-duty vehicle fuel economy and performance, while mapping lower-cost pathways to reduce emissions, leveraging diverse domestic fuel resources, boosting U.S. economic productivity, and enhancing national energy security. Co-Optima brings together DOE's Office of Energy Efficiency & Renewable Energy (EERE), nine national laboratories, 13 universities, and numerous industry and government stakeholders in a collaboration exploring solutions with potential for near-term improvements to the types of fuels and engines found in most vehicles currently on the road, as well as potential for the development of revolutionary new engine technologies.

09 BIOMASS FUELS↗

Plug-In Hybrid Urban Delivery Truck Technology Demonstration

The I-710 and CA-60 highways are key transportation corridors in the Southern California region that are heavily used on a daily basis by heavy duty drayage trucks that transport the cargo from the ports to the inland transportation terminals. These terminals, which include store/warehouses, inland-railways, are anywhere from 5 to 50 miles in distance from the ports. The concentrated operation of these drayage vehicles in these corridors has had and will continue to have a significant impact on the air quality in this region whereby significantly impacting the quality of life in the communities surrounding these corridors. To reduce these negative impacts it is critical that zero and near-zero emission technologies be developed and deployed in the region. A potential local market size of up to 46,000 trucks exists in the South Coast Air Basin, based on near- dock drayage trucks and trucks operating on the I-710 freeway. The South Coast Air Quality Management District (SCAQMD), California Air Resources Board (CARB) and Southern California Association of Governments (SCAG) — the agencies responsible for preparing the State Implementation Plan required under the federal Clean Air Act — have stated that to attain federal air quality standards the region will need to transition to broad use of zero and near zero emission energy sources in cars, trucks and other equipment (Southern California Association of Governments et al, 2011). SCAQMD partnered with Volvo Trucks to develop, build and demonstrate a prototype Class 8 heavy-duty plug-in hybrid drayage truck with significantly reduced emissions and fuel use. Volvo’s approach leveraged the group’s global knowledge and experience in designing and deploying electromobility products. The proprietary hybrid driveline selected for this proof of concept was integrated with multiple enhancements to the complete vehicle in order to maximize the emission and energy impact of electrification. A detailed review of all technologies included in the demonstrator is presented in this report. The project was completed in July 2015 with a final demonstration of the concept vehicle on a simulated drayage route around Volvo’s North American headquarters in Greensboro, NC. The route included all traffic conditions typical of drayage operation in Southern California as well as geofences defined to showcase the zero emission capabilities of the truck. The demonstrator successfully completed four consecutive trips with a gross combined vehicle weight of 44,000 lb., covering approximately 2 miles out of a total distance of 9 miles per trip in the Zero Emission (ZE) geofence. This vehicle is expected to use approximately 30% less fuel than a typical drayage truck in daily operation, and it is designed to allow full electric operation whenever operating in a marine terminal in the ports of Los Angeles / Long Beach. A paper study on the feasibility of expanding the capabilities of the plug-in hybrid concept developed as part of this project was also delivered as an addendum to the regular progress reports.

33 ADVANCED PROPULSION SYSTEMS↗

Multi-Speed Transmission For Commercial Delivery Medium Duty PEDVs

Successful completion of the proposed project will set a course for improving quality of life by overcoming key challenges in the gearbox for commercial-delivery, medium-duty, plug-in electric drive vehicles: It will reduce US dependency on foreign oil through the use of electric driven propulsion instead of fuel driven. It will reduce health risks by replacing tailpipe emissions in densely populated city centers. Finally, it will improve the performance-cost basis to meet or exceed the expectations of the targeted medium duty vehicle fleet owners and the independent customers. The proposed multi-speed transmission will narrow motor operation to the peak efficiency region, thereby increasing the electric powertrain efficiency to help close the range gap. Further, it will enhance customer satisfaction by improving vehicle acceleration, top speed and gradeability over the baseline. The project was conducted in three budget periods: In BP1: Technology Development, High-level vehicle powertrain models were used to optimize candidate transmission architectures and ratios along with a variety of traction motor characteristics for concept selection. The detailed driveline designs and component dynamics were investigated to meet medium-duty EV requirements; In BP2: Technology Development and Prototype Demonstration, The modeling and simulations with multi-speed transmissions were extended to other MD and HD EV platforms. Clean sheet design of a compact, lightweight, flexible, and modular, four-speed transmission was completed. Development of novel shifting and controls strategies were started and procurement of the prototype transmission and the controller hardware was begun; In BP3: Technology Integration, Testing, and Demonstration, Prototyping the four-speed automated mechanical transmission was completed. The transmission controls system and software development and preliminary gearbox dyno tests were done at Eaton. ORNL conducted integrated powertrain HIL tests. One of the prototype units was fully integrated into a Proterra BE35 demonstration electric bus. The shift control strategy was fine-tuned on the integrated vehicle at Eaton Marshall Proving Grounds. NREL tested the vehicle and validated the performance gains. Simulations predicted up to 20% increase in system energy efficiency depending on drive cycles, a top speed of greater than70 mph on flat road, 40% faster acceleration and a doubled gradeability with four-speed transmission as compared to the baseline EVs. Chassis Dyno Tests at NREL verified the simulation results of Eaton team and the HIL test results of ORNL team. The new four-speed EV transmission is efficient, reliable, modular, scalable, light weight, small size, and will be affordable. Furthermore, four-speed transmission enables downsizing of motor, battery and final drive, thereby reducing the total system cost.

33 ADVANCED PROPULSION SYSTEMS↗

High Tonnage Forest Biomass Production Systems from Southern Pine Energy Plantations

In this study, a high-tonnage harvesting system designed specifically to operate efficiently in the expected stand types of a bioenergy scenario was built, deployed, and evaluated in a production setting. Stands on which the system was evaluated exhibited the heavy stocking levels (> 600 stems per acre) and tree size distributions with significant volume in small stems (down to 2” DBH) that were expected in the modified energy plantation silvicultural approach. The harvest system also was designed to be functional in the traditional plantation stands dominating the commercial forestry landscape in the region. The Tigercat 845D feller buncher, which was a prototype machine designed for the high tonnage harvest system, used a boom-mounted prototype DT1802 shear felling head and incorporated a number of options intended to maximize its small-stem productivity, including: a high-speed shear severing system that was cheaper to operate than a saw; a large-pocket felling head that allowed larger accumulations of small stems to be built before expending the time to drop them for the skidder; efficient, low ground pressure, tracked carrier system to decrease the amount of maneuvering, saving time and minimizing soil disturbance; and various energy-saving devices to lower fuel costs and minimize air quality impacts. Overall, the feller buncher represented a quantum advance in small-stem harvesting technology. Extensive testing showed the machine’s production rate to be relatively insensitive to piece size, much less so than comparable traditional equipment. In plantation stands, the feller buncher was able to produce approximately 100 green tons of biomass per productive machine hour (PMH), and in natural stands, it produced nearly 120 green tons per PMH. The ability of the high tonnage feller buncher to maintain high productivity in stands with smaller diameter stems is something that has not been achieved in previous feller buncher designs. The Tigercat 845D feller buncher is now a production machine for Tigercat and is being sold in their current product line. The high-speed felling system was paired with a Tigercat 630D skidder and high-capacity grapple; one that could match the felling productivity when pulling small stems. The harvesting system minimized hourly costs using a single, high-capacity skidder (with a single operator), rather than two smaller ones, which is the traditional practice. The skidder itself can be considered a mid-range size and had an engine no larger than other machines in its class, but it incorporated a very large capacity 25 ft2 grapple. The large grapple is well suited to grabbing and hauling a large bunch of small-diameter trees, as produced by the high tonnage feller buncher. The grapple worked effectively in larger stems as well, but its ability to carry large numbers of small stems meant the average payload did not drop as stand DBH decreased. Tests with the machine indicated its travel speeds were nearly the same as, or perhaps slightly better than, conventionally equipped skidders, but grapple capacity was 75% larger. Productivity and cost per ton of the new skidder were better than conventional skidders for average skid distances of any length greater than 100 feet. Measured skidder productivity was as high as 143 gt/PMH. Its productivity exceeded that of the high-capacity feller buncher for skid distances out to nearly 700 feet, so system productivity could be expected to remain high for stands of a size typical in the southern U.S. The Tigercat 630D skidder is a production machine for Tigercat and the large grapple can now be ordered by customers using it for small diameter trees. When the feller buncher and skidder are analyzed as a two-machine system, overall productivity is fixed at the level of the least productive machine. Results from a set of side-by-side tests in the same density stand with conventional feller bunchers and skidders showed that the high tonnage system produced 97 gt/PMH versus 68 gt/PMH for a comparable conventional system. Machine rate costs for felling and skidding were $2.31/gt and $3.72/gt for the high tonnage, and conventional systems, respectively. However, the most significant result of the project is that the high tonnage system was shown to be relatively insensitive to tree size. This ability to maintain felling and skidding productivity and cost as tree size decreases is a breakthrough in harvesting systems for southern pine plantations. The concept of transpirational drying of woody biomass was tested at an industrial scale at multiple locations during this project. Felled trees were allowed to dry in two scenarios: 1) in bunches where they were felled, and 2) in roadside piles. Although the wood piled in large piles at roadside did experience drying, the wood left in bunches experienced a greater moisture reduction. Drying times of 72 days in the late summer resulted in mean wood moisture content of 26% for skidder bunches and 39% for the large pile at roadside as compared to moisture contents of 55% to 58% for freshly cut trees. An existing whole-tree chipper, Precision 2675, was modified to allow production of chips smaller than the traditional pulp size chip (i.e. “microchips”). Feed rates and knife placements were retained in the new design, while additional pockets were incorporated in the chipper disk to allow the attachment of either four knives for pulp chips or eight knives for microchips. This design facilitated switching between the energy and pulp chip product options at relatively low expense (about ½ day downtime). Chipping of whole-trees into pulp chips and microchips with the Precision 2675 disk chipper resulted in average productivities of 79.5 gt/PMH and 70.7 gt/PMH, respectively. Production rates of the chipper were lower when producing microchips by about 10% relative to producing pulp chips, but rates were similar to those achievable when making clean pulp chips. Particle size analysis for clean pine microchips revealed 26.6% retention on a 13 mm (slightly less than 3/8-inch) round hole screen and 25.9% retention for whole-tree pine microchips. For comparison, clean pine pulp chips had 52.2% retained. Ash content (% dry basis) was 0.54% for clean pine microchips and 0.62% for whole-tree pine microchips. Ash content for clean pine pulp chips was 0.39%. For transpirationally-dried material there was 38.1% retention for whole-tree microchips on a 13mm screen compared to 70.1% for dried clean pulp chips. Ash content was 0.78% and 0.44% respectively for these two chip types. Clean pine microchips stored at roadside had 25.2% retention on a 13 mm screen and 0.50% ash content. For mixed species (pine and hardwood), whole-tree microchips had 25.1% retention on a 13 mm screen compared to 50.6% for whole-tree pulp chips. Ash content was 2.12% and 2.74% respectively for these two chip types. Clean hardwood microchips stored at roadside had 35.0% retention on a 13 mm screen and an ash content of 1.24%. There are two significant advantages to using transpirational drying: reduced transportation costs, and reduced drying costs (capital and operating costs) for the biorefinery. This project evaluated the potential to reduce transportation costs through transpirational drying, and it included a component that tested higher capacity chip trailers (23% larger volume) to be able to transport dry wood with a lower bulk density. For transpirationally-dried chips at 35% MC, the high-capacity trailers achieved loads with a mean payload of 24 tons with maximum payloads of 29 tons. The typical legal payload on this trailer is 28.5 tons. Therefore, the project demonstrated that it is possible to achieve maximum legal payloads on chip trailers with transpirationally dried wood. Assuming that the truck is loaded to the legal payload limit, the transportation costs of chips can be reduced from $15.91/dry ton (dt) for 56% MC wood to $10.77/dt for transpirationally dried wood at 35% MC (for an example 50-mile haul distance at $0.14 per one-way ton-mile). For longer haul distances, these savings in trucking costs become even more significant. These results have demonstrated how significant savings in transportation costs can be achieved through transpirational drying. Also, these results show that it may be possible to increase the procurement radius for a biorefinery by using transpirational drying. Further cost reductions can be realized by the biorefinery when drying costs are reduced. The goal of this study was development of a timber harvesting system as productive in stands optimized for biomass production as it was in stands grown for roundwood markets. If that goal is achieved, a logger can invest in a single suite of equipment and operate efficiently in any future silvicultural regime that might include energy feedstocks as an output. It was the premise of the study that a future biomass market would shift the age distribution and stem size in stands grown for energy downward, and the key strategy in developing a harvest system for that scenario would be creating one with logging costs relatively insensitive to tree size. Our vision for such a system included a felling machine with a large capacity head to minimize time spent building bunches, plus a skidder capable of moving large volumes of small trees. The study proposed building the system and testing it against existing equipment in stands similar to those envisioned as resulting from biomass-optimized silviculture. As stated previously, the new feller buncher and skidder evaluated on their own merits showed their designs were clearly a step in the right direction - their productivity was indeed high and less sensitive to reductions in stem size. Cost projections based on extensive time and production studies of the high tonnage and benchmark operations showed modest advantages in FOB costs of the new system in both ‘average’ and simulated ‘energy’ stands (7.7% and 9.5%, respectively). But it was clear, when coupled into a traditional logging system, the in-woods productivity advantage of the modified equipment was easily overwhelmed by inefficiencies in chipping or trucking. Some additional savings can be achieved by spreading the cost of the feller buncher over multiple chipping operations (another 7.5%), but generally, in stands with average DBH above 6 inches, the in-woods equipment was not limiting productivity, and costs were driven by chipping and transport. Our results were a positive step in lowering delivered cost of trees grown for energy purposes, but they also argue strongly for a more comprehensive approach in solving this issue. The procurement system in its entirety has to be optimized to take full advantage of the productivity gains achieved with the machines and transpirational drying techniques developed in this project. We have to understand the true costs of all logistical options, particularly those of the choice in chipping strategy and in truck allocation, both of which seemed, in this study, to be the greatest source of variability in cost, and often the most expensive operations as well.

09 BIOMASS FUELS↗