Assessment of biodiesel scenarios for Midwest freight transport emission reduction.

Sauthoff, Anjali P.; Meier, Paul J.; Holloway, Tracey A. · 2010 · ROSA P / National Center for Freight and Infrastructure Research and Education (U.S.)

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Summary

This study evaluates the potential for biodiesel blending to reduce emissions from heavy-duty diesel vehicles (HDDVs) in the Upper Midwest United States, a region with high freight activity. The research addresses the trade-offs between reducing criteria air pollutants, such as particulate matter (PM) and nitrogen oxides (NOx), and mitigating greenhouse gas (GHG) emissions. While emission controls can effectively remove ozone precursors and PM, they often lower fuel efficiency, thereby increasing CO2 emissions. Biodiesel is examined as a near-term alternative that can lower the carbon content of freight fuel without requiring modifications to existing diesel engines. The authors utilized the U.S. EPA’s 9 Region Market Allocation Model (MARKAL) to simulate regional energy systems and quantify PM10 and NOx emissions, and the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model for lifecycle GHG analysis. The study focused on Region 3 (East North Central), projecting a 38 percent increase in HDDV vehicle miles traveled between 2010 and 2015. Four alternative scenarios were modeled against a baseline of 100 percent petroleum diesel: B20 (20 percent biodiesel), B10, B4, and B2. These blends were selected because they can be used in unmodified engines. Emission factors for PM10 and NOx were adjusted using EPA regression equations to account for blend-specific impacts, while GHG factors were derived from GREET lifecycle data. Results indicate that total PM10 and NOx emissions from HDDVs are projected to decline significantly between 2010 and 2025 due to federal regulations and improved vehicle technologies, such as particle filter traps. Biodiesel blending further reduces PM10 emissions, with B20 decreasing PM10 by approximately 12 percent relative to petroleum diesel. However, biodiesel slightly increases NOx emissions, with B20 raising NOx by roughly 2 percent. Despite these increases, the effect of biodiesel on NOx and PM is outweighed by the substantial reductions achieved through technological improvements in exhaust controls and engine efficiency. Regarding GHGs, total emissions from HDDVs are projected to increase through 2025 as freight demand outpaces efficiency gains. However, biodiesel blends reduce lifecycle GHG emissions by 1.5 to 14.7 percent, with B20 offering the greatest reduction. The study concludes that while biodiesel blending offers modest benefits for reducing PM10 and GHGs, its impact on criteria pollutants is minor compared to the effects of regulatory-driven technological advancements. Higher blend levels provide greater emission reductions but remain limited in their ability to offset the overall growth in freight-related emissions. The findings suggest that biodiesel serves as a viable short-term, low-cost strategy for emission reduction, particularly for GHGs, but that significant long-term mitigation will require broader improvements in vehicle efficiency and fuel consumption.

Key finding

Biodiesel blending reduces PM10 emissions by up to 12 percent and lifecycle greenhouse gas emissions by up to 14.7 percent, but increases NOx emissions by up to 2 percent relative to petroleum diesel.

Methodology

modeling

Provenance

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Summary generated by qwen3.6-27b-prismaquant on 2026-06-10; verification: verified.

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