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A procedure for developing a GIS database for a Palouse wheat field is described and a case study used for an example. The database and standard fertilizer rate formulas based on potential yield were combined with an expert system to develop a fertilizer rate database for each of 200 cells in a 32 hectare field. GPS instrumentation and a variable rate fertilizer applicator were used to apply the spatially variable fertilizer rate in the field. Average fertilizer applied was reduced from the farmer's anticipated 71 kg/ha to an average of 45 kg/ha for the variable rate. The fertilizer rate on slopes steeper than 20 percent averaged 33 kg/ha or a 54 percent reduction. The fertilizer cost was reduced by $7 per acre.

Two on-road diesel pickups were operated on a mixture of 20 percent Biodiesel and 80 percent diesel for 80,000 kilometers (km). The engines were unmodified, but modifications were made to the vehicles for the convenience of the test. Fuel mixing was done on-board to extend the driving range to over 5,000 km between Biodiesel fill ups. Chassis dynamometer testing, injector coking, engine compression, injector valve opening pressures, and engine oil analyses were done at regularly scheduled intervals to monitor the engine performance parameters. RME produced 5 percent less power than D2, while 20RME and 20RAW produced one percent less power than D2. Smoke density was reduced 39 percent with RME, while 20RME increased 18 percent, and 20RAW decreased smoke density by 3.1 times that of D2.

Two pickup trucks, both with 5.9 L, turbocharged and intercooled, direct injection diesel engines, were tested for regulated emissions at the Los Angeles County Metropolitan Transit Authority Emissions Testing Facility, one in 1994 and the other in 1995. Emissions testing was conducted using the Dynamometer Driving Schedule for Heavy Duty Vehicles (Code of Federal Regulations 40, Part 86, Appendix 1, Cycle D). Emissions data generated included total hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2), oxides of nitrogen (NOx) and particulate matter (PM). All tests were with a chassis dynamometer capable of transient testing. This paper presents an analysis and comparison of the emissions tests for each year as well as a comparison between years. Differences in emissions found between years are reported. Test methods, procedures and the experimental designs are discussed. The test data presented in this report represents the emissions of three biodiesel fuel blends.

In July 1997, the Pacific Northwest and Alaska Regional Bioenergy Program, in cooperation with several industrial and institutional partners initiated a long-haul 322,000 km (200,000 mile) operational demonstration using a biodiesel and diesel fuel blend in a 324 kW (435 HP), Caterpillar 3406E Engine, and a Kenworth Class 8 heavy duty truck. This project was designed to: develop definitive biodiesel performance information, collect emissions data for both regulated and non-regulated compounds including mutagenic activity, and collect heavy-duty operational engine performance and durability information. To assess long-term engine durability and wear; including injector, valve and port deposit formations; the engine was dismantled for inspection and evaluation at the conclusion of the demonstration. The fuel used was a 50% blend of biodiesel produced from used cooking oil (hydrogenated soy ethyl ester) and 50% 2-D petroleum diesel.

The “Truck in the Park” project was a jointly funded research project which demonstrated the benefits of the use of biodiesel in a tourism related industry. The National Park Service (NPS) operated a truck in Yellowstone National Park (YNP) for 149,408 km (92,838 miles) on 100% biodiesel fuel produced by the University of Idaho. Participants in this project included Montana Department of Environmental Quality, Wyoming Department of Commerce, NPS, Department of Energy's Regional Biomass Energy Program, Koch Agri-Services, Dodge Truck, Cummins Engine Company, J.R. Simplot, Western States Caterpillar, University of California at Davis, and the University of Idaho. This summary report details the fuel production, engine performance, durability, and engine emissions tests performed on the test vehicle. The test vehicle was a 1995 Dodge 2500 four-wheel-drive pickup with a Cummins B 5.9 liter turbocharged, direct injected, diesel engine.

This study involved refining a vehicle for computer guidance and GPS position control. The vehicle was powered by a small diesel engine coupled to a hydrostatic drive transmission adaptable to computer control. By interfacing GPS and a computer with the control portions of the vehicle, it was controlled automatically with no driver interference. The computer interface for the vehicle was built to use TTL level inputs and outputs on a standard parallel port configuration. All control aspects of the vehicle were dictated by two parallel ports with vehicle position and heading read simultaneously through two nine pin-serial connectors. This interface configuration was flexible so the vehicle’s software control could be executed by a variety of computers, not just one built specifically for the application. A hydraulic power steering valve driven by a single bidirectional DC motor controlled the electro-hydrostatic steering system.