A Summary Of CATF Field Investigations on the Effectiveness of Diesel Retrofits. Bruce Hill, Ph.D., Senior Scientist Athens, GA February 22, 2010
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1 A Summary Of CATF Field Investigations on the Effectiveness of Diesel Retrofits Bruce Hill, Ph.D., Senior Scientist Athens, GA February 22, 2010
2 Why Diesel Retrofits are Needed: Diesel Exhaust a Major Source of Toxic Carbon Particles Diesel particles are very small, some 10 millionths of a meter or less, and can invade the bloodstream from the lung. Diesel particles typically a composite of carbon compounds, metals and sulfates with adsorbed toxics. Emitted at ground level where we breathe. U.S. Diesel PM Concentrations/Risk.
3 Thousands of Medical Studies Implicate Particles in Cardiovascular and Respiratory Disease.
4 Black Carbon Contributes to Atmospheric Warming Black carbon warms by absorbing sunlight and radiating it as heat, like blacktop. Molecule per molecule black carbon has the potential for about 2000X the warming over 20 years relative to CO 2 Black carbon was one of the largest warming agents in the 20 th century.
5 Diesel Exposure Problem 1: In- Traffic Cabin DPM Exposure Trucks ahead. No trucks
6 Diesel Exposure Problem 2: Self- Pollution and Operator/Passenger Exposure 6
7 Diesel Exposure Problem 3: Pedestrian and Neighborhood Exposure. At bus stops Along truck routes through neighborhoods
8 Diesel Exposure Problem 4: Regional Pollution from Particulate Haze
9 CATF Diesel Investigations School Buses: NH, Chicago, Atlanta, Ann Arbor, Houston, Charlotte; Trucks: Port of NJ, NY, CT, NH Heavy Equipment: Wheel Loaders, OH Commuter Diesel Exposure (car, bus, train, walking) : Columbus, Austin, Boston, Chicago NYC
10 CATF Study Methods: Continuous Monitoring/ Video Chase Magee AE91 Black carbon tailpipe monitor 10
11 Diesel Particulate Matter Retrofit Devices Investigated. California Verification Levels Level 1 Diesel oxidation catalyst Level 2 Flow through filter (FTF) e.g. Donaldson DMF Level 3. Diesel particulate filter (DPF).
12 Level 1. Diesel Oxidation Catalyst (DOC) CARB Level 1 Device > 25% PM reduction. Fits most engines, easy to install muffler replacement. No operational issues. Inexpensive. (~$1000 installed) Relatively ineffective. Many DOCs get <20% particulate reduction. Strips organic carbon via oxidation, does not reduce black carbon.
13 DOC test Limited CATF testing. Results were indeterminate. For school bus equipped with DOC, in-cabin particulate matter were indistinguishable from its pre-retrofit condition. Net ultrafine particle exposure. School bus, Ann Arbor, MI: Peaks are particles entering at bus stops)
14 Level 2. Flow Thru Filter (FTF) (e.g. Donaldson DMF) Level 2 Device >50% PM mass reduction. Up to 70% under optimal duty cycle and T. Wider range than DPF: fit to engines with exhaust T >210 deg C 40% of the duty cycle. Mid range cost ~$5000 Removes both organic and black carbon via oxidation and trapping by a metal fleece Back pressure potential if clogged by excessive lube oil burn. More tolerant of higher fuel sulfur content. Relatively new technology
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16 DMF installation by Yancey Cat and UGA muffler replacement
17 Preliminary CATF Field Tests: Post-DMF Retrofit: ~40-70% Reduction in Black Carbon Magee Sci AE91 Black Carbon Monitor
18 Level 3. Diesel Particulate Filter (DPF). Most effective. Level 3 Device >85% PM mass reduction. Up to 99% under optimal duty cycle and T. Fit to engines with exhaust T >240 deg C 40% of the duty cycle. Passive (doubly catalytic) and active (regeneration via injected fuel or electric.) Cost $6000+ passive, $10,000+ active. Removes both organic and black carbon via honeycomb wall-flow filter. Back pressure potential if clogged by excessive lube oil burn. 15 ppm S requirement (onroad and offroad fuel now meet this S level.)
19
20 DPF is VERY effective 20 Without DPF >500,000 particles/cc With DPF <10,000 particles/cc
21 Black Carbon Tailpipe Idle Emissions 2005 Conventional vs 2009 DPF-equipped Fire Trucks Magee Sci AE91 Black Carbon Monitor Conven&onal 1114 mg/u3 Black Carbon DPF- equipped 5 ug/m3 Black Carbon
22 DPF Chase Data: Measuring Cabin Air behind diesel vehicle in real time w/ video. See the following images as videos at CATF diesel web. Go to: or
23 School Buses (DeKalb Cty, GA) Conventional DPF-Equipped
24 NYC Transit Buses Conventional DPF-Equipped 24
25 Boston Transit Buses: Cabin Air Conventional. Bus DPF-Equipped Bus 25
26 Drayage Truck, Port of NJ. Pre-retrofit DPF Retrofit
27 30 Box Truck Pre-retrofit DPF Retrofit 27
28 NYC Sanitation Retrofits Work. Conventional DPF Retrofit 28
29 OH Construction Equipment: CAT 980 Wheel Loader New 2008 ACRT Cat Without DPF 2007 CAT With DPF
30 What About Crankcase Emissions? Ventilation to crankcase is a significant pollutant source. Source: blow-by or road draft tube. Organic pollutants from burning blow-by, lube-oil. Ventilation closed post-2007 onroad. Approximately 15% of overall engine emissions. Significant source of in-cabin emissions in trucks and school buses. 30
31 Solution: Closed Crankcase Ventilation Filter (CCV) Not a stand-alone emissions controls device. Paired with DOC, FTF or DPF, reroutes crankcase emissions to engine, reduces cabin exposures School Bus Truck
32 Study Observations to date: Level 1: Limited study of a DOC suggests no observable cabin benefit. No maintenance. Level 2: Preliminary study of FTF (Donaldson DMF) observed 40-70% reduction in black carbon particles from tailpipe. Inconclusive on ultrafines and total PM. Much more investigation needed. Potential for clogging & maintenance but less than DPF. Level 3 Diesel Particulate Filter (DPF): 90+ percent reduction in fine and ultrafine particles. Numerous CATF tailpipe measurements have shown numbers of ultrafine particles reduced by 1000X and fine particles reduced by 100X; significant in-cabin reductions. May need periodic manual regeneration. CCV: Many CATF tests show CCV important to capture the additional ~10-15% crankcase emissions and reduce cabin exposure. Critical for school buses. Periodic maintenance. The Gold Standard, with near 100% reduction: DPF-CCV. One size does not fit all. Duty cycle, T and space dependent.
33 For More Information: Bruce Hill Senior Scientist Clean Air Task Force (603) Reports at: Video at:
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