EPA/AA/CTAB/PA/82-8
Summary of Status of
EPA Office of Mobile Sources
Characterization Projects
as of March, 1982
Thomas M. Baines
October, 1982
Technical Reports do not necessarily represent final EPA
decisions or positions. They are intended to present technical
analysis of issues using data which are currently available.
The purpose in the release of such reports is to facilitate the
exchange of technical information and to inform the public of
technical developments which may form the basis for a final EPA
decision, position or regulatory action.
Control Technology Assessment and Characterization Branch
Emission Control Technology Division
Office of Mobile Sources
Office of Air, Noise and Radiation
U.S. Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Michigan 48105
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Table of Contents
SECTION PAGE
I. Overview and Background 4
II. Summary and Conclusions . . 7
III. Characterization Results
A. Fuels Work
1. Alternate Fuels
a. LD Diesel - Project complete, summary
given 10
b. HD Diesel - Project planned and funded
but not started 26
2. Methanol
a. LD Vehicles - Project partially complete,
summary of available results given ... 27
b. M.A.N. Methanol Engine - Project
just starting 36
B. Diesel Engine Characterization
1. Malfunction Conditions - HD Diesel -
Summary of DDAD 6V-71 results 38
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2. Normal Operating Conditions - Status given . . 51
C. Aldehydes Emissions at High Mileage -
1. Summary of Data 51
V. References 57
VI. List of Recent CTAB Characterization Reports 58
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I. Overview and Background
The Pollutant Assessment Program of the EPA Office of Mobile Source Air
Pollution Control (OMSAPC)* has focused on expanding the knowledge of
pollutants as they are emitted from various mobile sources. This work has
been done within OMSAPC, by in-house and extramural programs, as well as
monitoring the characterization efforts performed by other organizations
both within EPA and by industry and others. Some of the principal guiding
objectives of the OMSAPC Pollutant Assessment program can be summarized by
the following points.
1. The characterization of pollutants not normally tested and that may
represent a human health concern.
Currently, and in the past, a large amount of effort has been expended
by industry and EPA characterizing the hydrocarbon, carbon monoxide
and oxides of nitrogen emissions from a variety of engines and
vehicles. However, there may be other compounds being emitted by
vehicles that may be of concern. Especially of interest would be
those compounds that may have a deleterious effect on human health.
Some of these compounds would be emitted in varying amounts from
uncontrolled as well as controlled engines. Other compounds (such as
catalyst attrition products) could be emitted mostly from vehicles
which have emission control systems designed to control HC, CO and
NOx. Various systems to improve both emissions and fuel economy could
have a large impact on unregulated emissions. Since motor vehicle
technology is evolving in response to the need for improved emissions
and fuel economy, it is critical that OMSAPC characterize new systems
for unregulated pollutants. Consequently, the OMSAPC program has been
focused on characterizing a broad range of compounds from present and
future engine and vehicle technologies.
The Office of Mobile Source Air Pollution Control (OMSAPC) is now the
Office of Mobile Sources (QMS) as a result of a recent organizational
change in EPA.
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2. Testing for a variety of pollutants under malfunction conditions.
Much, if not most, of the testing performed by EPA and other
laboratories has been done with vehicles and engines tuned to
manufacturers' recommended specifications. However, many vehicles that
are in use today operate under conditions of tune that do not meet the
manufacturers' recommended specifications. This could result in
increased emissions of a variety of both regulated and unregulated
pollutants, some of which could have negative human health effects. As
a consequence, OMSAPC has tested a variety of engines/vehicles for
pollutants of concern under malfunction conditions to estimate the
impact that such vehicles/conditions would have on the environmental
loading of pollutants.
3. Fuel parameters.
Fuel properties can affect emissions. The trends in Diesel fuel quality
over the past decade are generally in the direction of poorer emission
performance. Therefore, the relationship between fuel parameters and
emissions has been, and continues to be, an area of importance.
The future fuel situation in the United States is somewhat unclear in
that we are considering the development of a variety of alternate
sources of fuel to supplement conventional petroleum sources. These
alternate sources include lower grade petroleum crudes, alternative and
synthetic fuels derived from coal and oil shale and fuels derived from
biomass. These alternate source fuels may have a dramatic effect on
emissions and, as such, OMSAPC has performed some characterization on
these emissions as well as remained abreast of the field in general.
Also, some testing has been done on emissions from Diesel vehicles, as
these emissions may be impacted by fuel parameters. This effort will
continue in an attempt to more fully characterize the future fuels.
This work is of importance in that it helps assure that alternate fuels
are environmentally acceptable. One can probably tailor fuel
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composition and processes to obtain the maximum cost-effective
environmental benefit from these fuels if one does this sort of
characterization before these fuels are widely produced.
4. Characterization of pollutants from engines/vehicles that are involved
in a transition environment.
There are many engines/vehicles that are involved in a transition
environment created by various market forces, regulatory initiatives,
fuel economy incentives, etc. OMSAPC is very interested in character-
izing the emissions from these vehicles/engines to be able to evaluate
the impact that this transition may have. For example, the heavy-duty
engine manufacturers have now currently changed most of their engines
from the traditional, naturally aspirated type over to the turbocharged
type. Also, there is currently a trend towards Dieselization of both
the light-duty fleet as well as the mid-range heavy-duty fleet. Compar-
ative application engines for both of these fleets have been tested so
that an estimate can be made of how such a change will impact the
environmental loading of pollutants. Also, a variety of other tech-
nologies have been evaluated so that their influence can also be
estimated.
With these four broad objectives in mind, a variety of programs and projects
have been performed. The more recent and more important of these projects
are summarized in the following section. The purpose of this report is to
provide a discussion of the characterization results obtained since the last
summary report on this program (1)* was written in August, 1981. The data
in this report are those available from May, 1981 to March, 1982.
* Number in parentheses represent references found in Section V titled
"References".
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II. Summary and Conclusions
EPA-OMSAPC is conducting a thorough assessment of regulated and unregulated
emissions from a variety of current and prototype engines. Extensive work
is also underway investigating the influence of various fuels on light-duty
vehicle and heavy-duty engine emissions* This latter work includes projects
on alternate fuels such as methanol as well as fuels derived from coal or
oil shale. The following summarizes the status of the work in this
pollutant assessment area as well as some of the more important findings.
1. Eight fuels from synthetic feedstocks were run in a light duty Diesel
vehicle (Volkswagen) and the resultant emissions were compared to those
from the vehicle operated on a Diesel fuel #2 (DF2) base fuel. The
synthetic fuels tested were: 1) a Diesel # 2 Marine fuel processed from
shale oil, 2) a Paraho JP-5, 3) a blend representing a combination of
shale oil, coal-derived, and petroleum liquids designated "Coal Case
5A", 4) a 35% (volume) blend of SRC-II (Solvent Refined Coal) and DF2,
5) a blend representing the same liquids as number 3), designated
"Broadcut Mid-Continent", 6) a 25% (volume) of EDS (Exxon Donor Solvent)
with DF2, and 7) a 25% blend of EDS Naptha with DF2.
The results of this work showed that HC, CO and NOx generally increased
with the use of the synthetic fuels tested. The greatest increases came
with the use of coal liquid blends. Particulate emissions were
generally somewhat higher over the FTP with the alternate fuels, except
for the "Broadcut" fuel which resulted in lower emissions. Smoke levels
were generally higher also with the alternate fuels, with coal liquid
blends giving the largest increases. Aldehydes were little changed or
decreased with the alternate fuels and the same was true of phenols.
The only exception was a large increase in phenol emissions with the use
of the 25% EDS/DF2 blend. The Ames test bioassay data showed that for
almost all strains, the revertants per microgram of extract and
revertants per kilometer were always higher for the synthetic fuel
emissions than from the base DF2. The only exception to this is the
Paraho JP-5 fuel which occasionally resulted in lower values.
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Comparison of the results of this work with previous fuels variables
work shows few consistent trends. However, many of the alternate fuels
tested had higher aromatics levels and lower cetane levels than the
base fuel. Previous work has shown that this could result in higher
emissions of some pollutants. The same trend occurred with the
alternate fuels emissions.
A project studying the effects of alternate fuels on emissions from
heavy duty Diesel engines has been planned and funded. The fuels
studied will be selected from the following: DF2 (for comparison), SRC
II/DF2 blend, EDS/DF2 blend, DF2 Marine (Shale), DF2/used lubricating
oil blend and possibly a vegetable oil. The engine (Mack EM6-300) is
at Southwest Research Institute (SwRI) and ready for testing. Testing
has been delayed due to higher priority M.A.N. methanol engine work,
but will proceed upon completion of the M.A.N. engine testing program.
The testing of light duty vehicles using gasoline (for a baseline com-
parison) and 100% methanol as the fuels is nearly complete and about
70% of the data are reported. Much of the program went well, but there
were several problems. For example, the emission results from the
Escort were not as repeatable from test to test as were the results
from the VW. Also, the promoted base metal catalyst used for the
Escort running on methanol was larger than the noble metal catalyst
that was used when testing the vehicle in its stock condition. The
Escort vehicle designed for methanol developed carburetor corrosion
problems because it was not equipped with a methanol-protected
carburetor. Also, W.R. Grace sent a promoted base metal catalyst using
a foam substrate (usually used for prototype Diesel particulate traps)
for use with the VW and this catalyst slowly disintegrated during the
testing. Subsequent testing was done with the promoted base metal
catalyst used for the Escort. Some of the data from these tests with
the methanol-fueled VW may still be valid but some (e.g. the foam sub-
strate promoted base metal catalyst data) will be difficult to analyze.
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Tentative conclusions that can be reached at this time from the program
are that vehicles can be set up such that they come close to meeting
the levels of the emission standards at low mileage for EC, CO, and NOx
with an attendant decrease in particulate emissions and individual
hydrocarbons. However, we generally see an increase in methanol
emissions as well as aldehydes and ketones. The use of a promoted base
metal catalyst and methanol as a fuel resulted in low emissions.
However, the most complete data are from the Escort, and the fact that
the promoted base metal catalyst was twice the size of the noble metal
catalyst makes a one-to-one comparison tricky. Also, W.R. Grace has
not provided us with the composition or amount of active ingredients
for the Davex 908 promoted base metal catalyst. There appears to be a
slight increase in the level of cyanide and cyanogen with the use of
the promoted base metal catalyst. This is something that will have to
be investigated further.
4. The M.A.N. methanol heavy duty engine is now being tested after several
delays due to shipping problems, dynamometer equipment failure and
engine ignition failures. These problems have been corrected and data
are being generated. A more complete report of the data will be avail-
able later.
5. A DDAD 6V-71N bus engine was tested in a baseline configuration
followed by a malfunction condition. The malfunction condition was
representative of a "smoky bus", yet was not so-severe that the "bus"
would have been withdrawn from service. Hot start transient tests
showed increases in HC, CO, NOx, particulate and smoke. Composite
transient and modal testing showed increases for CO, particulate and
smoke, but some reduction in HC and NOx. Aldehydes were also increased
from the engine operating in the malfunction condition. The Ames bio-
assay data showed no discernible difference between the two con-
figurations on a revertant per brake horsepower-hour basis or revertant
per microgram of extract basis.
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6. Ten light duty gasoline vehicles that had been driven approximately
50,000 miles were tested for regulated and unregulated emissions (with
special emphasis on aldehydes) and the results compared to low mileage
vehicles. The results indicated that after 50,000 miles, the vehicles
tested emitted substantially more HC, CO, and particulate (increases by
factors of 3, 2.6, and 4 respectively). The increase in aldehydes at
higher mileages was not as large (about 2 mg/km at low mileage to about
4 mg/km at high mileage) showing that aldehydes are well controlled at
high mileages with catalyst-equipped vehicles compared to non-catalyst
equipped vehicles (which emit about 40 mg/km aldehydes).
There was no significant change in the level of emissions of organic
suIfides, organic amines, ammonia, cyanide and cyanogen, hydrogen
sulfide and nitrous oxide.
III. Characterization Results
A. Fuels Work
1. Alternative Fuels
a. Light-Duty Diesels
OMSAPC's first synthetic fuels emissions evaluation program (2) has recently
been completed and the final report is in preparation. The major objective
of this project was to study the effects of available alternate-source fuels
on exhaust emissions from one Diesel vehicle, a 1980 Volkswagen Rabbit. The
vehicle was operated on a chassis dynamometer following two transient driv-
ing cycles (FTP and HFET), and periodically, several steady-state con-
ditions. Nine fuels were tested. Table 1 lists some of the properties of
the fuels used. Some of the test fuels were blends of a base No. 2 Diesel
fuel and alternate-source materials while others were fuels formulated in a
study dealing with refinery modeling for alternative fuels. This latter
study was conducted by the Department of Fuels and Lubricants Technology of
Southwest Research Institute.
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One of the major challenges in performing this work was acquisition of
sufficient quantities of "state-of-the-art" alternate-source materials. In
most cases, these materials were still in the laboratory in pilot plant
phases of production. "First-generation" liquids can be described as those
which have only been made liquid from the solid coal or shale. No further
processing would have been done on such liquids. First-generation
coal-derived liquids from two processes (Solvent Refined Coal, or SRC-II,
and Exxon Donor Solvent, or EDS) were available in sufficient quantities for
testing and these were therefore used in this program. "Second-generation"
liquids can be described as those which have undergone some additional
processing after their "first-generation" processing. Such processing may
include hydrotreating, reforming, etc. The only second-generation liquids
available in sufficient quantities for testing were shale liquids.
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TABLE 1 FUEL PROPERTIES AND COMPOSITION
Substance
Fuel Code (EM-
Cetane No. (D613)
Cetane Index (0976)
Gravity, "API 9 60*F
Density, g/ml 9 60*F
Carbon, wt. »
Hydrogen, wt. %
Nitrogen, ppm loxid. pyrolysia)
Sulfur (lamp), I
Calculated II/C, numeric
Carbon No. range (G.C.)
Aromatics, vol. »
Oleflns, vol. % (D1319)
Paraffins, vol. \
Viscosity, cs 9100 °F (D44S)
Gum, riKi/100 ml (0481)
Total solids, mg/f
Metals in fuel, x-ray
Doiling Range, *C (IBP-EP, DU6)
lot point
201 point
301 point
401 point
SOI point
60% point
70t point
BOi point
90t point
95l point
r.usicluo, wt. % (DO&)
Base
DF-2
329-F
SO
52
37.5
O.S37
65.8
13.0
48
0.24
1.81
e-24
21.3
1.7
77.0
2.36
14.3
7.4
0"
101-340
219
231
242
251
2C.O
269
270
290
307
323
1.3
ppm Pb; <100 |
Shale Diesel
Marine
453-F
49
56
37.9
0.835
86.1
13.4
5
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TABLE 1 (Cont'd). FUEL PROPERTIES AND COMPOSITION
Substance
Fuel Code (EM-
Boiling &an9e( *C (IUP-EP, D2887)
10* point
20% point
301 point
40% point
SOI point
COt point
70t point
BOt point
90% point
95* point
Com|>osi tion. Volume t
Kerosene
Petroleum
JP-S
JP-8
Diesel
Petroleum
Shale DFM
Co.il SHC- 1 1
Light Cycle Oil
LSK Naptha
HSR Petroleum
Shale
Coal (Simulated)
H-uut.inu
"'•10 |.|im of Or, Ke, Ni, Cu, Zn, un.l t
Base
DF-2
329-F
104-387
197
220
239
256
2GB
280
292
307
330
347
0.0
0.0
0.0
0.0
100.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
U.O
!g; <70 ppm Pb;
Shale Dleaol
Marine
453-F
118-341
216
2J7
254
26S
274
285
297
307
319
325
0.0
0.0
0.0
0.0
0.0
100.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
<100 i>pm Al and
Parana
JP-5
473-F
157-286
175
187
195
201
210
216
224
234
244
254
0 .0
0.0
100.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Si
Coal Case
5*
474-F
140-416
217
238
254
264
271
284
299
315
344
367
0 .0
17.3
0.0
0.0
66.7
n.o
16.0
0.0
0.0
0.0
0.0
0.0
0.0
35%
SRC-II
47S-P
103-346
"158
178
196
207
219
229
240
255
278
295
0.0
0.0
0.0
0.0
65.0
0.0
35.0
0.0
0.0
0.0
0.0
0.0
0.0
Broadcut
Mid-Continent
476-F
24-399
68
123
155
196
233
251
262
280
314
342
0.0
22.0
0.0
0.0
23.0
0.0
6.2
5.2
7.4
4.8
20.9
0.0
10.5
25%
•SRC-II
478-F
129-508
193
214
232
248
259
271
285
302
321
345
0.0
0.0
0.0
0.0
75.0
0.0
25.0
0.0
0.0
0.0
0.0
n.o
O.I)
25%
• EDS
482-F
128-419
192
210
228
243
257
273
289
305
332
356
0 0
0.0
0.0.
0.0
75.0
0.0
25.0
0.0
0.0
0.0
0.0
n.o
o.o
• 25% EDS
Naphtha
4B5-F
72-455
139
174
197
225
249
264
279
298
314
336
0.0
0.0
0.0
0.0
75.0
0.0
25.0
0.0
0.0
0.0
0.0
o.o
0.0
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The first-generation coal-derived liquids exhibited boiling ranges similar
to petroleum-based Diesel fuels. They could not be used by themselves in a
Diesel engine due in part to their low cetane number of 25 or less. Blends
with petroleum-based Diesel fuel were used to raise the cetane level to
above 35.
The second-generation shale oil liquids exhibited boiling ranges similar to
petroleum-based Diesel fuels and had cetane numbers greater than 44.
Vehicle operation with these fuels was good, based on a subjective
evaluation.
The "3-bag" composite FTP values for HC, CO, and NOx are shown as bargraphs
in Figure 1. The greatest HC and CO increases, as compared with the base
fuel, were observed with the Broadcut and the 25% SRC-II blend. Hydrocarbon
emissions with these two fuels more than doubled as compared to the base
fuel and slight NOx increases were seen with all the test fuels. Coal Case
5A resulted in slightly more NOx emissions than the other blends. Of the
two middle-distillate coal-derived fuel blends (25% SRC-II and 25% EDS), the
SRC-II blend was associated with higher emissions. The 25% EDS middle-
distillate and the 25% EDS naphtha gave almost identical HC, CO, and NOx
emissions.
-------
1.25
1.00
0.75
0.50
0.25
HC =
Broadcut
Para'no
JP-5
Shale
Diesel
Marine
Coal
Case
5A
II
vm
25*
SRC-II
ii
Base
DF-2
25%
EDS
Ii
Figqre 1. Regulated gaseous emissions during FTP (composite)
25%
EDS
Nahptha
Ln
i
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Fuel consumption results for the test fuels during both transient cycles are
shown graphically in Figure 2. During both cycles, all the test blends
showed slightly increased fuel consumption except Coal Case 5A and 25% EDS.
The 25% EDS appears to result in the same or slightly lower fuel consumption
as compared with the base fuel. Coal Case 5A showed increased fuel con-
sumption compared with the base fuel during the HFET, but was about the same
during the FTP.
Concentrations of a number of individual low-molecular weight aldehydes were
determined in CVS-diluted exhaust. "Total" aldehydes refer to the sum of
the individual aldehyde emissions. This "total" for each of the test fuels
is shown graphically in Figure 3. The "total" phenols are also shown
graphically in Figure 3.
"Total" aldehyde emission decreases, as compared with the base fuel, were
observed with the 25% SRC-II and the 25% EDS blends. Both fuel blends gave
similar aldehyde emissions ( 3 tng/km). No aldehyde increases over the base
fuel were seen with the fuels tested during the FTP. Paraho JP-5 and
Broadcut test fuel were associated with decreases in FTP phenol emissions as
compared to base fuel. The 25% EDS blend roughly doubled the emission of
phenols during the FTP compared to those from the base fuel. It is
interesting to note that although the aldehyde emissions for the 25% SRC-II
and 25% EDS blend were approximately the same, the 25% SRC-II blend did not
increase phenols as did the 25% EDS blend.
Visible smoke was measured using an EPA-type smokemeter over the first
505 seconds (the "cold transient phase") of the FTP. The results are
summarized in Table 2.
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Base DF-2
Shale Diesel Marine
Paraho JP-5
Coal Case 5A
Broadcut
25% SRC-II
25% EDS
25% EDS Naphtha
HFET
I'Jgure 2. Fuel consumption during FTP and HFET.
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20
15
oo
e
M
a
o
3 10
•H
0
"Total"
Aldehydes =
"Total"
Phenols
Base DF-2
oo
Figure 3.. "Total" aldehyde and phenol emissions during FTP.
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Table 2. Summary of Visible Smoke Data
Condition
Cold Start peak
Smoke Opacity, %, by fuel
Base Shale Paraho Coal Broad- 35% 25% 25%
DF2 DFM JP-5 5A cut SRC-II SRC-II EDS
21.2 46.8 36.0 66.0 33.0 66.0 58.8 58.2
Cold idle, avg.
(after start)
0.2 1.0 1.4 0.4 3.0 60.0 3.5 4.0
1st accel.
peak
28.2 44.2 61.5 40.5 44.2 92.0 63.5 67.8
Idle at 125 sees,
avg.
0.7 0.5 0.8 0.6 0.5 21.0 1.0 1.7
Accel at 164 sees,
peak
37.5 27.2 20.0 71.2 20.6 59.0 42.0 41.3
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These data indicate rather dramatic smoke effects when running the 35%
SRC-II blend. Its smoke levels were very high at the start and even at the
125 second idle, by which time the emissions from all the other fuels showed
very little smoke. Because of such high smoke and particulate levels, the
testing with 35% SRC-II was stopped. The fuel was then reblended with 25%
SRC-II and a full set of runs performed.
At idle, the base fuel generally exhibited the lowest smoke levels. At the
164 second acceleration, however, several fuels did give lower smoke
readings than the base fuel. Shale Diesel marine, Paraho JP-5, and the
Broadcut all showed lower smoke at the 164 second acceleration than did the
base fuel. With the exception of the 35% SRC-II, the greatest smoke level
increases were generally associated with the other test fuels containing
coal-derived liquids; Coal Case 5A, 25% SRC-II, and 25% EDS.
The FTP and HFET particulate mass emission results are presented graphically
in Figure 4. The trends by fuel are similar for both operating cycles
except for the 25% SRC-II. The 25% SRC-II particulate emissions were 56%
above those from the base fuel during the FTP, but about the same during the
v
HFET. One possibility is that the combustion of the SRC-II material
improves as the vehicle warms up. Particulate mass emissions increases were
observed with the Coal Case 5A, and to a lesser extent with the EDS blends.
The BaP results are presented graphically in Figure 5. The largest BaP
emissions were associated with the Coal Case 5A fuel (about 3 times higher
than for the base fuel). Values up to twice the base fuel level were seen
with the Shale Diesel, Paraho JP-5, Broadcut, and 25% EDS. Slight
reductions were observed with the 25% EDS Naptha and 25% SRC-II. Comparing
the 25% EDS middle distillate with the 25% SRC-II shows that the 25% EDS
produced twice the BaP associated with the 25% SRC-II. However, a lighter
cut (i.e. lower boiling range) of the EDS material, 25% EDS naphtha,
resulted in approximately the same BaP emissions as the 25% SRC-II.
-------
0.5
0.4
0.3
o
•H
CO
CO
0.2
0.1
A = Base DP-2
K = Droadcut
B = Shale diesel marine F = 25^ SRC-II
C = Paraho JP-5
D = Coal Case 5A
G = 25'i HIV5
II = 25!:. liDS naphtna
FTP
HFET
Figure 4. Particulate mass emissions during FTP and HFET cycles.
-------
25% EDS Naphtha
Shale Diesel Marine
0
10
20
30 40
Emissions, ug/ kri
50
60
70
Figure 5. BaP emissions during FTP.
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The Ames bioassay was performed on the extract from the samples taken as the
vehicle was operated on the various fuels. The resultant data in terms of
revertants per microgram of extract are presented in Table 3. The "distance
specific" Ames activity is shown in Table 4. These data take into account
the total particulate emissions and the percent extractables from each fuel
blend. In reviewing these data for strains TA 1537, 1538, 98 and 100, and
all of the fuels except the Paraho JP-5, it is seen that the revertants per
microgram of extracts and revertants per kilometer are always higher for the
synthetic fuels than for the base fuel. The Paraho JP-5 fuel occasionally
has lower values. The importance of this has not yet been evaluated. The
TA-1535 strain results were low or zero, which is normal for this strain.
Comparison of the results of this work with previous fuels variables work
shows few consistent trends. However, many of the alternate fuels tested
had higher aromatics levels and lower cetane levels than the base fuel.
Previous work has shown that this could result in higher emissions of some
pollutants. The same trend occurred with the alternate fuels emissions.
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TABLE . 3. SUMMARY OF AMES BIOASSAY ANALYSIS OF ORGANIC
SOLUBLES PROM PARTICDLATE MATTER COLLECTED DURING FTP
Fuel Code
EM-329-F
EM-453-F
EM-473-F
El«-474-F
EM-476-F
EM-476-F
EM-482-F
EM-485-F
Description
base DF-2
shale diesel
marine
PaTaho JP-5
Coal Case 5A
Broadcut
25% SRC-II
25% EDS
25% EDS,
naphtha
RLI-16
Activation
No.
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
NO
Yes
No
Yes
Model Predicted
Mean Slope, revertants/Ug extract
TA-1535
0.5
0.1
0.5
0.1
0
0.2
0
0.1
0
0.2
0.6
0.1
0.1
0.2
0
0.1
TA-1537
1.9
1.4
4.3
4.8
4.8
1.9
5.8
4.0
5.5
4.2
6.3
7.0
12.5
8.2
13.2
12.2
TA-1538
3.7
3.5
6.6
11.0
6.8
10.3
8.3
8.7
9.6
10.6
10.0
12.0
11.4
10.9
18.5
16.2
TA-9P.
6.-0
3.1
12.0
6.3
5.5
4.0
13.2
5.2
13.4
5.0
10.4
5.3
24.3
8.8
19.8
9.0
TA-100
17.1
7.2
30.5
14.5
14.3
5.7
23.8
20.7
23.8
61.3
13.7 '
19.7
16.3
17.4
8.6
-------
-25-
TABLE 4- SUMMARY OF AMES BIOASSAY RESULTS IN
REVERTANTS PER DISTANCE DURING FTP
Fuel Code
EM-329-F
EM-453-F
EM-473-F
EM-474-F
EM-476-F
EM-478-F
EM-482-F
EM-485-F
Description
base DF-2
shale diesel
marine
Pataho JP-5
Coal Case 5A
Broadcut
25% SRC- II
25% EDS
--
25% EDS
naphtha
RLI-16
Activation
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Yes
TA-1535
18
4
24
5
0
7
0
5
0
12
34
4
5
10
0
4
Revertants per Kilometer •
TA-1537
70
51
204
227
177
70
296
204
316
242
365
406
620
407
486
449
TA-1538
135
128
313
521
250
378
423
444
552
610
580
696
566
541
681
597
TA-98
219
113
568
298
202
147
673
265
771
288
603
307
1206
437
729
331
TA-100
624
263
1444
687
525
447
1214
1055
2564
817
3553
794
978
809
641
316
Calculation incorporates particulate mass rates based on 47mm Pallflex filters,
percent organic solubles extracted from Pallflex "20 x 20" filters, and data in
Table 3.
-------
-26-
b. Heavy Duty Diesel
The heavy duty Diesel alternate fuels characterization work has been planned
and funded through the current Task Order (Work Directive No* 14, Contract
Number 68-03-2884). However, this work has not yet begun due to higher
priority M.A.N. methanol engine work. The objective of the heavy duty
Diesel alternate fuels effort will be to assess the pollutant emissions from
a heavy duty Diesel engine that is operated with various alternative fuels.
Final selection of the fuels to be tested has not yet been made. However,
they may include a national average Diesel fuel No. 2 (against which the
other fuels will be compared), an SRC-II/DF2 blend, an EDS/DF2 blend, a
Diesel 2 Marine (Paraho shale stock), a blend of DF2 and used lubricating
oil and the possibility of new or used vegetable oils blended with DF2 or
neat. Another less likely possibility is to use a SASOL middle distillate
fuel. One factor influencing the selection of fuels will be their avail-
ability.
The engine to be used for this work will be a Mack EM6-300, in-line six
cylinder, 300 horsepower engine. This engine has been received by Southwest
Research Institute and will be installed on the stand as soon as the M.A.N.
methanol work has been completed. The testing will emphasize transient
testing with some 13 mode backup and will focus on visible smoke, regulated
gaseous emissions, individual HC, aldehydes, phenols, odor index,
particulate characterization as well as a characterization of the organic
solubles extracted from the particulate.
-------
-27-
2. Methanol Fuel
a. Light Duty Vehicles
The light duty vehicle methanol characterization work (3) has consisted of
the testing of two light duty vehicles (a VW and Ford Escort) that can use
100% methanol fuel and separate vehicles that represent their gasoline
counterparts. These vehicles have been tested in their "as received" con-
dition which includes the use of a noble metal catalyst; the testing was
then done with promoted base metal catalysts. Also, some limited baseline
(no-catalyst) work was performed on the Escort. The emissions for which
analyses have been made include HC, CO and NOx, particulate, unburned
alcohols (methanol and ethanol), aldehydes and ketones, individual hydro-
carbons, ammonia, nitrosamines, and cyanide and cyanogen. The individual
hydrocarbons were methane, ethane, ethylene, acetylene, propane, propylene,
benzene and toluene. Also, on selected vehicles organic nitrites have been
analyzed and a gas chromatographic-mass spectroscopic (GC-MS) analysis will
be done for the emissions from one of the vehicles designed for gasoline and
one that uses methanol fuel.
The vehicles that have been tested have been on loan from the manufacturers
or, in the case of the Escort designed for methanol, on loan from the
California Energy Commission. The vehicles have, for the most part, been
tested and the pollutant analyses are currently being completed and the data
compiled. The vehicles that use methanol have been run on 100% methanol
rather than a methanol/isopentane (94.5%/5.5%) blend on which they have
apparently been manufactured to operate. To set up a car for this blend
versus pure methanol involves fuel metering recalibrations. It has been our
experience that to operate a vehicle (the Escort) on the isopentane blend
rather than 100% methanol tends to increase the emissions of HC and CO.
Table 5 presents some preliminary data on the Ford Escort which show that
the hydrocarbon emissions are higher for the methanol/isopentane blend. CO
was also higher but there was a slight NOx reduction. These data have to be
considered carefully, since the emission results on the Escort are not very
repeatable and it was not cost-effective to do a large number of tests to
examine test repeatability with this potential blending agent. Other
reasons for the use of the pure methanol as opposed to the isopentane
-------
-28-
Table 5
Effect of Methanol-Isopentane Blend
1981 Methanol-Fueled Ford Escort
HC
CO
NOx
HC
CO
NOx
HC
CO
NOx
HC
CO
NOx
Pure
Low
0.40
5.21
0.37
6.01
6.53
0.82
0.16
4.79
0.16
0.34
4.51
0.35
Composite
Methanol
High Average
0.53 0.43
7.26 6.03
0.42 0.40
Cold-Start1
1.51 1.21
7.48 6.97
1.05 0.90
Cold-Start2
0.23 ..0.18
6.85 5.52
0.23 0.19
Hot-Start
0.40 0.35
8.54 6.29
0.45 0.39
FTP g/mile
Methanol/ I sopentane
Blend
0.74*
6.92*
0.37
g/mile
2.00*
10.60*
0.87
g/mile
0.35
6.15
0.18
3 g/mile
0.50
5.58
0.37
*Car was not operated for four days prior to the cold-
start 505.
1 bag 1 values
2 bag 2 values
-------
-29-
mixture is that better use is made of scarce characterization funds by
developing a data baseline with pure methanol and then later perhaps looking
at possible fuel variations such as the isopentane mixture. Also, the
isopentane is generally put in for cold start operation at low temperatures
and this is not needed at normal FTP temperatures at which these tests are
being performed. Also, it is the opinion of the author that it has not been
shown that isopentane is the best compound to mix with methanol for low
temperature cold start driveability and it may not be used by refiners for a
mass methanol market but rather some other compound (e.g. MBTE or light
boiling gasoline) may work better and/or may be more commercially feasible.
A VW representative (Dan Hardin) also feels this way and states that some
oil companies said this at the recent Carnegie-Mellon alcohol symposium in
Dearborn (November 1, 1981).
Pure methanol was used to develop baseline data in this project. Some of
the data that have been generated are presented later (e.g. see Table 7).
Most of the data taken on the Volkswagen appear to be good. The only major
difficulty with the Volkswagen data was with those taken with the foam
promoted base metal catalyst. The catalyst had relatively low surface area
in its initial condition, and the substrate was broken and lost in
; 1
subsequent testing. The VW was also tested with a promoted base metal
catalyst (Davex 908) on a monolith substrate with a volume 11% less than the
noble metal catalyst with which the VW came. In any event, the catalyst
data for the two vehicles are presented in Table 6. From Table 6 it can be
seen that the Escort's promoted base metal catalyst had much more surface
area than the VW's foam promoted base metal catalyst. Also, the Escort was
tested with 4 biscuits, at the recommendation of W. R. Grace. (In
retrospect, this may have been twice as many biscuits as should have been
used.) This resulted in a total catalyst surface area for the Escort being
62,048/2484 or 25 times more than the VW. The catalyst material is Davex
908, on which OMSAPC is trying to get more data (e.g. loading, composition,
etc.). It is important to have this type of information so one can make a
preliminary assessment as to whether the Davex 908 may be a less expensive
catalyst than a noble metal catalyst for this particular application.
-------
-30-
Table 6
Table of Catalyst Information for Escort and Volkswagen Methanol Vehicles
Vehicle
Shape of Cross
Section
Dimensions per biscuit
dia, cm
axis, cm
axis, cm
length, cm
Volume, cnr*
Biscuits used
Total Volume
of Catalyst used, cm^
Catalyst Surface to
Volume Ratio,cm2/cm3
Total Surface Area of
Catalysts used,cm^
Escort
Elliptical
7.6*
12.7*
7.2*
554
2
1108
Promoted
Base
Metal
Davex 908
Escort
Elliptical
6.8
14.4
7.2
554
4
216
Noble
Metal
Pt-Rh
VW
Round
10.2
15.2
1242
1
1242
Foam
Promoted
Base
Metal
Davex 908
VW
Round
10.2
15.2
1242
1
1242
Monolith
Promoted
Base
Metal
Davex 90£
VW
Round
6.8
14.4
7.2
2
1108
NA
28
62,048
NA
NA
2484
28
31,024
*Approximate
NA-not yet available
-------
-31-
After the last VW promoted base metal catalyst run was completed with the
foam base metal catalyst, the exhaust system and dilution tunnel were dis-
assembled and catalyst fragments were noticed. At some point the catalyst
had begun to fracture and about one half of the catalyst was lost from the
container. Emissions had increased over each successive run which indicates
that the catalyst efficiency had been going down during these runs.
Southwest Research Institute personnel removed the remainder of the
catalyst, replaced the can and ran an FTP without the catalyst. (The car
had been started in the morning and soaked until afternoon and then run, but
since it was not soaked overnight it was therefore not an official FTP but
close to it because the engine was basically quite cold prior to its test-
ing.) The data from this test are shown in Table 7. It must be concluded
the foam promoted base metal catalyst data taken from the Volkswagen are
going to be difficult to analyze in a meaningful way. The HC, CO, and NOx
emissions were lower with the monolith promoted base metal catalyst compared
to the foam promoted base metal catalyst. However, the emissions with the
noble metal catalyst were lower than those with either promoted base metal
catalyst. All of these results are low mileage ones.
The data from the methanol-fueled Escort may be more difficult to evaluate.
The methanol-fueled Escort that was shipped to Southwest Research Institute
(SwRI) for this project had, in the opinion of the SwRI personnel who con-
ducted the program, run poorly. It had subjectively evaluated driveability
problems and could not follow the FTP trace well. At the end of the
emissions testing phase, the vehicle got to the point of not running at
all. Subsequent checks with Ford (Dr. Roberta Nichols, who is in charge of
the Ford methanol vehicle project) revealed that this vehicle was one of the
first three shipped to California and as such was sent without the
carburetor designed to prevent corrosion due to methanol.
-------
Table 7
Pollutant
HC D. Level,6* g/ml
HC Emissions, g/ml
CO D. Level,8* g/ml
CO Emissions, g/ml
NOx D. Level,6* g/ml
NOx Emissions, g/ml
Fuels Economy, ml'/gal
Particulate, g/ml
Hethanol, mg/kra
Aldehydes and
Ketones, mg/km
Individual HC, mg/km
Ammonia, mg/km
Cyanide and
Cyanogen, mg/km
Table of Preliminary FTP Emissions
Data From Vehicles Run on Gasoline
and Methanol - Noble and Base Metal Catalysts
Escort
Gasoline
Noble
Metal
Cat.
0.41
0.37
3.4
4.49
1.0
0.55
24.53
0.0092
0.0
0.1
96.0
N.A.*
Escort
HeOH
Noble
Metal
Cat.
0.41
0.43
7.0
6.03
0.4
0.40
12.56
0.0062
252.5
20.8
31.0
6.21
Percent
Change8
MeOH
Gas.
_
16. 2X
-
34. 3X
-
-27. 3X
-
-32. 6X
N.C.*
1
20,7001
-67. 7X
N.A.
Escort
MeOH
Promoted
Base
Metal
Cat.
_
0.31
-
1.51
-
0.35
12.74
0.0038
N.A.
2.1
24.6
3.34
Percent
Change
MeOH
Promoted
Base
Cat.
_
-27. 9X
-
-74. 9X
-
-12. 5X
-
-39. 7X
N.A.
-89. 9X
-20. 6X
-46. 2X
Escort
MeOH
Non
Catalyst
Noble
_
0.28
-
40.77
-
0.61
12.32
N.A.
N.A.
N.A.
N.A.
N.A.
VW
Gasoline
Noble
Metal
Cat.
0.41
0.11
7.0
1.08
0.4
0,16
23.76
0.0112
0.0
0.0
25.2
N.A.
VW
MeOH
Noble
Metal
Gas.
0.41
0.39
7.0
0.55
0.4
0.68
13.84
0.0047
272.5
6.4
3.2
N.A.
Percent
Change
MeOH
Gas.
_
254. 5X
-
-18. 5X
-
325. OX
-
-60. OX
N.C.
N.C.
-87. 3X
N.A.
VW@
MeOH
Foam
Promoted
Base
Metal
Cat.
-
0.87
-
3.60
-
1.75
13.66
N.A.
572.7
N.A.
10.0
N.A.
VW
MeOH
Monolith
Promoted
Base
Metal
Cat.
-
0.48
-
1.70
-
1.51
13.89
N.A.
N.A.
N.A.
N.A.
N.A.
VW**
MeOH
Non-
Catalyst
Baseline
-
2.08
-
7.51*
'-
1.87
14.09
N.A.
N.A.
N.A.
N.A.
N.A.
I*
NJ
N.A.
0.00
N.A.
0.11
N.C.
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
* N.A. - Data Not yet Available
N.C. - Not Computable
@ Data suspect due to catalyst problems
** FTP not official
a. Percent change identified by ratio given. For example, in column 3, it Is MeOH/Gas., or (HeOH - Gas.) (100)
@* D. Level*- Design emission level
-------
-33-
As soon as the new carburetors became available, Ford and/or California
Energy Commission personnel were to replace the carburetors on these first
three vehicles such that they would then have the modified carburetor. This
replacement unfortunately did not occur for this vehicle and the vehicle was
loaned to EPA without EPA knowing about the potential carburetor problem.
The end result was that the vehicle was tested with a carburetor that was at
an unknown stage of corrosion. As such, the data must tentatively be
considered representative of a malfunctioning vehicle. After Ford replaced
the carburetor on the vehicle with one designed for use with methanol fuel,
two FTPs and HFETs were run and the data compared to those from the vehicle
with the original carburetor'as given in Table 8.
Table 8
Average Emissions and Fuel Consumption
Data from Methanol-Fueled Ford Escort
FTP
HFET
Original New Original New
Carburetor Carburetor Carburetor Carburetor
Number of Tests
HC, g/mi*
CO, g/mi
NOx, g/mi
Fuel Economy, mi/gal
0.43
6.03
0.40
12.56
0.47
2.28
0.40
12.95
0.08
0.53
0.32
17.98
0.11
0.42
0.31
18.80
*Measured HC expressed as methanol. Assuming measured HC is largely
methanol, HC response on FID is multiplied by ratio of molecular weights of
methanol and HC (2.3).
-------
-34-
These data indicate that there was little or no effect of the carburetor
corrosion on the HC and NOx emissions. There was a 3% (FTP) increase in
fuel economy with the use of the new carburetor and a decrease of 62% (FTP)
and 21% (HFET) in CO. Therefore, one might conclude that there was at least
a partial negative effect due to the original carburetor on the emissions
data.
In reviewing the data in Table 7, it is seen that in the case of the Escort
the use of methanol as a fuel reduces NOx, particulate and individual hydro-
carbons. However, there is a very dramatic increase in the aldehydes and
ketones with most of this increase coming from the emission of more
formaldehyde from the Escort using methanol. In looking at the Escort
methanol-fueled vehicle with a low mileage promoted base metal catalyst,
reductions in HC, CO, NOx, and particulate as well as aldehydes and ammonia
are found. However, an increase occurs for cyanide and cyanogen emissions
from zero with use of a noble metal catalyst to 0.11 mg/km with use of the
promoted base metal catalyst. This is below the level of concern for
cyanide as recently determined by EPA (4). The durability of the promoted
base metal catalyst at higher mileages is not known and is an important
factor in determining whether this catalyst would be acceptable for
commercial use on such vehicles.
In looking at the Volkswagen data, it is seen that the gasoline version is
generally a low emitter of pollutants. When the vehicle using methanol is
tested, HC and NOx levels were higher. The levels exceed the level of the
standard in the case of the NOx emissions but the HC does not exceed the
standard. Lower levels were seen with CO, particulate, and individual HC
when the vehicle using methanol was tested. However, a large increase in
methanol emissions was noted. These emissions were about the same as those
from the Escort. Also, the aldehydes were increased but not to the same
level as seen with the Escort. Ammonia and cyanide data are not available
at this time. The tests also showed that there were no nitrosamine
emissions detected in the exhaust from any of the vehicles tested under any
fuel or catalyst situation.
-------
-35-
Overall conclusions that can be reached at this time from the program are
that vehicles can be set up such that they come close to meeting the levels
of the emission standards at low mileage for HC, CO, and NOx with an
attendant decrease in particulate emissions and individual hydrocarbons
relative to their gasoline fueled counterparts. However, methanol emissions
as well as aldehydes and ketones are generally higher. The use of a pro-
moted base metal catalyst and methanol as a fuel resulted in low emissions
but again this is a low mileage result. However, the only nearly-complete
promoted base metal catalyst data are from the Escort, and the fact that the
promoted base metal catalyst was twice the size of the noble metal catalyst
makes a one-to-one comparison difficult, especially since the composition
and loading of active material is unknown. There appears to be an increase
in the level of cyanide and cyanogen with the use of the promoted base metal
catalyst. This is something that will have to be further checked even
though the level for cyanide appears to be below the level of concern
recently determined by EPA (4).
The preliminary methyl nitrite data are available; methyl nitrite could
theoretically form from reaction of methanol and NOx in the exhaust. Methyl
nitrite is of concern due to its potential toxicity. Methyl nitrite was not
found in the exhaust of the gasoline fueled vehicle but was found at low
levels (1 ppm) in some of the tests of the methanol fueled vehicles. It is
not known whether these levels would present any environmental problem.
There are some data that have not yet been reported but are expected soon
which should help complete a determination of the influence of methanol use
on vehicle emissions. These missing emission data are those for: 1)
selected pollutant results (see Table 7 for the data Not^ Yet Available), 2)
gas chromatograph/ mass spectroscopic data on methanol fuel and gasoline
fuel exhaust streams, and 3) Ames test data on the particulate extract.
-------
-36-
b. M.A.N. Methanol Engine
The M.A.N. engine is currently being tested and this testing seems to be
proceeding well even though there were problems with initial stages of this
project. The first problem was due to shipping and customs problems that
ended up delaying the arrival of the engine until the first part of
December, 1981. While there was only a slight delay waiting for an
available dynamometer, the dynamometer that became available developed
problems in its control circuitry which took several weeks to correct.
Finally, the engine was installed towards the end of December and testing
began. However, soon after testing began, the ignition system failed. This
has been corrected but it now appears that when the ignition failed it was
during a high load, high speed condition that may have resulted in some
catalyst destruction. The catalyst has since been replaced and the engine
is back running again with testing being conducted. The end result of this
is a delay in the original testing schedule.
A very small quantity of 13 mode emissions data is now available as given in
Table 9. Table 9 also includes data taken previously on the Volvo dual
fueled (Diesel fuel/methanol) engine (5). These data indicate that the
M.A.N. engine equipped with a catalyst emits low quantities of HC, CO and
particulate compared to the Volvo dual fueled (Diesel fuel/methanol) engine
equipped with a catalyst. The NOx emissions, however, were higher than
those from the Volvo. The remainder of the data are being processed and
will become available shortly.
-------
-37-
Table 9
Table of Emissions and Fuel Consumption From M.A.N.
Methanol and Volvo Dual Fueled (Diesel and
Methanol) Engine - Both With Catalyst
M.A.N.C
Cold Start
Hot Start
Composite
Volvo
HCd
0.19
0.05
0.07
Emissions, g/kW-hr
CO
0.80
0.40
0.46
NOxD
8.91
9.30
9.24
Part.
0.06
0.05
0.05
Cycle BSFCa
kg/kW-hr ~
0.796
0.711
0.723
Cold Start
Hot Start
Composite
0.36
0.13
0.16
5.54
3.29
3.61
7.44
7.38
7.39
0.26
0.34
0.33
0.538
0.515
0.518
c
d
BSFC is in terms of dual fuel rather than Diesel fuel for the Volvo.
Approximately 80%, by mass, of the fuel consumed during a transient
cycle was alcohol. Heating values are: Diesel at 18,400 BTU/lb and
methanol at 8,550 BTU/lb. The M.A.N. BSFC is in terms of methanol.
NOx values presented here are based on continuous measurement by
chemiluminescence. Intake humidity was controlled - NOx correction of
1.00 used in all cases for transient NOx.
Preliminary data.
HC values reported here are based on indication of HFID (Beckman 402).
HFID response has been reported to be very low for unburned alcohols
and some other species.
-------
-38-
B. Diesel Engine Characterization
1. Malfunction - Heavy Duty Diesel
The purpose of this work (6) was to test a typical bus engine (DDAD 6V-71)
in a malfunction configuration that would be representative of a field con-
dition in which the bus would remain in operation due to adequate per-
formance, but which might be viewed as a "smoky" bus. It was difficult to
decide on what item would cause a realistic malfunction without representing
a part failure. It was decided that the malfunction configuration would be
made up of individual maladjustments to the engine, which collectively would
simulate a malfunctioning or worn engine. It was decided that the mal-
adjustments would be made in a stepwise manner; one item of maladjustment
would be incorporated, then a hot-start transient test would be conducted
without changing dynamometer control parameters from the baseline
configuration. This would simulate a driver demanding the same performance
from a maladjusted/malfunctioning engine as from the baseline/.stock engine.
The hot-start transient emission test would quantify the relative influence
each maladjustment contributed to the final malfunction configuration.
During the hot transient test, emissions of HC, CO, NOx, particulate and
visible smoke (as determined by an in-line smoke meter) were measured.
The first increment of maladjustment was the substitution of 50,000 mile
injectors obtained from an in-use bus. These injectors had accumulated soot
deposits on the tips, but from outward appearance seemed to be in good
condition with no obvious defects. Injector timing was maintained the same
as for the baseline configuration. Emissions were measured over a single
hot-start cycle. Results from this single transient test are presented in
Table 10 along with the average hot-start emission results from the baseline
configuration. The worn injectors caused the CO emissions to increase by
67% and the particulates to increase by 34%. NOx decreased 10% and fuel
consumption increased by 6%.
For the second increment of maladjustment, the timing was retarded by 0.020
inch in order to simulate a worn cam drive train which occurs normally with
high mileage (7). This 0.020 inch increase in setting of the injector
-------
-39-
TABLE AO HOT START TRANSIENT EMISSIONS FROM DDAD 6V71 IN VARIOUS
STAGES OF MALADJUSTMENT FROM THE BASELINE CONFIGURATION
Cycle BSFCa
Test
Configuration
Baseline
Hot Aug.
+50,000 Mile
Injectors
+0.020 Inch
Retard
+No Throttle
Delay
+Increase
Intake Rest.
Regulated
HCd
2.47
(1.84)
a
a
a
3.35
(2.50)
Emissions ,
CO
5.84
(4.36)
9.73
(7.26)
12.76
(9.52)
13.85
(10.33)
15.38
(11.47)
g/kw-hr ,
NOXD
9.79°'
(7.30)
8.78b
(6.55)
6.81b
(5.08)
6.77b
(5.05)
6.89C'C
(5.14)
(g/hp-hr)
Part.
d 0.70
(0.52)
0.94
(0.70)
1.34
(1.00)
1.45
(1.08)
1.45
(1.08)
kg/kw-hr, Cycle Work
(Ib/hp-hr) kw-hr, (hp-hr)
0.313 8.24
(0.515) (11.05)
-.331 8.21
(0.544) (11.00)
0.343 8.09
(0.565) (10.84)
0.339 8.24
(0.558) (11.05)
0.342 8.22
(0.562) (11.02)
Continuous HC instrument failed—bag HC was used to process data.
These NOx values based on measurement of sample bag concentration—
Continuous NOx instrument undergoing unscheduled maintenance.
Baseline NOx emission by continuous on-line measurement was 9.97
g/kw-hr. Cumulative maladjustment NO^ emission by continuous
,on-line measurement was 7.63 g/kw-hr.
Presented on the basis of bag measurement for comparison purposes. .
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-40-
plunger pushrod from the 1.500 + .005 inch timing setting effectively
retards the timing by approximately 2.8 degree of crank angle (8). As shown
in Table 10, the NOx was reduced another 22% and the fuel consumption
increased by 3.6% with the retard timing. Both CO and particulate emissions
increased by about 30%.
Along with the old injectors and the retard of timing, the throttle delay
mechanism was adjusted such that essentially no throttle delay existed.
This allowed the engine rack to respond immediately to the throttle
command. It appears from the results of the single hot-start test that the
absence of throttle delay had comparatively little effect on hot-start
transient emissions, although both CO and particulate were increased by
about 8% and NOx and BSFC were slightly reduced.
An increase in engine air intake restriction was added to simulate a dirty
air cleaner or blower intake screen. The data presented in Table 10
indicate that the effect of the increased air intake restriction was minimal
with regards to NOx, particulate and fuel consumption, but it did appear to
increase CO emissions somewhat. Results from the hot-start transient test
with the additional intake air restriction were also representative of the
: 1
cumulative effect of all of the maladjustments.
Comparing the emission results from the cumulative maladjustments to the
average hot-start emissions from the baseline configuration indicated that
substantial changes in emissions had taken place. The HC appeared to have
increased by 32%, CO increased by a factor of 2.6, NOx decreased by 30%,
particulate increased by a factor of 2.1, and fuel consumption increased by
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-41-
Overall engine operation changed very little relative to the changes in
emissions. Observed power under the baseline configuration and the
malfunction configuration are given below with associated end-of-stack smoke
opacities.
Baseline
Max. Power; 440 ft Ib at 2100 rpm = 175.9 hp
Smoke: 2.4%
Max. TorqueJ 550 ft Ib at 1260 rpm = 132.0 hp
Smoke: 8.0%
Combined Maladjustment
Max. Power: 420 ft Ib at 2100 rpm = 167.9 hp
Smoke: 9.8%
Max. Torque; 515 ft Ib at 1260 rpm = 123.6 hp
Smoke: 23.5%
Even though the smoke and particulate emissions significantly increased,
maximum power and torque were reduced by only 5% and 6%, respectively. One
could infer that the malfunctioning engine would probably not be taken out
of service on the basis of this level of power loss. On this basis, this
cumulative maladjusted engine was selected to be characterized as the
"malfunction" configuration and detailed emission characterization was
performed to obtain comparative data.
A summary of 13-mode composite emission results from both the baseline and
malfunction configurations is given in Table 11. Thirteen mode composite HC
was actually 23% lower for the malfunction configuration than for the
baseline configuration. This was contrary to indications from the
preliminary hot-start transient data. Examining the modal data, significant
decreases in HC occurred in the malfunction configuration during maximum
power and maximum torque conditions. A 27% reduction in NOx, primarily due
to the retarded timing, was accompanied by an overall 6% increase in BSFC.
Thirteen-mode CO emission increased by a factor of 1.8.
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-42-
Table 11 SUMMARY OF 13-MODE GASEOUS EMISSIONS FROM THE
DDAD 6V71 COACH ENGINE
13-Mode FTP
Test
Configuration
Baseline
Malfunction
Emissions,
HC
2.374
(1.771)
1.822
C1.359)
g/kW-hr
CO
9.922
(7.402)
17.832
(13,303)
(g/hp-hr)
NO*.
_9.595
(7.158)
6.977
(5.204)
BSFC
kg/kW-hr , ( Ib/hp-hr )
0.297
(0.488)
0.316
(0.520)
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Smoke was measured during the 13-mode testing as well as the FTP for smoke
and selected steady-state points along the power curve. These smoke data
are given in Table 12 and show significant increases in almost all power
points tested. It is interesting that all of the relatively large changes
in smoke occurred during the high power conditions, above 50% load.
Relatively little change in smoke was noted for power points below the 50%
load condition.
Several transient heavy duty engine dynamometer tests were run in both
engine configurations. The average transient emission values from these
tests are given in Table 13. In comparing the two configurations, the
malfunction transient composite results showed a slight decrease in HC,
similar to that indicated by the 13-mode results. Particulate and CO levels
under the malfunction condition were substantially increased over the
baseline levels. Composite NOx emissions under the malfunction condition
were 26% lower than baseline levels. Composite fuel consumption was also
increased, as expected, with the malfunction.
Table 14 summarizes the modal particulate results and also gives computed
7-mode composite results from both test engine configurations. In addition,
these data are presented graphically in Figure 6. Preliminary maladjustment
data had indicated substantial increases in smoke and particulate. From the
steady-state data, it appears that the increases in particulate were
primarily due to increased particulate emissions above the 50% load level as
illustrated in Figure 6. Malfunction 7-mode composite particulate was 2.6
times that of baseline configuration due to the significant increase in
particulate emissions at maximum power and torque.
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-44-
Table 12 SMOKE OPACITY FROM THE DDAD 6V71 COACH ENGINE
Smoke Opacity, %
Configuration
Baseline
Malfunction
Steady^-State
Mode
1
2
3
4
5
6
7
a
9
10
11
12
13
13-rMode FTP
RPM Power, %
Idle
1260
1260
1260
1260
1260
Idle
2100
2100
2100
2100
2100
Idle
—
2
25
50
75
100
—
100
75
50
25
2
__
"a" "b"
3.3 6.9
26.8 19.5
Smoke Opacity
Smoke
Baseline
0.2
0.2
0.3
0.4
0.9
8,6
0.3
2.3
0.5
0.3
0.3
0.3
0.2
"c"
~773
38.6
Opacity, %
Malfunction
0.1
0.1
0.1
0.3
2.8
23.5
0.4
9.5
3.9
1.7
1.3
1.1
0.1
Power Curve Smoke
RPM
2100
1900
1700
1500
1300
1260
1200
Smoke
Baseline
2.5
2.2
3.7
4.1
7.3
7.5
10.5
Opacity, %
Malfunction
10.0
11.3
14.8
16.3
23.5
—
—
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-45-
Table 13 SUMMARY OF AVERAGE TRANSIENT EMISSIONS
FROM THE DDAD 6V71 COACH ENGINE
Cycle BSFC°
Cycle
Type
Cold
Start
Hot
Start
Transient
Composite
Bus
Cycle
Regulated Emissions, gAw-hr, (g/hp-hr)
HC
2.49
(1.86)
2.47
(1.84)
2.47
(1.84)
2.72
(2.03)
CO
Baseline
6.03
(4.50)
5.84
(4.36)
5.87
(4.38)
4.65
(3.47)
NOxE
Configuration
11.69
(8.72)
9.97
(7.44)
10.21
(7.62)
10.27
(7.66)
Part.
0.86
(0.64)
0.70
(0.52)
0.72
(0.54)
0.83
(0.62)
kg/kw-hr,
(Ib/hp-hr)
0.372
(0.612)
0.313 .
(0.515)
0.322
(0.529)
0.339
(0.557)
Cycle Work
kw-hr, (hp-hr
6.77
(9.07)
8.24
(11.05)
8.03
(10.77)
3.31
(4.44)
Malfunction Conficruration
Cold
Start
Hot
Start
Transient
Compete ite
Bus
Cycle
2.18
(1.63)
2.18
(1.63)
2.18
(1.63)
2.48
(1.85)
16.58
(15.17)
16.58
(12.37)
17.12
(12.77)
20.72
(15.46)
7.53
(5.57)
7.53
(5.62)
7.52
(5.61)
7.98
(5.95)
1.66
(1.46)
1.66
(1.24)
1.70
(1.27)
1.97
(l'.47~)
0.338
(0.579)
0.338
(0.556)
0.340
(0.559)
0.345
(0.567)
8.37
(11.44)
8.37
(11.22)
8.39
(11.25)
3.80
(5.09)
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-46-
Table 14 SUMMARY OF MODAL PARTICULATE EMISSION FROM THE DDAD 6V71
Test Condition
Test
Particulate Rate
rpm/load, %
1260/2
1260/50
1260/100
Idle
2100/100
2100/50
2,100/2
Configuration
Baseline
Malfunction
Baseline
Malfunction
Baseline
Malfunction
Baseline
Malfunction
Baseline
Malfunction
Baseline
Malfunction
Baseline
Malfunction
mg/m3 exh.
12.45
11.48
22.27
25.67
161.46
661.88
8.64
6.17
74.89
224.56
42.37
31.32
19,72
18.70
g/hr
7.54
6.72
13.59
15.08
98.93
389.60
1.53
1.05
71.27
205.40
39.97
28.40
18.57
16.94
Composite
Baseline
Malfunction
Brake Specific
g/kW-hr
0.70
1.84
r
g/kW-hr
4.21
3.78
0.28
0.33
1.01
4.20
—
0.54
1.63
0.61
0.45
6.88
7.09
of 7-modes
g/kg fuel
2.00
1.70
1.12
1.26
3.96
15i40
1.82
1.09
1.99
5.63
1.91
1.34
2.02
1.81
Fuel Specific,
g/kg fuel
2.27
5.61
-------
X
-47-
130
120
110
100
&
u
•rl
fl
^: L^-.r f:^O 'Malfunction
Rated Speed
100 50 2
Intermediate Speed
100
Percent of Full Load
Figure 6 Modal Particulate Rates from the DDAD 6V71 Coach Engine
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-48-
The soluble organic fraction (SOF) was determined from both transient and
steady-state particulate samples from both configurations* Table 15 gives
the percent of the total particulate soluble in methylene chloride along
with the composite soluble fraction over the seven steady-state modes and
the transient cycles. The percent of SOF was substantially lower for all of
the malfunction conditions relative to the baseline configuration. The
power specific SOF was also lower for the transient cycles but the same for
the steady state composite. The 7-mode composite showed no difference
between the malfunction and the baseline configuration on the basis of brake
specific emission of SOF.
The Ames bioassay was performed on the SOF samples taken from the engine
operating in the baseline and malfunction configurations. The results from
this work showed no discernible difference in Ames response when the
baseline sample data were compared to the malfunction sample data (9).
Aldehydes were measured using the DNFH procedure. A summary of aldehyde
data from transient operation is given in Table 16. Formaldehyde,
isobutyraldehyde and benzaldehyde were the only aldehydes detected over the
transient cycle. Formaldehyde was detected from both cold and hot cycle
exhaust samples, with slightly higher levels detected from the malfunction
configuration. Essentially, no aldehydes were detected over the 13-mode
test in either configuration, although some traces of isobutyraldehyde were
found over the baseline bus cycle.
The levels of formaldehyde were higher in the malfunction configuration than
the baseline. They were higher by 26% for the cold start and 76% for the
hot start [(Malfunction - Baseline)/Baseline) x 100].
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-49-
Table 15 SUMMARY OF CYCLE AND COMPOSITE SOLUBLE ORGANIC
FRACTION FROM THE DDAD 6V71 COACH ENGINE
Test
Cycle
Composite
7-mode
Composite
Cold Start
Cycle
Hot Start
Cycle
Transient
Composite
Bus
Cycle
Cycle Composite Soluble
Baseline
% SOF q -SOF/kW-hr
28.9
56.3
56.1
56.2
64.6
0.20
0.49
0.39
0.40 .
0.54
Organic
Fraction
Malfunction
% SOF
10.7
13.0
18.0
17.1
17.9
g SOF/kW-hr
0.20
0.26
0.30
0.29
0.35
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-56-
Table 16 SUMMARY OF ALDEHYDES FROM TRANSIENT OPERATION
OF DDAD 6V-71 COACH ENGINE
Transient
Configuration Cycle
Isobutyr-
Units Formaldehyde aldehyde
Benzaldehyde
Baseline Cold Start mg/test
mgAw-hr
mg/kg
Hot Start mg/test
mg/kw-hr
mgAg
Bus mg/test
mg/kw-hr
mgAg
Malfunction Cold Start mg/test
mg/kw-hr
mgAg
Hot Start mg/test
mgAw-hr
mgAg
Bus mg/test
mgAw-hr
mg/kg
190
27
76
170
21
67
— —
240
28
79
300
36
110
__
180 33
25 4.7
70 13
44
5.4
17
40
12
36
43
5.0
14
'79 —
9.5
28
_ _ __
Note: No acetaldehyde
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-51-
2. Normal Operating Conditions
Since the last ECTD characterization report, no work has been done in this
area. Some funds are available for the work on heavy duty Diesels under
normal operating conditions through EPA Contract No. 68-03-2706 with
Southwest Research Institute. However, work in this area has not been
possible because of a lack of availability of dynamometer capacity due to
SwRI commercial work and due to dynamometer capacity being preempted by the
Volvo dual-fueled engine and M.A.N. methanol engine work of EPA. However,
work in this area will begin as soon as the M.A.N. engine and the alternate
fuels heavy duty Diesel engine work has been completed and the dynamometer
becomes available. One possibility for work under this area will be testing
of particulate traps for bus engines. CTAB has obtained the loan of a DDAD
6V-71 bus engine, which is currently at SwRI. This engine could be used for
any trap work done under this contract. Another possibility would be the
testing of the new Chevrolet 6.2 liter Diesel engine or possibly some other
power plant.
C. Aldehydes at High Mileage
1. Summary of Data
The major objective of this project (10) was to evaluate regulated and un-
regulated exhaust emissions, particulate and aldehydes from 1978 and 1979
catalyst equipped automobiles that had been driven approximately 50,000
miles. The automobiles were tested as received and after a tune-up to the
manufacturers specifications. The resultant data were then compared to data
that had been acquired on similar vehicles that had been tested under
previous EPA contracts.
This high-mileage aldehyde study involved ten automobiles, seven 1978 model
year automobiles equipped with oxidation catalysts, one 1978 model year
automobile equipped with a three-way catalyst and two 1979 model year
automobiles equipped with three-way catalysts. Engine sizes ranged from a
-------
-52-
98 CID four-cylinder engine to a 400 CID eight-cylinder engine. The un-
regulated emissions measured included: particulates, metals and other
elements, aldehydes, organic sulfide, organic amines, ammonia, cyanides,
hydrogen sulfide and nitrous oxides.
A large data base for the cars evaluated and tested was generated under this
project. This large data base was condensed and summarized in Table 17,
which presents an average of the emissions of the pollutants for all of the
vehicles. For example, an average of the hydrocarbon emissions of all 10
vehicles tested in this program in the "as received" condition is
presented. This is compared to the average of the HC emissions for the veh-
icles after a tune-up. These data are then compared to the average HC
emissions of eight low mileage catalyst vehicles tested in another project.
Additional comparison data are provided on the average HC emissions for four
1970 non-catalyst vehicles, also tested in another project. These data are
then provided for the remainder of the pollutants for which analyses were
made.
From Table 17, trends in emissions changes can be observed. For example,
with the 10 vehicles tested in this program the average "as received" HC
emissions were 780 mg/km and the average "after tune-up" HC emissions were
600 mg/km, which would appear as though the fleet experienced a 23%
[((600-780)/780)(100) = 23] decrease in HC emissions. However, average data
can occasionally be misleading. Therefore, all of the data were analyzed as
'to whether the individual data trends supported the trends of the averaged
data. The results of this analysis are presented in Tables 18 and 19.
Again using the HC example to clarify this, the changes in HC between "as
received" and tuned-up were analyzed for all of the vehicles (in this case
only eight vehicles needed tune ups). This showed that of the eight data
cases, only three vehicles had lower HC emissions after tune up. Three
vehicles had increased HC and two had no change. This, then, seems to make
the 23% decrease shown in Table 17 seem less definite and it was judged on a
subjective basis that the probable trend (right hand column) was "little
change" rather than a "decrease" that Table 17 would have suggested. This
process was repeated for the remainder of the data.
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-53-
Table 17
Average FTP Emission Rate, mg/km
Ten High Mileage
Cars-This Project
Emission
As-Rec'd
After
Tune-Up
Hydrocarbons 780 600
Carbon Monoxide 9,200 6,610
Oxides of Nitrogen 1,340 1,020
Total Fartlculates 49 32
Aldehydes & Ketones 6 4
Organic Sulfides 0.2 0.1
Oirganic Amines 0.1 0.1
Ammonia 7 9
Cyanide & Cyanogen 1 1
Hydrogen Sulfide 0.1 0.1
Nitrous Oxide 46 36
Four 1970 Model
Non-Catalyst Cars
Previous Tasksa
1,900
17,100
2,600
0,
0.
99
37
1
1
4
3
0.1
Eight Low Mileage
Catalyst-Equipped C
Previous Projects
200
2,525
670
8
2
0.4
0.1
12
1
0.1
22
al)ata for four 1979 model cars from Tasks 4 and 5 of this contract,
KPA Report EPA-460/3-81-020 ' •
bl)ata for eight 1978 and 1979 model catalyst-equipped cars from previous
contracts, 68-03-2499, 68-03-2588, and 68-03-2697. EPA reports
KPA-460/3-80-003, -004, and -005.
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-54-
Table 18
Comparison of "As-Received"
Data to "After Tune-Up" Data
To Note Effect of Tune-Up
on Emissions - Ten High Mileage Cars
Pollutant
HC
CO
NOx
•Trend in
Table 17
decrease
decrease
decrease
Number of Individual
Data Points with Probable
Same Trend* Trend
Total Particulates decrease
Aldehydes and Ketones decrease
Organic Sulfides decrease
Organic Amines same
Ammonia increase
Cyanide & Cyanogen no change
Hydrogen Sulfide no change
Nitrous Oxide decrease
3/8
7/8
4/8
5/8
6/8
3/8
8/8
4/8
1/8
8/8
5/8
little change
decrease
little change
decrease
decrease
little change
same
some change
little change
no change
decrease
*The.first number represents the number of individual data points that exhibit
the same trend as in Table 17. The second number represents the total
possible. In this case, 8 of the 10 vehicles required a tune up.
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-55-
Table 19
Comparison of Low-Mileage
Catalyst Equipped Cars Data To
Ten High Mileage Cars (After Tune-Up
Data) To Note Effect of High Mileage on Emissions
Number of Individual
Trend in Data Points with Probable
Pollutant Table 17 Same Trend* Trend
HC increase 10/10 increase
CO increase 9/10 increase
NOx increase 7/10 increase
Total Particulates increase 9/10 increase
Aldehydes and Ketones increase 6/10 some increase
Organic Sulfides decrease 9/10 decrease
Organic Amines _ no change 10/10 no change
Ammonia decrease 3/10 little change
Cyanide & Cyanogen same increase 5/10 little change
Hydrogen Sulfide no change 8/10 no change
Nitrous Oxide increase 4/10 little change
*The first number represents the number of individual data points that exhibit
the same trend as Table 17. The second number represents the total possible.
In this case, 10 vehicles were tested at the two mileage points.
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-56-
In reviewing the influence on emissions of the tune up (Table 18), it would
appear that there would be little change in a fleet sense in EC, a decrease
in CO, some decrease in NOx, a decrease in total particulates and aldehydes
and little or no change in the remainder of the pollutants for which
analyses were made* Table 19 presents the probable trend in emissions as a
function of accumulated vehicle miles. This analysis showed a probable
increase in regulated emissions (HC, CO and NOx), and total particulates,
some increase in aldehydes and ketones (Table 17 indicates an increase from
2 to mg/km, low mileage to higher mileage-tuned-up vehicle), a decrease in
organic amines and little or no change in the remaining emissions. The most
significant result of this work is that aldehyde emissions do not g reatly
increase at high mileage. Thus, even at high mileage, it appears that the
catalyst results in good control of aldehydes.
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V. References
1. Baines, Thomas M., "Summary of Current Status of EPA Office of Mobile
Source Air Pollution Control Characterization Projects", Report
EPA/AA/CTAB/81-18, August, 1981.
2. Bykowski, Bruce B«, "Characterization of Diesel Emissions from Operation
of a Light-Duty Vehicle on Alternate Source Diesel Fuels", Draft Final
Report for EPA Contract No. 68-03-2884, Task Specification 3, November,
1981.
3. Data taken from ECTD/CTAB memo from Karl H. Hellman to Charles L. Gray,
"Update on CTAB Methanol Projects", January 15, 1982.
4. DeMeyer, Colleen L. and Garbe, Robert J., "The Determination of a Range
of Concern for Mobile Source Emissions of Hydrogen Cyanide", Report
EPA/AA/CTAB/PA/81-13, August, 1981.
5. Ullman, Terry L. and Hare, Charles T., "Emission Characterization of an
Alcohol/Diesel-Pilot Fueled Compression-ignition Engine and Its
Heavy-Duty Diesel Counterpart", Report EPA-460/3-81-023, August, 1981.
6. Monthly Progress Report No. 33 for Contract No. 68-03-2706, July 20,
1981.
7. Springer, Karl, "Field Demonstration of General Motors Environmental
Improvement Proposal (EIP)- A Retrofit Kit for CMC City Buses", Final
Report, Contract No. PH22-68-23, December, 1972.
8. Letter from Dave Merrion (GM Detroit Diesel Allison Division) to Karl
Springer (SwRI) discussing timing changes, March 15, 1972.
9. Memo, Craig A. Harvey to Charles L. Gray, titled "Recent Ames Test
Results", January 6, 1982.
10. Smith, Lawrence R., "Characterization of Exhaust Emissions from High
Mileage Catalyst-Equipped Automobiles", EPA Report No. EPA-460/3-81-024,
September, 1981.
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VI. List of Recent CTAB Characterization Reports
The following reference list contains all of the recent in-house
characterization reports written by various CTAB personnel. The list also
contains most of the recent CTAB contract reports in the characterization
area. The NTIS numbers, where available, are given for these reports. In
cases where an access number has been requested from NTIS and is not yet
available, the notation "NTIS-PB" followed by several blank spaces is given.
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-59-
Recent CTAB Technical Reports
1. "Summary of Current Status of EPA Office of MSAPC Characterization
Projects", EPA/AA/CTAB/PA/81-18, NTIS PB 82105909, August 1981.
2. "Gasoline Equivalent Fuel Economy Determination for Alternate Automotive
Fuels", EPA/AA/CTAB/PA/81-16, NTIS PB 82120072, August 1981.
3. "Summary of EPA & Other Programs on the Potential Carcinogenicity of
Diesel Exhaust", EPA/AA/CTAB/PA/81-19, NTIS PB 82128018, August 1981.
4. "The Determination of a Range of Concern for Mobile Source Emissions of
Hydrogen Cyanide", EPA/AA/CTAB/PA/81-13, NTIS PB 82120098, August 1981.
5. "Determination of a Range of Concern for Mobile Source Emissions of
Ammonia", EPA/AA/CTAB/PA/81-20, NTIS PB 82120056, August 1981.
6. "The Determination of Range of Concern for Mobile Source Emissions of
Sulfuric Acid", EPA/AA/CTAB/PA81-21, NTIS PB 82117870, August 1981.
7. "An Approach for Determining Levels of Concern for Unregulated Toxic
Compounds from Mobile Sources", EPA/AA/CTAB/PA/81-2, NTIS PB 82118167,
July 1981.
8. "Nitrosamines and Other Hazardous Emissions from Engine Crankcase",
EPA/AA/CTAB/PA/81-15, NTIS PB 2127960, June 1981.
9. "Review of the Literature and On-going EPA Projects Comparing Portable
Dosimeters & Fixed Site Monitors as Accurate Indicators of Exposure to
Carbon Monoxide", EPA/AA/CTAB/PA/81-14, NTIS PB 82123712, May 1981.
10. "A Review of the Compatibility of Methanol/Gasoline Blends with Motor
Vehicle Fuel Systems", EPA/AA/CTAB/PA/81-12, NTIS PB 82117904, May 1981.
11. "Brief Synoposis of EPA Office of Research and Development and the
Health Effects Institute Mobile Source Work", EPA/AA/CTAB/PA/81-10, NTIS
PB 82124421, May 1981.
12. "Mobile Source Emissions of Formaldehyde and Other Aldehydes",
EPA/AA/-CTAB/PA/81-11, NTIS PB 82118159, May 1981.
13. "Comparison of Gas Phase Hydrocarbon Emissions from LD Gasoline Vehicles
and LD Vehicles Equipped with Diesel Engines", EPA/AA/CTAB/PA/80-5,
September 1980.
14. "Summary of Responses from Manufacturers EPA Letter Requesting Car
Interior/Nitrosamine Information", EPA/AA/CTAB/PA/80-4, August 1980.
15. "Changes in Automotive Sulfate Emissions with Extended Mileage,
CTAB-2/ASE-FY 79-1, January 1979.
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Some Recent CTAB Extramural Contract Reports
1. "Estimating Mobile Source Pollutants in Microscale Exposure Situations",
EPA-460/3-81-021, NTIS PB 82101114, July 1981.
2. "Nitrosamines in Vehicle Interiors", EPA-460/3-81-029, NTIS PB 82125014
September 1981.
3. "Unregulated Exhaust Emissions from Non Catalyst Baseline Cars Under
Malfunction Conditions", EPA-460/3-81-020, NTIS PB 82101130, May 1981.
4. "Emission Characterization of an Alcohol/Diesel-Pilot Fueled Com-
pression-Ignition Engine and Its Heavy-Duty Diesel Counterpart",
EPA-460/3-81-023, NTIS PB 82154113, August 1981.
5. "Characterization of Exhaust Emissions from High Mileage Catalyst-
Equipped Automobiles", EPA-460/3-81-024, NTIS PB 82131566," September
1981.
6. "Sulfuric Acid Health Effects", EPA-460/3-81-025, NTIS PB 82113135,
September 1981.
7. "Hydrogen Cyanide Health Effects", EPA-460/3-81-026, NTIS PB 82116039,
September 1981.
8. "Ammonia Health Effects", EPA-460/3-81-027, NTIS PB 82116047, September
1981.
9. "Hydrogen Sulfide Health Effects", EPA-460/3-81-028, NTIS PB ,
September 1981.
10. "Formaldehyde Health Effects", EPA-460/3-81-033, NTIS PB 82162397,
December 1981.
11. "Acrolein Health Effects", EPA-460/3-81-034, NTIS-PB 82161282, December
1981.
12. "Methanol Health Effects", EPA-460/3-81-032, NTIS PB 82160797, December
1981.
13. "Nitrosamine Analysis of Diesel Crankcase Emissions", EPA-460/3-81-008,
NTIS PB 81212458, March 1980.
14. "Characterization of Diesel Emissions as a Function of Fuel Variables",
EPA-460/3-81-015, NTIS PB 81244048, April 1981.
15. "Characterization and Research Investigation of Methanol and Methyl
Fuels", EPA-460/3-77-015, NTIS PB 2718998, August 1977.
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16. "Impact of Coal and Oil Shale Products on Gasoline Composition
1976-2000", EPA-460/3-76-035, NTIS PB 265478, December 1976.
17. "Assessment of Automotive Sulfate Emission Control Technology",
EPA-460/3-77-008, NTIS PB 270263, June 1977.
18. "Gasohol, TBA, MTBE Effects On Light Duty Emissions", EPA-460/3-79-012,
NTIS-PB 80224082, October 1979.
19. "Characterization of Gaseous and Particulate Emissions from Light-Duty
Diesels Operated on Various Fuels", EPA-460/3-79-008, NTIS PB 80122443,
June 1979.
20. "Hydrogen Cyanide Emissions from a Three-way Catalyst Prototype",
EPA-460/3-77-023, NTIS PB 279037, December 1977.
21. "Preliminary Investigation of Light Duty Diesel Catalysts",
EPA-460/3-80-002, NTIS PB 81240327, January 1980.
22. "Regulated and Unregulated Exhaust Emissions from Malfunctioning
Non-catalyst and Oxidation Catalyst Automobiles", EPA-460/3-80-003, NTIS
PB 80190473, January 1980.
23. "Regulated and Unregulated Exhaust Emissions from Malfunctioning Three-
Way Catalyst Gasoline Automobiles", EPA-460/3-80-004, NTIS PB 8019084,
January 1980.
24. "Regulated and Unregulated Exhaust Emissions from a Malfunctioning
Three-way Catalyst Gasoline Automobile", EPA-460/3-80-005, NTIS PB
80187446, January 1980.
25. "Characterization of Sulfates, Odor, Smoke, POM and Particulates from
Light and Heavy Duty Engines-Part IX", EPA 460/3-79-007, NTIS PB
80121551, June 1979.
26. "Characterization of Tire Wear Particulates", EPA-460/3-81-036, NTIS PB
821153586, November 1981.
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