c/EPA
United States
Environmental Protection
Agency
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
2565 Plymouth Road
Ann Arbor, Michigan 48105
EPA 460/3-85-012
September 1985
Air
Emissions Characterization of a
Heavy-Duty Diesel Truck Engine
Operated On Crude and
Minimally-Processed Shale Oils
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EPA 460/3-85-012
Emissions Characterization of a Heavy-Duty
Diesel Truck Engine Operated On Crude and
Minimally-Processed Shale Oils
by
Terry L. Ullman
Charles T. Hare
Southwest Research Institute
6220 Culebra Road
San Antonio, Texas 78284
Contract No. 68-03-3162
Work Assignment 4
and
Contract No. 68-03-3192
Work Assignment 2
EPA Project Officers: Robert J. Garbe and Craig A. Harvey
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
2565 Plymouth Road
Ann Arbor, Michigan 48105
September 1985
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This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are available
free of charge to Federal employees, current contractors and grantees, and
nonprofit organizations - in limited quantities - from the Library Services
Office, Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor,
Michigan 48105.
This report was furnished to the Environmental Protection Agency by Southwest
Research Institute, 6220 Culebra Road, San Antonio, Texas, in fulfillment of
Work Assignment 4 of Contract No. 68-03-3162 and Work Assignment 2 of
Contract No. 68-03-3192. The contents of this report are reproduced herein as
received from Southwest Research Institute. The opinions, findings, and
conclusions expressed are those of the author and not necessarily those of the
Environmental Protection Agency. Mention of company product names is not to
be considered as an endorsement by the Environmental Protection Agency.
Publication No. 460/3-85-012
ii
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FOREWORD
The project on which this report is based was initiated by Work
Assignment No. 4 of EPA Contract 68-03-3162, received by SwRI on April 25,
1983. The contract was for "Pollution Control Assessment for the Emissions
Control Technology Division, Ann Arbor, Michigan." Work Assignment No. 4 of
that contract was specifically for "Emission Characterization of Minimally-
Processed Oil Shale Fuels." The work was identified within SwRI as Project No.
03-7338-004. Follow-up work continued under EPA Contract 68-03-3192, Work
Assignment 2. This other contract is titled, "Fuels Characterization Testing for
the Emissions Control Technology Division." Assignment 2 (SwRI Project
number 03-7774-002) is titled, "Emissions Characterization of Two Crude Shale
Oil Fuels."
The Project Officers for EPA's Technology Assessment Branch during the
Work Assignments were Mr. Robert 3. Garbe and Mr. Craig A. Harvey. The
EPA Branch Technical Representative throughout was also Mr. Harvey. SwRI
Project Director was Mr. Karl 3. Springer, and SwRI Project Manager was Mr.
Charles T. Hare. The SwRI Task Leader and principal investigator for the
project was Mr. Terry L. Ullman. Lead technical personnel were Mr. Ed
Grinstead and Mr. Ernest Krueger. We would like to express our appreciation to
the various companies and personnel for supplying the shale oil crude and
minimally-processed shale oils used in this program.
iii
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ABSTRACT
Six different crude shale oils were obtained from various sources, and
some of the physical and chemical properties of each were determined. Three
crude shale oils were chosen to represent two of the "worst" and one of the
"best" candidates for successful operation in a heavy-duty diesel engine, the
choices being Superior and Paraho DOE, and Geokinetics, respectively. The
engine, modified as required to heat the crude shale oil "fuels," operated
surprisingly well over both the 13-mode steady-state and transient test cycles,
with little change in BSFC.
Emissions measurements were conducted during engine operation on the
three selected crude shale oils and on No. 2 diesel fuel. Relative to the diesel
fuel, operation on crude shale oils caused little difference in HC and NOX
emissions, but significant increases in CO and total particulate emissions were
noted. Some of the near-threefold increases in total particulate were due to
increased sulfate emissions, but about 60 percent of the total particulate
derived from operation on the crude shale oils consisted of the soluble organic
fraction. Emissions of polynuciear aromatic hydrocarbons (PAH) from
operation on the crude shale oils were nearly 15 times the level obtained on
diesel fuel. "Total cyanide" emissions on the two "worst" candidate materials
increased somewhat over the level obtained with No. 2 diesel fuel. Cylinder
wall scuffing, erosion of piston crowns, and increased injector tip deposits were
noted after operation on the crude shale oils.
The engine was rebuilt and two minimally-processed shale oils, "High
Nitrogen Hydrocracker Feed" (HNHF) and "Distillate," were obtained for
testing. Emissions from the unmodified rebuilt engine were characterized on
both of these minimally-processed shale oils and on No. 2 diesel fuel. On either
shale oil, regulated emissions changed relatively little from those established on
diesel fuel. In fact, on HNHF, emissions were near the same or below the levels
observed on diesel fuel. On Distillate, emissions of total particulate increased
along with the level of solubles containing PAH compounds. Aside from slightly
greater deposits on the injector tips, no engine damage was noted on either
minimally-processed shale oil.
IV
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TABLE OF CONTENTS
Page
FOREWORD iii
ABSTRACT iv
LIST OF FIGURES vii
LIST OF TABLES xi
I. INTRODUCTION 1
II. SUMMARY 3
A. Crude Shale Oil 4
B. Minimally-Processed Shale Oil 7
C. General Comments 8
III. TEST PLAN, PROCEDURES, AND TEST ENGINE 11
A. Test Plan 11
B. Test Procedures 14
C. Analytical Procedures 20
D. Test Engine 27
IV. DESCRIPTION OF SHALE OILS 29
A. General Background Information on Shale Oils 29
B. Background Information on Six Crude Shale Oils 35
C. Properties of Six Crude Shale Oils 48
D. Background and Properties of Two Minimally-
Processed Shale Oils 65
V. EMISSION RESULTS FROM OPERATION ON SELECTED CRUDE
SHALE OILS 77
A. General Test Notes 77
B. Gaseous Emissions 92
C. Paniculate Emissions 102
VI. EVALUATION OF ENGINE WEAR AFTER OPERATING ON CRUDE
SHALE OIL 117
A. Engine Teardown and Inspection 117
B. Fuel Injection, Pump and Injector Teardown and Inspection 120
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TABLE OF CONTENTS (Conf d)
VII. EMISSION RESULTS FROM OPERATION ON MINIMALLY-
PROCESSED SHALE OILS 127
A. General Test Notes 127
B. Gaseous Emissions 131
C. Particulate Emissions
REFERENCES 155
APPENDICES
A. RESULTS FROM OPERATION ON EM-528-F, DF-2
B. RESULTS FROM OPERATION ON EM-586-F, GEOKINETICS
C. RESULTS FROM OPERATION ON EM-584-F, SUPERIOR
D. RESULTS FROM OPERATION ON EM-585-F, PARAHO DOE
E. RESULTS FROM BORESCOPE INSPECTION AFTER OPERATION
ON CRUDE SHALE OIL
F. RESULTS FROM OPERATION ON EM-597-F, DF-2
G. RESULTS FROM OPERATION ON EM-599-F, HNHF
H. RESULTS FROM OPERATION ON EM-600-F, DISTILLATE
I. RESULTS FROM BORESCOPE INSPECTION AFTER OPERATION
ON MINIMALLY-PROCESSED SHALE OILS
3. RESULTS FROM BIOASSAY OF SOF FROM OPERATION ON DF-2
AND CRUDE AND MINIMALLY-PROCESSED SHALE OILS
VI
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LIST OF FIGURES
Figure
1 Graphic Representation of Torque and Speed
Commands for the 198* Transient FTP Cycle for a
250 hp at 2200 rpm diesel engine 17
2 Engine Speed Trace of One Smoke Test Cycle 19
3 International Harvester DT-466B Heavy-Duty Diesel
Engine 27
4 Schematic of Normal Fuel Circuit of IH DT-466B 28
5 Principal Reported Oil-Shale Deposits of the
United States 30
6 Gas Combustion Retorting Process 33
7 Paraho-Retort-Direct Mode 37
8 Paraho-Retort-Indirect Mode 38
9 Plan View of Circular Grate Retort Showing
Movement of Charge through Various Zones 40
10 Cross Section of Circular Grate Retort 40
11 Retort A 41
12 Unishale B 43
13 Retorting Operation of the Occidental Modified
In Situ Process 45
14 55-gallon Drum Heater used to Warm the Shaie Oil
Prior to Pumping 51
15 Ventilation Hood used during Shale Oil Handling
and Filtration 51
16 Schematic of Filtration System 52
17 Filtration System Enclosed in a Fabricated Oven 52
18 Viscosities of Shale Oil Crudes before Filtration 55
19 Boiling Point Distribution of Shale Oil Crudes 56
vii
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LIST OF FIGURES (Coof d)
Figure
20 Area Distribution of Boiling Point Data Obtained on
Crude Shale Oils from Group I 58
21 Area Distribution of Boiling Point Data Obtained on
Crude Shale Oils from Group II 59
22 Area Distribution of Boiling Point Data Obtained on
Crude Shale Oils from Group III 60
23 Block Diagram of Geokinetics - Caribou Shale Oil
Refining Process 66
24 Boiling Point Distribution of Minimally-Processed
Shale Oils Based on ASTM D86 71
25 Boiling Point Distribution of Minimally-Processed
Shale Oils Based on ASTM D2887 72
26 Area Distribution of Boiling Point Data (D2887)
Obtained on Two Minimally-Processed Shale Oils 73
27 Schematic of Fuel Circuit for Preliminary Fuel
Screening 78
28 International Harvester DT-466B Test Engine Modified
for Preliminary Crude Shale Oil Screening 79
29 International Harvester DT-466B set-up for
Transient Testing on Crude Shale Oils 84
30 Left Side View of DT-466B with Heated Fuel System
for Operation on Crude Shale Oils 84
31 Schematic of "Fuel" System used During Transient
Emissions Characterization of the DT-466B on DF-2
and Crude Shale Oils 85
32 Single Dilution CVS Tunnel and Control Panel 86
33 Injector Nozzle Tips after Operation on DF-2
(EM-528-F) 87
34 Injector Nozzle Tips after Operation on Superior
Crude Shale Oil (EM-584-F) 88
viii
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LIST OF FIGURES (Confd)
Figure
35 Primary Filter (left) and Secondary Filter (right)
after Fouling on Filtered Geokinetics Crude Shale Oil
(EM-586-F) 89
36 Injection Nozzle Tips after Operation on Geokinetics
Crude Shale Oil (EM-596-F) 90
37 Clean-up of Deposit Formation on Nozzle Tip after
Operation on Geokinetics Crude Shale Oil
(EM-5S6-F) 91
38 Injector Nozzle Tips after Operation on Paraho DOE
Crude Shale Oil (EM-585-F) 92
39 Area Distribution of Boiling Point Data Obtained
from SOF Over Hot-Start Transient Operation of the
IH DT-466B on DF-2 and Crude Shale Oils 110
40 Boiling Point Distribution of SOF from Hot-Start
Transient Operation of IH DT-466B on DF-2 and
Crude Shale Oils 111
41 Overview of Head from DT-466B after Operation on DF-2
and Three Crude Shale Oils 118
42 Close-up of Head Side of Cylinders No. 5 and 6 118
43 Cylinder Liner No. 4 119
44 Cylinder Liner No. 2 119
45 Top of Piston No. 1 121
46 Close-up of No. 1 Piston Crown, Center 121
47 Top of Piston No. 4 122
48 Top of Piston No. 6 122
49 Friction Drive of Governor Spider Assembly 124
50 Hydraulic Head of Injection Pump on DT-466B 124
51 Close-up of Fuel Metering Parts from the
Hydraulic Head of the Injection Pump 125
IX
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LIST OF FIGURES (Conf d)
Figure
52 Fuel Transfer Pump of the Fuel Injection Pump 125
53 Injector Nozzle Tips after Operation on DF-2
(EM-597-F) 128
54 Injector Nozzle Tips after Operation on HNHF
(EM-599-F) 129
55 Injector Nozzle Tips fater Operation on Distillate
(EM-600-F) 130
56 Area Distribution of Boiling Point Data Obtained from
SOF over Transient FTP Operation on the IH DT-466B
on DF-2 and Two Minimally-Processed Shale Oils 149
57 Boiling Point Distribution of SOF from Transient FTP
Operation of the IH DT-466B on DF-2 and Two
Minimally-Processed Shale Oils 150
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LIST OF TABLES
Table Page
1 Summary of Emissions from IH DT-466B on DF-2,
and Three Crude Shale Oils 5
2 Summary of Emissions from IH DT-466B on DF-2,
and Two Minimally-Processed Shale Oils 6
3 Proposed Hot-Start Transient Emissions
Characterization for the IH DT-466B on DF-2
and Shale Oils 13
4 Proposed Transient Emissions Characterization for
the IH DT-466B on DF-2 and Minimally-Processed
Shale Oils 14
5 Listing of 13-Mode and 7-Mode Weighting Factors 15
6 Regression Line Tolerances 18
7 Assays of U.S. Shale 30
8 Physical Properties of Shale Oil Derived from the
Fischer Assay of Colorado Oil Shale Samples 31
9 Chemical Composition of Shale Oil Dertved from the
Fischer Assay of Colorado Oil Shale 31
10 Shale Oil Identification 36
11 Paraho Retorting (Product Oil Quality) 38
12 Properties of Crude Shale Oil Unishale B Retort **
13 Proposed Characterization of Shale Oil Crude 50
14 Properties of Crude Shale Oils, "Raw" and "Filtered" 53
15 Properties of DF-2 (EM-528-F) used for Baseline
Testing 54
16 Boiling Point Retention Time and Temperatures of
Standard Crude Oil (Altamont Crude) 61
17 Summary of Elemental Analysis of Crude Shale Oils
"Raw" and "Filtered" 62
xi
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LIST OF TABLES (Cont'd)
Table
18 Analysis of Distillate Shale Crude and High
Nitrogen Hydrocracker Feed from Caribou Refinery 68
19 Properties of DF-2 (EM-597-F) used for
Baseline Testing 69
20 Boiling Point Retention Time and Temperatures of
(C3-C40 + Benzene) Standard 74
21 Summary of Elemental Analysis of Minimally-Processed
Shale Oils 75
22 Preliminary Emission Test Data for the International
Harvester DT-466B on DF-2 and Crude Shale Oils 80
23 Regulated Emissions Summary from Hot-Start Transient
Operation of the IH DT-466B on DF-2 and Crude
Shale Oils 92
2k Gaseous Emissions Summary from 13-Mode
Operation of the IH DT-466B on DF-2 and
Crude Shale Oil 95
25 Summary of Individual Hydrocarbons from Hot-Start
Transient Operation of the IH DT-466B on DF-2
and Crude Shale Oils 97
26 Summary of Aldehydes from Hot-Start Transient
Operation of the IH DT-466B on DF-2 and Crude
Shale Oils 98
27 Summary of Phenols from Hot-Start Transient
Operation of the IH DT-466B on DF-2 and Crude
Shale Oils 99
28 Summary of Cyanide Emissions from Hot-Start
Transient Operation of IH DT-466B on DF-2
and Crude Shale Oils 100
29 Summary of Ammonia Emissions from Hot-Start
Transient Operation of the IH DT-466B on DF-2
and Crude Shale Oils 101
30 Summary of TIA by DOAS from Hot-Start Transient
Operation of the IH DT-466B on DF-2 and Crude
Shale Oils 102
XI1
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LIST OF TABLES (Confd)
Table
31 Summary of Smoke Opacity from the IH DT-466B on
DF-2 and Crude Shale Oils
32 Total Particulate and Soluble Organic Fraction
from Hot-Start Transient Operation of the IH DT-466B 105
33 Sulfate Emission Summary from Hot-Start Transient
Operation of the IH DT-466B on DF-2 and Crude
Shale Oils 106
34 Summary of Elemental Analysis of Total Particulate
from Hot-Start Transient Operation of the IH
DT-466B on DF-2 and Crude Shale Oils 108
35 Summary of Elemental Analysis of SOF from
Hot-Start Transient Operation of the IH DT-466B
on DF-2 and Crude Shale Oils 112
36 Summary of 1-Nitropyrene and PAH of SOF from
Hot-Start Transient Operation of the IH DT-466B
on DF-2 and Crude Shale Oils 113
37 Summary of Ames Response to Transient SOF from
the IH DT-466B on DF-2 and Crude Shale Oils 115
38 Results of DT-466B Fuel Injection Pump
Inspections 123
39 Results of Injector Inspection 126
40 Regulated Emissions Summary from Transient FTP
Operation of the IH DT-466B on DF-2 and Minimally-
Processed Shale Oils 132
41 Gaseous Emissions Summary from 13-Mode Operation
of the IH DT-466B on DF-2 and Minimally-Processed
Shale Oils 135
42 Individual Hydrocarbons from Transient Operation
of the IH DT-466B Engine on DF-2 and Minimally-
Processed Shale Oils 137
43 Summary of Aldehydes from Transient Operation of the
IH DT-466B Engine on DF-2 and Minimally-Processed
Shale Oils 139
xiii
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LIST OF TABLES (Conf d)
Table
44 Emissions of 2,3,5-Trimethylphenol from Transient
Operation of the DT-466B on Distillate Shale
Oil (EM-600-F) 138
45 Summary of Cyanide Emissions from Transient FTP
Operation of the IH DT-466B on DF-2 and
Minimally-Processed Shale Oils 140
46 Summary of Ammonia Emissions from Transient
Operation of the DT-466B on DF-2 and Minimally-
Processed Shale Oils 140
47 Summary of TIA by DOAS from Transient Operation
of the IH DT-466B on DF-2 and Minimally-Processed
Shale Oils 141
48 Summary of Smoke Opacity from the IH DT-466B on
DF-2 and Minimally-Processed Shale Oils 142
49 Total Particulate and Soluble Organic Fraction
from Transient FTP Operation of the IH DT-466B
on DF-2 and Minimally-Processed Shale Oils 144
50 Sulfate Emissions from Transient FTP Operation
of the IH DT-466B Engine on DF-2 and
Minimally-Processed Shale Oils 146
51 Summary of Elemental Analysis of Total
Particulate from Transient Operation of the
IH DT-466B on DF-2 and Minimally-Processed
Shale Oils 147
52 Summary of Elemental Analysis of SOF from
Transient FTP Operation of the IH DT-466B on
DF-2 and Minimally-Processed Shale Oils 148
53 Summary of 1-Nitropyrene and PAH of SOF from
Transient FTP Operation of the IH DT-466B on
DF-2 and Minimally-Processed Shale Oils 152
54 Summary of Ames Response to Transient SOF from
the IH DT-466B on DF-2 and Minimally-Processed
Crude Shale Oils 153
XIV
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I. INTRODUCTION
The long-term petroleum supply outlook makes it prudent to characterize
emissions from combustion of all important alternative fuel and fuel extender
concepts. Their differing compositions are likely to produce changes in exhaust
emissions, along with the many effects these concepts may have on
transportation and utility engines. One of the alternative fuels explored in this
program was crude shale oil. Crude shale oil, sometimes referred to as
syncrude, can be altered by various refinery techniques to make it into
specification quality fuels. The techniques involved in the upgrading procedures
entail considerable cost, which currently place syncrude-derived products well
above the competitive costs associated with similar petroleum crude-derived
products.
This project covered the use of both crude shale oils and minimally-
processed shale oils as "fuel" in a heavy-duty truck-size diesel engine. We were
fortunate that six crude shale oils and two minimally-processed shale oils, in
quantities of 110 gallons each, were made available for this project. After
measuring the properties of the "fuels," three of the six crude shale oils were
introduced to the engine. The raw shale oil crudes were first filtered to remove
solids, and the engine's entire fuel handling system was heated and pressurized
to assure satisfactory fuel delivery. The engine was successfully operated over
both steady-state and transient test procedures on the crude shale oils for
characterization of exhaust emissions. Following engine rebuild and break-in,
both transient and steady-state emissions were measured while the engine was
operated on two minimally-processed shale oils. None of the crude or
minimally-processed shale oils used in this program represent any intended
consumer-ready products since these materials were not refined to any existing
specifications. They were of interest because it was conceivable that products
like these might be offered to consumers in the future.
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II. SUMMARY
This program investigated the possibility of operating a heavy-duty truck-
size diesei engine on both crude and minimally-processed shale oils, and it
characterized the resulting exhaust emissions. The engine used in this work was
an International Harvester DT-*66B, which developed 210 hp with 87 Ib/hr of
No. 2 diesei fuel (DF-2, coded EM-528-F). Six crude shale oils, originating from
various retorting methods and various sources of oil shale rock, were obtained
for use in this program. The six crude shale oils obtained were: Paraho "SwRI,"
Paraho DOE, Superior, Geokinetics, Union and Occidental. These names
essentially designate the source and the retorting processes used. The Paraho,
Superior, and Union samples were from above ground retorts, and the
Occidental and Geokinetics samples were from in-situ retorts. Two minimally-
processed shale oils were obtained from Geokinetics, Inc. These intermediate
products were part of an 82,000 barrel refining operation set up to produce
specification JP-*, DF-2 and gasoline using crude shale oil stock from both
Anvil Points Defense Fuels Supply Center and Geokinetics, Inc.
Many of the physical and chemical properties of both the crude and
minimally-processed shale oils were determined, and are presented in Section IV
of this report. Of six crude shale oils, the Geokinetics and Superior crude oils
were selected for use during a preliminary "fuel" screening, and represented the
"best" and "worst" candidate materials for successful engine operation on crude
shale oil, respectively. Surprisingly, the engine operated well on the crude
shale oils and developed near rated power during the preliminary fuel screening
on both shale oils. The engine had been modified in that the fuel circuit was
pressurized, and the entire fuel system was heated to approximately 200-300°F
such that the viscosity of the crude shale oil was kept near that of DF-2
(approximately 3 centistokes). The engine and fuel system were brought up to
the necessary temperature on DF-2, then switched over to the heated crude
shale oil. Since fuel system heating was required for use of the shale crude oils,
which had pour points near 80°F, only "hot" engine operation was possible
(cold-start would have been impractical). Based on steady-state experience
during the preliminary fuel screening of Geokinetics and Superior, engine
operation was expanded to include transient test operation and an additional
test fuel, Paraho DOE. This fuel was considered "next-to-the-worst" candidate
for successful engine operation on the basis of its physical and chemical
properties.
The two minimally-processed shale oils were a "Distillate Shale Crude"
(representing approximately the lower-boiling 80 percent of the crude shale oil)
and a "High Nitrogen Hydrocracker Feed" (Distillate which had been
hydrotreated). The High Nitrogen Hydrocracker Feed (HNHF) actually
contained very little nitrogen (0.05 percent nitrogen) and most impurities (ash,
fines, water, sulfur) had been substantially reduced. Both of these intermediate
refinery products required no special heating or modifications for use by the
engine. The engine operated well on both minimally-processed shale oils and
"cold-start" operation was also good.
Regulated and unregulated emissions were determined over transient test
operation of the DT-466B on DF-2; on Superior, Geokinetics, and Paraho DOE
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crude shale oils; and the two minimally-processed shale oils. In addition,
regulated gaseous emissions were determined over the steady-state 13-mode
test procedure on these four fuels, along with smoke opacities over the FTP for
smoke. Table 1 summarizes the composite values of emissions measured over
these various test procedures, using the DF-2 and the three selected crude shale
oils. Corresponding detailed test results may be found in the "Results" section
of the report (Section V). Table 2 summarizes the composite values of
emissions measured over the various test procedures using DF-2 and the two
minimally-processed shale oils. Detailed test results for these two fuels may be
found in the "Results" section of the report (Section VII).
A. Crude Shale Oil
For 13-mode steady-state operation on the three crude shale oils,
hydrocarbon emission levels were about the same as obtained on DF-2.
Generally, increases in HC emissions during steady-state idle and light-load
operation were offset by slight reductions during high power operation.
Substantial increases in HC emissions were noted over the lightly loaded
transient test cycle run on all three crude shale oils, and were an average of 73
percent above the level obtained on DF-2. Carbon monoxide emissions over
both test procedures on DF-2 were nearly doubled by use of the Superior and
Paraho DOE crude shale oils. On the Geokinetics material, CO emissions were
an average of 45 percent greater than obtained on DF-2 over both test
procedures. Emissions of NOX were about the same for all fuels, despite higher
levels of nitrogen contained in the three shale oils. Surprisingly, BSFC on the
crude materials was also very similar to that obtained on DF-2, and the engine
operated well with no adjustment of fuel injection timing to optimize
performance.
In addition to general hydrocarbon emissions measurements by use of
specified procedures, emissions of selected hydrocarbon species were also
determined over transient operation. Of the "total individual hydrocarbons"
summarized in Table 1, ethylene and propylene were most abundant, and their
emissions were notably greater on the Superior and Paraho DOE crude shale oils
than on DF-2. Ammonia emissions were 39 percent greater on Geokinetics, and
near the same level as on DF-2 for both the Superior and Paraho DOE shale oils.
Cyanide emissions which were 0.91 mg/kW-hr on DF-2, increased substantially
to 9.8 mg/kW-hr (a factor of 10.8) on Geokinetics, and to 27 mg/kW-hr (a factor
of 30) on Superior and Paraho DOE shale oils. Aldehyde emissions on the three
crude shale oils, mostly consisting of formaldehyde, generally increased by a
factor of 2.2 over the level obtained on DF-2. Similarly, use of shale oil
increased emissions of phenols over the DF-2 base level; however, the levels
were low, and variability associated with the analytical procedure is relatively
greater for the small levels of phenols detected. Odor, generally associated
with a wide range of organic species, was measured by instrumentation (CRC'S
DOAS) to determine relative total intensity of aroma (TIA). TIA for transient
operation on crude shale oils averaged 2.38, compared to a level of 1.26
determined for operation on DF-2.
The total particulate emissions, 0.95 g/kW-hr on DF-2 over the transient
cycle, increased by a factor of 2.2 on the Geokinetics to 2.09 g/kW-hr. Total
particulate for operation on both Superior and Paraho DOE crudes increased by
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TABLE 1. SUMMARY OF EMISSIONS FROM IH DT-466B ON DF-2, AND THREE CRUDE SHALE OILS
Fuel
Federal Test Procedure (FTP)
Hydrocarbons, HC
g/kW-hr, (g/hp-hr)
Carbon Monoxide, CO
g/kW-hr, (g/hp-hr)
Oxides of Nitrogen, NOxb
g/kW-hr, (g/hp-hr)
Brake Specific Fuel Consumption
kg fuel/kW-hr, (Ib/hp-hr)
Unregulated Emissions
Total Individual HC
mg/kW-hr
Ammonia
mg/kW-hr
Cyanide
mg/kW-hr
Total Aldehydes
mg/kW-hr
Total Phenols
mg/kW-hr
Total Intensity of Aroma,
TIA (by LCO)
Total Particulate
g/kW-hr, (g/hp-hr)
Sulfate, 50^=
mg/kW-hr, (% of Particulate)
Soluble Organic Fraction (SOF)
mg/kW-hr, (% of Particulate)
Total Measured PAH
g/kW-hr
Ames Response0 No^
(10-5 rev./plate)/kW-hr Yesa
Emissions by Fuel and Test Procedure
DF-2
EM-528-F
13-Mode
1.26
(0.94)
3.02
(2.25)
11.38
(8.49)
0.271
(0.446)
—
—
—
—
—
-
-
—
—
—
—
—
Transient3
1.27
(0.95)
3.12
(2.33)
11.05
(8.24)
0.271
(0.445)
170
72
0.91
170
&0
IM
0.95
(0.71)
34
(3.6)
380
(*0.5)
55
290
140
Superior
EM-584-F
13-Mode
1.31
(0.98)
6.80
(5.07)
10.33
(7.70)
0.274
(0.450)
—
—
—
—
—
_
—
—
—
—
—
—
Transient3
2.15
(1.60)
6.66
(4.97)
10.82
(8.06)
0.282
(0.465)
350
64
27
320
23
2.53
3.11
(2.32)
200
(6.4)
1850
(59.6)
940
1600
2600
Geokinetics
EM-586-F
13-Mode
1.13
(0.84)
4.41
(3.29)
11.16
(8.32)
0.282
(0.463)
—
—
—
—
—
—
—
—
—
—
—
—
Transient3
2.17
(1.62)
4.51
(3.36)
10.57
(7.88)
0.274
(0.450)
210
100
9.8
390
13
2.32
2.09
(1.56)
120
(5.7)
1250
(59.8)
680
1400
1300
Paraho DOE
EM-585-F
13-Mode
1.22
(0.91)
6.92
(4.41)
10.61
(7.91)
0.277
(0.456)
—
—
—
—
—
—
—
—
—
—
—
Transient3
2.29
(1.71)
5.66
(4.22)
11.77
(8.78)
0.271
(0.446)
280
74
27
410
7.9
2.2
2.86
(2.13)
130
(4.7)
1820
(63.8)
920
1600
2400
3Hot-start transient cycle only
''Based on bag measurement
CAverage of brake specific response from all 5 strains, TA97A, TA98, TA100, TA102, and TA98NR
^Metabolic activation status
-------
TABLE 2. SUMMARY OF EMISSIONS FROM IH DT-466B ON DF-2, AND TWO MINIMALLY-PROCESSED SHALE OILS
Fuel
Federal Test Procedure (FTP)
Hydrocarbons, HC
g/kW-hr, (g/hp-hr)
Carbon Monoxide, CO
g/kW-hr, (g/hp-hr)
Oxides of Nitrogen, NOxb
g/kW-hr, (g/hp-hr)
Brake Specific Fuel Consumption
kg fuel/kW-hr, (Ib/hp-hr)
Unregulated Emissions
Total Individual HC
mg/kW-hr
Ammonia
mg/kW-hr
Cyanide
mg/kW-hr
Total Aldehydes
mg/kW-hr
Total Phenols
mg/kW-hr
Total Intensity of Aroma,
TIA (by LCO)
Total Paniculate
g/kW-hr, (g/hp-hr)
Sulfate, S0(,=
mg/kW-hr,(% of Particulate)
Soluble Organic Fraction (SOF)
mg/kW-hr, (% of Particulate)
Total Measured PAH
g/kW-hr
Ames Response0 No^
(103 rev./plate)/kW-hr Yesd
Emissions by Fuel and Test Procedure
DF-2
EM-597-F
13-Mode
0.9*
(0.70)
2.20
(1.67)
11.63
(8.67)
0.249
(0.410)
—
-
—
—
—
—
—
—
—
—
„
—
Transient3
1.16
(0.86)
2.80
(2.08)
11. 06
(8.55)
0.257
(0.422)
140
96
11
210
<1.1
1.60
0.80
(0.60)
53
(6.6)
290
(36.2)
54
360
250
HNHF
EM-599-F
13-Mode
0.83
(0.62)
1.82
(1.36)
10.04
(7.48)
0.248
(0.407)
-
—
—
—
—
—
—
—
-
-
—
Transient3
0.90
(0.67)
2.37
(1.77)
9.64
(7.18)
0.249
(0.409)
120
22
4.3
120
1.1
1.86
0.57
(0.43)
4.8
(0.8)
220
(37.7)
55
100
100
Distillate
EM-600-F
13-Mode
0.94
(0.70)
2.43
(1.81)
12.23
(9.12)
0.262
(0.430)
-
—
—
—
—
—
-
—
—
-
—
Transient3
1.36
(1.01)
3.23
(2.41)
11.80
(8.80)
0.257
(0.421)
130
<37
12
190
3.0
1.95
0.93
(0.70)
80
(8.6)
470
(50.5)
170
260
210
aComposite transient
''Based on bag measurement
cAverage of brake specific response from all 5 strains, TA97A, TA98, TA100, TA102, and TA98NR
^Metabolic activation status
-------
about a factor of 3 over DF-2 to 3.11 and 2.86 g/kW-hr, respectively. The
soluble organic fraction (SOF) of the total particulate from transient operation
on DF-2 accounted for 40 percent by mass, whereas on the crude shale oils, the
SOF in the total particulate accounted for nearly 60 percent. Sulfate emissions
on DF-2 were 33.8 mg/kW-hr, increasing by a factor of 3.5 on Geokinetics, 4.0
on Paraho DOE, and 5.0 on the Superior crude shale oil. Emissions of measured
polynuclear aromatic hydrocarbons (PAH) were substantially greater on all
three of the crude shale oils than on DF-2. Total measured PAH increased by
about a factor of 17 over DF-2 levels on Superior and Paraho DOE, and by a
factor of 12 on Geokinetics. Results from bioassay of the SOF indicated about
a five-fold increase in brake specific response for the three crude shale oils
compared to DF-2 when no metabolic activation was used. With metabolic
activation, brake specific response of SOF derived from Geokinetics was 10
times that for DF-2 and brake specific response of SOF from both Paraho DOE
and Superior crudes were almost 18 times that for DF-2.
Deposits on injector nozzle tips were noticeably greater after use of the
three crude shale oils. These deposits were particularly noticeable after
running on Geokinetics and Paraho DOE. Teardown and inspection of the engine
revealed potential problems with cylinder wall lubrication, and also piston top
damage (similar to that associated with operation on gasoline). No damage to
the pump or injectors was attributed to the crude shale oil itself, but some
damage to spring-operated mechanisms may have been the result of heating the
crude shale oil to near 300°F.
B. Minimally-Processed Shale Oil
The DT-466B heavy-duty diesel engine was rebuilt following completion of
experiments run with crude shale oil. Following break-in, another emissions
baseline on DF-2 was obtained for the engine prior to testing of the two
minimally-processed shale oils. Emissions results from this latest baseline are
given in Table 2 along with results obtained on the two minimally-processed
shale oils. After engine rebuild, regulated emissions were established for both
13-mode steady-state and cold- and hot-start transient test operation.
Hydrocarbons and CO were slightly lower, while NOX emissions were slightly
higher than the baseline levels established prior to hot-start transient operation
on the crude shale oils. These relatively minor changes in regulated emissions
and BSFC coincide with the direction of change expected due to improved fuel
delivery and combustion associated with the engine rebuild.
Composite HC emissions from the DT-466B, while operated on High
Nitrogen Hydrocracker Feed (HNHF), were 12 and 22 percent lower than the
baseline levels over both the 13-mode and transient FTP tests, respectively. On
the Distillate, no change in 13-mode composite HC emissions was noted, but
transient composite HC emissions were 17 percent greater due to increased HC
emissions at light load conditions. On HNHF, composite 13-mode and transient
CO emissions decreased by 19 and 15 percent from the second baseline,
respectively; but on the Distillate shale oil, CO increased by 8 and 15 percent,
respectively. Similarly, composite emissions of NOX decreased by 8 and 16
percent on HNHF over 13-mode and transient FTP testing, but on Distillate,
composite NOX emissions increased by 5 and 3 percent, respectively. A slight
BSFC improvement (decrease) was noted for transient composite operation on
-------
HNHF (3%). Over 13-mode operation on Distillate, BSFC increased 5 percent
compared to operation on DF-2. These changes in BSFC may not be significant.
Specific techniques were used to determine emissions of selected
hydrocarbon species over transient FTP operation. Of the "total individual
hydrocarbons" summarized in Table 2, ethylene and propylene were most
abundant, but surprisingly somewhat lower on both minimally-processed shale
oils than on DF-2. Similarly, emission of ammonia on both minimally-processed
shale oils was below the level obtained on DF-2. No ammonia above the
minimum detectable level (37 mg /kW-hr) was noted when Distillate shale oil
was used, which was somewhat unexpected considering that the fuel contained
1.23 percent fuel nitrogen. Cyanide emissions were about the same level on
Distillate as noted on DF-2, but relatively low on HNHF. Compared to
operation on DF-2, aldehyde emissions, consisting mainly of formaldehyde and
acetaldehyde, were somewhat lower on Distillate and lower still on HNHF. No
phenols above the minimum detectable levels were noted on either DF-2 or
HNHF, and only very slight emissions were noted on the Distillate shale oil.
Odor, measured by an instrumental technique, showed only a slight increase
over the level obtained on DF-2 when the minimally-processed shale oils were
used.
The total particulate emissions, 0.80 g/kW-hr on DF-2 for the transient
FTP, increased by 16 percent (to 0.93 g/kW-hr) on Distillate shale oil, but
decreased by 29 percent (to 0.57 g/kW-hr) on HNHF. The soluble organic
fraction (SOF) on both DF-2 and HNHF was about 37 percent, but somewhat
higher at about 51 percent on Distillate shale oil. Sulfate emissions on DF-2,
which contained about 0.35 percent sulfur by weight, were 53 mg/kW-hr; and
they increased 51 percent on Distillate, which contained about 0.52 percent
sulfur. On HNHF, which contained less than 0.01 percent sulfur, sulfate
emissions were 91 percent lower than the level noted on DF-2. Analyses of SOF
indicated that the levels of various polynuclear aromatic hydrocarbons (PAH)
were generally about the same on either DF-2 or HNHF, but increased by a
factor of 3.1 on Distillate shale oil. Results from bioassay of the SOF samples
indicate that the brake specific response was actually lower for the HNHF and
Distillate than for the DF-2, with or without metabolic activation.
C. General Comments
It is very interesting that a multi-cylinder heavy-duty engine could be
operated at all on any of the crude shale oils made available for this program.
The fact that these crude shale oils would allow engine operation for at least a
limited number of hours before combustion chamber damage occurred is in
itself useful from the standpoint of emergency fuel scenarios. Although only
moderate increases in regulated emissions were observed from use of the crude
shale oils, higher emissions of particulate and several of the unregulated
pollutants indicate that use of crude shale oils could potentially cause
environmental problems which would have to be examined. Increased emissions
of total particulate and several of the PAH compounds during this program
demonstrates potential problems.
In contrast, use of the minimally-processed shale oils posed few problems
with either fuel handling or emissions. Even though some increases in emissions
were noted with the Distillate shale oil, such as higher total particulate and
-------
PAH associated with increased emissions of SOF, the engine apparently would
operate well on this minimally-processed fuel. Operation on HNHF,
hydrotreated Distillate, caused no increases in any of the emissions measured in
this program (except for TIA). The problem in utilizing this hydrotreated
material may be that it is more valuable as a blending agent to enhance less
desirable diesel fuels than it is as a neat fuel substitute for DF-2. Aside from
exhaust emissions with use of these minimally-processed shale oils, research
into safety, exposure, distribution and storage problems, and other factors may
discourage the use of these materials. If it appears that use of these
minimally-processed shale oils is feasible, then additional effort should be
directed toward obtaining exhaust emissions and engine durability data on other
engines likely to be involved in such use.
-------
IH. TEST PLAN, PROCEDURES, AND TEST ENGINE
This section describes the test plan followed in evaluating both crude and
minimally-processed shale oils. Descriptions of the steady-state and transient
test procedures are given. Analytical procedures used in the analysis of various
emission samples are described. The test engine used in this work is described
along with a description of the fuel system normally used with this engine.
A. Test Plan
The statement of work for the initial program contained five Tasks. Task
1 was to obtain a minimum of two barrels of each of several crude or
minimally-processed shale oil products. With the assistance of the Project
Officer, six different crude shale oil products were obtained, and two
minimally-processed shale oils were also secured. Properties of the crude shale
oil "fuels" were determined under Task 1. Properties of the two minimally-
processed shale oils were determined under follow-on contract effort.
Task 2 of the initial program was to obtain an engine for the test work,
along with provision for repair or rebuild if necessary. At the onset, the worst
case assumption was made that the engine would seize or the injection pump
would fail when the crude shale oil was introduced. The engine supplied for the
program was an EPA-owned International Harvester DT-^66B turbocharged,
direct-injection engine. Follow-on work with the minimally-processed shale oils
was also conducted on this engine (following rebuild).
Task 3 of the initial program was to determine which of the crude shale
oils could be run, following necessary engine modification to permit operation.
This task was also to result in recommending to EPA a maximum of three shale
materials of minimal quality that could be run in the engine for emissions
testing during Tasks 4 and 5.
Tasks b and 5 of the initial program and the main purpose of the follow-on
contract effort were essentially to characterize exhaust emissions from the
test engine operated on diesel fuel as well as on the selected shale materials.
The exhaust emission characterization was to include regulated as well as many
unregulated emission species of current interest.
into the
uiu cguidicu emiaaiuM ayc(_ici ux cuiicni inicicai.
Under the initial program effort, these Tasks were incorporated i
following test plan.
• Set up DT-466B engine on steady-state engine dynamometer, run
performance checks using DF-2.
* Obtain representative samples of crude shale materials and conduct
analysis for fuel properties.
• Filter crude shale materials, obtain samples and conduct comparable
analysis for fuel properties.
11
-------
. Establish baseline 13-mode gaseous and smoke emissions on DF-2,
and check condition of the engine.
* Modify engine/fuel system as needed to conduct preliminary fuel
screening on most likely successful candidate crude shale material.
* Establish comparable steady-state information on DF-2 and check
condition of engine.
* Modify engine/fuel system as needed to conduct preliminary fuel
screening on least likely successful candidate crude shale material.
• Establish comparable steady-state information on DF-2 and check
condition of engine.
* Review data with the Project Officer and proceed to detailed
emissions characterization under transient test conditions.
* Set up engine on transient-capable dynamometer.
* Establish baseline emissions as outlined in Table 3 on DF-2, and
check condition of engine.
• Modify engine/fuel system as needed to measure emissions as
outlined in Table 3 on Ist-choice crude shale material, and check
condition of engine.
• Modify engine/fuel system as needed to measure emissions as
outlined in Table 3 on 2nd-choice crude shale material, and check
condition of engine.
• Modify engine/fuel system as needed to measure emissions as
outlined in Table 3 on 3rd-choice crude shale material, and check
condition of engine.
12
-------
TABLE 3. PROPOSED HOT-START TRANSIENT EMISSIONS
CHARACTERIZATION FOR THE IH DT-466B ON DF-2 AND SHALE OILS
Gaseous Emissions Particulate Emissions
HCh Total Particuiatec
C0f,h Sulfate
NOxf »n Metals & Sulfur
CO2f»n C,H,N
Ammonia
Cyanide
Aldehydes3 Solublesd»e
Phenols
IHCf PNA's and 1-nitropyrene
DOASb C,H,N
Boiling Range
Ames Test (150 mg)g
Visible Smoke
Smoke FTP
13-Mode
aAldehydes using Liquid Chromatograph Procedure
bUsing DF-2 standard
cDetermine by 47 mm Pallflex
dSolubles from 20x20 Pallflex filters
eSolvent methylene chloride
^ Analysis of gaseous bag sample
gAmes test (5 strain, with/without activation-2 way) on DF-2 and
shale oils
n!3-mode
Under the follow-on program effort, the test plan included:
* Rebuild DT-466B engine, set up engine on transient capable
dynamometer, run break-in, run performance checks using DF-2.
* Obtain representative samples of minimally-processed shale oils,
and conduct analyses for fuel properties if needed to supplement
available data.
* Establish baseline emissions (including cold- and hot-start transient)
as outlined in Table 4 on DF-2 (following 20 hours maximum power
stabilization) and check condition of engine.
* Modify engine/fuel system as needed to measure emissions
(including cold- and hot-start transient) as outlined in Table 4 on
both minimally-processed shale oils and check condition of engine
after each.
13
-------
TABLE «. PROPOSED TRANSIENT EMISSIONS CHARACTERIZATION FOR
THE IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Gaseous Emissions Particulate Emissions
HC**1 Total Particulatea»8
COa»y Sulfatec
NOy3^1 Metals & Sulfurc
C02a'J»1 C,H,Nb
Ammonia'3
Cyanideb
Aldehydes0*6 Solubles^"*1
Phenolsb
IHCC»J PNA's and l-nitropyreneb
DOASM C,H,Nb
Boiling Rangeb
Ames Test (150 mg)d»k
Visible Smoke
Smoke FTP
13-Mode
aDetermined over each run
^Determined over 1 cold-start and 1 hot-start tests
Determined over 2 cold-start and 2 hot-start tests (replicate)
^Determined from weighted sample
eAldehydes using Liquid Chromatograph Procedure
f Using DF-2 standard
8Determined by 47 mm Pallflex filters
hSolubles from 20x20 Pallflex filters
^Solvent: methylene chloride
JAnalysis of gaseous bag sample
^Ames test (5 strain-2 way) on DF-2 and shale oils
H3-mode
B. Test Procedures
Emissions from the International Harvester DT-466B heavy-duty diesel
engine were determined over both steady-state and transient engine operation.
Steady-state operation and measurement techniques were based on the 1979 13-
mode Federal Test Procedure (FTP).^) Transient operation and measurement
techniques were based on the 198* FTP and 1986 Proposed FTP, which included
particulate.d>2' Smoke emissions were measured according the Federal
procedure for smoke testing.^'
1. 13-Mode FTP and 7-Mode Steady-State Test Procedures
14
-------
The 13-mode test procedure is an engine exercise which consists of
13 individual modes of steady-state operation. Starting with a fully- warmed
engine, the first mode is an idle condition. This idle is then followed by 2, 25,
50, 75 and 100 percent load at intermediate speed, and another idle mode; then
rated speed - 100, 75, 50, 25, and 2 percent of full load, followed by a final idle
mode. Intake air, fuel, and power output are monitored along with other data
to be used in calculating modal emissions rates. A 13-mode composite emission
rate is calculated on the basis of modal weighting factors as specified in the
Federal Register/3)
During preliminary fuel screening of the crude shale oils, emissions
were measured over 7 modes of steady-state operation instead of 13 modes.
This 7-mode procedure is a variation of the 13-mode procedure and consists of
only the 2, 50 and 100 percent loads at intermediate and rated speeds, plus one
idle condition. On the basis of the 13-mode FfP weighting factors, 7-mode
composite emissions were computed using weighting factors shown in Table
5/4) As the number of modes decreases, each modal point represents more
time in mode and a wider range of power} thus the weighting for each of the 7
modes must be increased compared to its factor lor 13-mode use. For both the
13-mode and the 7-mode procedures, the idle condition accounts for 20 percent
of the composite value (equivalent to 20 percent of operating
TABLE 5. LISTING OF 13-MODE AND 7-MODE WEIGHTING FACTORS
13-Mode
7-Mode
Mode Engine Speed/Load, %
1 Idle
2 Intermediate/2
3 Intermediate/25
4 Intermediate/50
5 Intermediate/75
6 Inter mediate/100
7 Idle
8 Rated/100
9 Rated/75
10 Rated/50
11 Rated/25
12 Rated/2
13 Idle
Composite
2. Transient Test Procedure
Wt. Factor
0.067
0.080
0.080
0.080
0.080
0.080
0.067
0.080
0.080
0.080
0.080
0.080
0.067
1.00
Mode
I
2
3
*
5
6
7
Composite
Wt. Factor
0.12
0.16
0.12
0.20
0.12
0.16
0.12
1.00
Transient engine operation was performed in accordance with the
198* Transient FTP for Heavy-Duty Diesel Engines/1' The procedure specifies
a transient engine exercise of variable speed and load, depending on the power
output capabilities of the test engine. The cycle requires relatively rapid
dynamometer control, capable of loading the engine one moment and motoring
it the next. The system used in this program consisted of a GE 150 hp
15
-------
motoring/200 hp absorbing dynamometer coupled to a Midwest 175 hp eddy
current (absorbing) dynamometer, with a suitable control system fabricated in-
house. The test operator's control station contains the Compudas computer,
operator keyboard, analog recorder, and CVS control panel.
The 1984 Transient cycle is described in the Federal Register^) by
means of percent maximum torque and percent rated speed for each one-second
interval, for a test cycle of 1199 seconds duration. The 20-minute transient
cycle, developed from heavy-duty truck data, is composed of four five-minute
segments. The four segments are described below:
Transient Cycle
Segment Time, sec.
New York Non-Freeway (NYNF) 297
Los Angeles Non-Freeway (LANF) 300
Los Angeles Freeway (LAP) 305
New York Non-Freeway (NYNF) 297
In order to generate the transient cycle for the DT-466B engine, the engine's
full power curve was obtained from 500 rpm to maximum no load engine speed.
Data from this "power curve," or engine map, was used in conjunction with the
specified speed and load percentages to form the transient cycle.
A graphic presentation of speed and torque commands which
constituted an FTP transient cycle for a particular 250 hp diesel engine is given
in Figure 1 for illustration purposes. For this example, the resulting cycle work
was 15.66 hp-hr (11.68 kW-hr), based on a peak torque of 650 ft-lbs (880 N-m)
and a rated speed of 2200 rpm. The relatively large negative torque commands
shown in the figure are to insure that the "throttle," or rack control, goes
closed for motoring operation.
A "Transient FTP Test" consists of a cold-start transient cycle and a
hot-start transient cycle. The same engine control or command cycle is used in
both cases. For the cold-start, the diesel engine was operated over a "prep"
cycle, then allowed to stand overnight in an ambient soak temperature of 20 to
30°C (68 to 86°F). The cold-start transient cycle normally begins when the
engine is cranked for cold start-up. Upon completion of the cold-start transient
cycle, the engine is shut down and allowed to stand for 20 minutes. After this
hot soak period, the hot-start cycle begins with engine cranking.
Due to the necessity of bringing the crude shale oil, injection pump,
injectors, and the overall fuel system to relatively high operating temperatures
(220°F minimum), it was not practical to obtain cold-start emissions or
performance data during operation on crude shale oil. All test work with crude
shale oil was carried out on a warm engine. Hot-start sampling was begun with
the engine idling on the crude shale oil after switch over from DF-2 with the
engine running. In contrast, both minimally-processed shale oils had properties
which allowed cold-start operation. Hence, emissions were characterized over
both cold- and hot-start transient operation according to the 1984 Transient
FTP.
16
-------
NYNF
297 sec.
LAP
305 sec,
LANF
300 sec.
NYNF
297 sec.
.o
i
o>
cr
o
o
•o
o.
c/3
700
600
500
100
300
200
100
0
-100
-200
-300
2500
2000
1500
1000
500
700
600
500
400
300
200
100
0
-100
-200
-300
- 2500
-2000
-1500
-1000
J 500
_L
_L
_L
_L
1200 1100 1000 900 300 700 600 500
TIME, SECONDS
100
300
200
100
Figure 1. Graphic representation of torque and speed commands for the
1984 Transient FTP cycle for a 250 hp at 2200 rpm diesel engine
-------
All engines react somewhat differently to the transient cycle
commands due to both cycle and engine characteristics. In order to judge how
well the engine follows the transient cycle command, engine responses are
compared to engine commands and several statistics are computed. According
to the Federal Register,^) the following regression line tolerances in Table 6
should be met:
TABLE 6. REGRESSION LINE TOLERANCES
Parameter
Standard Error or
Estimate (SE) of Y on X
Slope of the
Regression Line, M
Coefficient of
Determination, R^
Y Intercept of the
Regression Line, B
Speed
100 rpm
0.970
1.030
0.9700a
±50 rpm
Torque
13% of Maximum
Engine Torque
0.83-1.03 Hot
0.77-1.03 Cold
0.8800 (Hot)a
0.8500 (Cold)3
±15 ft Ib
Brake Horsepower
8% of Maximum
Brake Horsepower
0.89-1.03 (Hot)
0.87-1.03 (Cold)
0.9100*
±5.0 brake
horsepower
'minimum
In addition to these statistical parameters, the actual cycle work
produced should not be more than 5 percent above, or 15 percent below, the
work requested by the command cycle. If the statistical criteria are not met,
then adjustments to throttle servo linkage, torque span points, speed span
points, and gain to and from error feedback circuits can be made in order to
modify both the engine output (through servo motor control of engine throttle
lever) and the dynamometer loading/motoring characteristics. During work
with both crude and minimally-processed shale oils, no problems with statistical
criteria were noted, even though the cycle control was based on the engine map
from operation on DF-2.
Since cold-start testing was not possible on crude shale oil, all transient
test results were given for hot-start transient only. Transient composite results
from cold- and hot-start transient testing on baseline and minimally-processed
shale oils were computed by the following:
Brake specific = 1/7 (Mass Emissions, Cold) + 6/7 (Mass Emission, Hot)
Emissions 1/7 (Cycle Work Cold ) +6/7 (Cycle Work, Hot)
3. Smoke FTP
Smoke emissions were determined using a PHS end-of-stack
smokemeter. This smokemeter measures the percent of light extinction by the
total exhaust plume from the engine. Smoke testing was conducted with the
same inlet and exhaust restrictions used for the 13-mode gaseous emissions test
procedure.
18
-------
The smoke test consists of running three consecutive smoke cycles.
Figure 2 illustrates the speed trace of the engine over one such cycle. Throttle
position during the cycle is either fully closed or opened (except for the 1st
acceleration which calls for a 200 rpm increase in engine speed). Following a
warm-up, smokemeter calibration, and a 10-minute maximum power warm-up,
the first smoke cycle is begun. The first cycle starts with a 5-minute idle
period, then a quick 200 rpm acceleration (1st acceleration), then a full throttle
acceleration to at least 85 percent of rated speed (2nd acceleration), then close
throttle until the engine speed drops to intermediate speed. At this point, the
throttle is fully opened and maximum power is held for approximately 55
seconds, and with the throttle still held fully open, the engine is loaded down
such that the rpm drops gradually to intermediate speed (lug down). At this
point the smoke cycle is completed and the engine is brought to idle to begin
the next cycle. Three of the cycles must be run back-to-back before the smoke
test sequence is completed.
Max. Power, 50-60 sec.
- Rated Speed y ^ ^^ , Lu<* Down' 3°-40 sec-'
3rd Accel., 8-12 sec.
^ ~~ Intermediate
g Speed ^ 2nd Accel, 3.5-6.5 sec.
w
to
^'V
1st Accel., 3 sec.
£J Idle, 5 min.
w
TIME
Figure 2. Engine speed trace of one smoke test cycle
This procedure simulates a truck stopped, accelerating through a
gear, upshifting to another gear at intermediate speed and accelerating to rated
engine speed. (The speed range from rated speed to intermediate speed is
usually designated as the driver's normal operating range). The smoke test also
includes a lug down portion, simulating a top gear, full throttle deceleration in
engine speed from rated speed to intermediate speed, such as would occur if a
truck was climbing a hill without downshifting to a lower gear. Results from
the smoke test are given in terms of percent smoke opacity and are divided into
three factors. The "A" factor represents acceleration smoke, the "B" factor
represents lug down smoke (hill climb), and the "C" factor represents peak
smoke (puffs during early portions of rapid opening of the throttle). The human
eye detects smoke opacities near or about 3-4 percent opacity level.
19
-------
The smoke test chart results are validated and read according to
86.879-13 of the Federal Register. Essentially the acceleration and lug portions
of each cycle are divided into 1/2 second intervals. The 15 highest smoke
opacity readings from the three accelerations of each cycle are recorded. The
average of these 45 smoke opacity readings yield the "A" factor, or
acceleration smoke factor. Similarly, the 5 highest readings from the lug down
portion of each cycle are determined. The average of these 15 smoke opacity
readings yield the "B" factor, or lug factor. The "C" factor, or peak smoke
factor, is determined by taking the three highest of the 15 values selected from
the acceleration portions of each cycle. The average of these 9 smoke opacity
readings yield the "C" factor. Of the three factors, the lug or "B" factor is
perhaps the most repeatable, followed by the acceleration or "A" factor. The
peak factor is substantially more variable.
C. Analytical Procedures
The analytical systems used for each category of emission measurements
are described in this section. The section is divided into two parts, the first
dealing with gaseous emissions characterization and the second with total
particulate emissions and the constituents of the total particulate. Gaseous
emissions of HC, CO, NOX and 13-mode smoke were determined from raw
exhaust during preliminary fuel screening using steady-state operation on DF-2
and crude shale oils. Once the preliminary screening was completed, gaseous
emissions of HC, CO, NOX and some unregulated pollutants were characterized
over hot-start transient engine operation on DF-2 and selected shale oils using a
constant volume sampler (CVS). Although the transient procedure only
specifies one dilute exhaust Tedlar sample bag, the system used in this program
uses one sample bag for each segment. This allows a better understanding of
individual cycle segment contributions to the total regulated gaseous emissions
measured.
Unregulated gaseous emissions included ammonia, cyanide, aldehydes,
selected individual hydrocarbons, phenols and odor. Particulate emissions
included determination of the total particulate mass, and its content of sulfate,
metal, carbon, hydrogen, nitrogen, and sulfur. The fraction of the total
particulate soluble in methylene chloride, or soluble organic fraction (SOF), was
determined and analyzed for its content of carbon, hydrogen, nitrogen, PNA,
and nitropyrene. The boiling range of the SOF was also determined. In
addition, samples of SOF were submitted for Ames testing.
During steady-state or modal engine exercises, regulated and some
unregulated gaseous emissions can be sampled from the raw exhaust stream
since a representative and proportional sample can be obtained. Obtaining
proportional samples during transient engine operation, however, required the
use of a constant volume sampler (CVS)/1*2)
A single-dilution CVS having a capacity from 1,000 to 12,000 SCFM was
operated at approximately 3200 SCFM during transient testing of the DT-466B.
This single-dilution CVS utilizes a 46 inch diameter tunnel with a total length of
57 feet. The system uses two 47 mm T60A20 Pallflex filters (in series) to
determine the particulate mass emission and the respective filter efficiency.
Auxiliary 47 mm filter positions were used to collect additional total
20
-------
participate samples for elemental analysis and sulfate. Three 20x20 inch filters
were used to collect total participate in quantities sufficient to establish the
percentage of SOF, and to characterize the soluble fraction.
1. Gaseous emissions
Hydrocarbon emissions from a diesel engine are most difficult to
determine because they are generally low in concentration and typically include
a variety of hydrocarbon species, many of which are higher molecular weight,
making them susceptible to loss in the sampling system. Besides unburned fuel
species, total hydrocarbons contain varying concentrations of aldehydes,
straight chain hydrocarbons, and complex aromatics.
During the 13-mode or 7-mode steady-state procedure, the sample
train was heated to 375°F in order to insure that the higher boiling range
hydrocarbons were able to reach the heated flame ionization detector (HFID).
The raw exhaust sample was filtered through a heated filter prior to reaching
the pump and HFID (all kept to 375°F). Since the sample remained heated
throughout the system, the measurement was on a "wet" basis. No water trap
was provided in the HC sample train. Thirteen-mode calculations based on H/C
mole ratio, f/a measured, f/a stoichiometric ratio, measured emissions, and
intake air humidity were used to calculate a wet HC correction factor to
account for water vapor volume contained in the raw exhaust sample.
Hydrocarbons over the transient tests were measured using the
specified heated sample train and heated flame ionization detector (HFID). A
Beckman 402 HFID was used. During transient test procedures, a continuous
dilute sample taken from the main dilution tunnel was integrated for total
hydrocarbons. The heated HC probe (kept to 375°F) and overflow calibration
technique used in total HC measurements are specified by the transient FTP.
Details about measurement of the regulated gaseous emissions over the
transient procedure may be found in Reference 1.
Emissions of CO over the 13-mode or 7-mode steady state procedure
were relatively straightforward to measure, using a non-dispersive infrared
detector (NDIR) instrument. For most diesel engines, CO emissions are
typically low. The sample of raw exhaust gases was passed through a water
trap (water and ice bath) to reduce the influence of water vapor on the
measured CO concentration. For all practical purposes, the CO emission
concentration over the steady-state procedure is considered to be on a dry
basis.
Carbon monoxide and CO2 concentrations of bag samples, taken
over the transient cycle, were measured using non-dispersive infrared detector
(NDIR) instruments using the sample train specified in the Federal Register/*'
The CO measurement is of interest because it is a regulated pollutant. The
CO2 measurement is of interest because it is used in the calculation of fuel
usage by carbon balance along with the CO and HC emissions.
Emissions of NOX are more difficult to determine accurately due to
the combination of NO and NOX species. During steady-state test procedures,
the raw exhaust sample was kept heated to 375°F until it reached a water trap
(isopropyl alcohol and dry ice bath). This trap was used to remove not only
21
-------
water vapor, but also a variety of unknown species which can cause instrument
interferences. The NOX concentration of this dried sample stream was
determined by a chemiluminescence (CL) instrument. Over the transient test,
the NOX emissions were determined from dilute sample bags. The NOX
concentration of each bag was determined by a CL instrument using the
specified sample train. For both steady-state and transient test procedures, the
sample train included an NO converter and an ozonator, which essentially
insured that all NO molecules were converted to excited NO2*, which gives off
light and is read accordingly.
NOX emissions are dependent on the cylinder combustion process
and are affected by intake humidity. Calculations in the 13-mode procedure
correct for the influence of humidity on NOX emission concentrations. The
NOX correction factor for the steady-state procedure is based on a humidity
level of 75 grains per pound of dry air and inlet air temperature of 85°F, and is
somewhat dependent on the f/a ratio. In the case of transient test operation,
the engine intake humidity and temperature were controlled to 60-90 grains/lb
of dry air and 68-86°F, so a correction factor of 1 was used to process the
transient data (specified by the Federal Register, Reference 1).
For the steady-state procedure, composite gaseous emissions and
BSFC are calculated from the individual modal data according to the Federal
Register Section 86.345-79/3) Each mode is processed to obtain emission rates,
power (corrected to 29.00 in Hg at 85°F inlet air temp.), and brake specific fuel
consumption (BSFC). Composite emissions were computed using weighting
factors described in the previous section. BSFC over the transient test
procedures wa^s computed on the basis of carbon balance via HC, CO and CO2
emissions and utilized the percent of fuel carbon present in the test fuel.
Ammonia was determined by passing a proportional sample of CVS-
diluted exhaust gases through a glass irnpinger containing dilute F^SO^
maintained at ice bath temperature. A portion of the acidified impinger
contents was analyzed for the protonated form of NH^+ by use of an ion
chromatograph. The concentration of ammonia was determined by comparison
of the exhaust sample concentration to that of an ammonium sulfate standard
solution/5)
The collection of total cyanide was accomplished by bubbling CVS-
diluted exhaust through glass impingers containing a 1.0 N potassium hydroxide
absorbing solution maintained at ice bath temperature. An aliquot of the
absorbing reagent was treated with KH/^PO^ and Chloramine-T. A portion of
the resulting cyanogen chloride was injected into a gas chromatograph equipped
with an electron capture detector (ECD). External CN~ standards were used to
quantify the results/5)
Some selected individual hydrocarbons (IHC) were determined from
dilute exhaust bag samples taken over the cold-start and hot-start transient
cycles using the CVS. A portion of the exhaust sample collected in the Tedlar
bag was injected into a four-column gas chromatograph using a single flame
ionization detector and dual sampling valves. The timed sequence selection
valves allowed the baseline separation of air, methane, ethane, ethylene,
acetylene, propane, propylene, benzene, and toluene/5)
22
-------
Aldehydes and ketones were determined using an improved 2,4-
dinitrophenylhydrazine (DNPH) method.^) Dilute samples were taken from the
main CVS dilution tunnel during transient testing. A heated Teflon sample line
and filter were maintained at 190°C (375°F). The procedure consists of
bubbling filtered exhaust gases, dilute or raw, through glass impinger traps
containing a solution of DNPH and perchloric acid in acetonitrile. An aliquot of
the sample is directly analyzed on a high-performance liquid chromatograph for
formaldehyde, acetaldehyde, acrolein, acetone, propionaldehyde,
crotonaldehyde, isobutyraldehyde, methylethylketone, benzaldehyde, and
hexanaldehyde.
Phenols, which are hydroxyl derivatives of aromatic hydrocarbons,
were measured using an ether extraction procedure detailed in Reference 5.
Dilute samples were taken from the main CVS dilution tunnel during transient
operation only. Dilute exhaust samples were filtered and collected in impingers
containing aqueous potassium hydroxide. The contents of the impingers were
acidified with sulfuric acid, then extracted with ethyl ether. This extract was
injected into a gas chromatograph equipped with an FID in order to separate 11
different phenols ranging in molecular weight from 9^.11 to 150.22.
Total intensity of aroma (TIA) was quantified by using the
Coordinating Research Council Diesel Odor Analytical System (DOAS). CVS-
diluted exhaust was drawn off through a heated sample train and into a trap
containing Chromosorb 102. The trap was later eluted and injected by syringe
into the DOAS instrument, which is a liquid chromatograph that separates an
oxygenate fraction (liquid column oxygenates, LCO) and an aromatic fraction
(liquid column aromatics, LCA). The TIA values are defined as:
TIA = 1 + log 10 (LCO,Mg/*)
or
TIA = 0.4 + 0.7 Iog10 (LCA^g/i)
T
A.D. Little, the developer of the DOAS instrument, has related this
fraction to TIA sensory measurement by the A.D. Little odor panel.'7' TIA
computed from LCO is preferred. The system was intended for raw exhaust
samples from steady-state operating conditions, but for this program, dilute
samples of exhaust were taken in order to determine a TIA value for transient
operation. Since dilute samples were taken, the resulting values of LCO and
LCA were increased in proportion to the 12:1 dilution ratio and TIA calculated.
2. Particulate Emissions
Particulate emissions were determined from dilute exhaust samples
utilizing various collection media and apparatus, depending on the analysis to be
performed. Particulate has been defined as any material collected on a
fluorocarbon-coated glass fiber filter at or below a temperature of 51.7°C
(125°F), excluding condensed water/2) The 125°F temperature limit and the
absence of condensed water dictates that the raw exhaust be diluted,
irrespective of engine operating mode. The temperature limit generally
required dilution ratios of approximately 12:1 (total mixture:raw exhaust).
23
-------
Total particulate samples were collected on 47 mm Pallflex T60A20
fluorocarbon-coated glass fiber filter media. Gravimetric weight gain,
representing collected particulate, was determined to the nearest microgram
after the filter temperature and humidity were stabilized. This weight gain,
along with CVS flow parameters and engine data, were used to calculate the
total particulate mass emissions of the engine under test.
Smoke and total particulate are related in that the relative level of
smoke opacity indicates the relative level of particulate. The absence of
smoke, however, does not indicate the absence of particulate. Smoke was
determined by the end-of-stack EPA-PHS smokemeter, which monitored the
opacity of the raw exhaust plume as it issued from the 4 inch diameter exhaust
pipe. Smoke opacity was determined for 13-mode operation, and for the smoke
FTP.(3)
Since total particulate, by definition, includes anything collected on
fluorocarbon-coated glass fiber filter media, there has always been a interest in
finding out what constitutes the "total particulate." The following paragraphs
describe the methods and analysis used to determine some of the properties of
the total particulate.
Sulfate, originating from the combustion of sulfur-containing fuel,
was collected as part of the particulate matter in the form of sulfate salts to
sulfuric acid aerosols. A 47 mm Fluoropore (Millipore Corp.) fluorocarbon
membrane filter with 0.5 micron pore size was used to collect the sample. This
total particulate sample is ammoniated to "fix" the sulfate portion of the
particulate. Using the barium chloranilate (BCA) analytical method, the
sulfates are leached from the filter with an isopropyl alcohol-water solution
(60% IPA). This extract is injected into a high pressure liquid chromatograph
(HPLC) and pumped through a column to scrub out the cations and convert the
sulfate to sulfuric acid. Passage through a reactor column of barium
chloranilate crystals precipitates out barium sulfate and releases the highly UV-
absorbing chloranilate ions. The amount of chloranilate ion released is
determined by a sensitive liquid chromatograph UV detector at 320-313
nanometers. "Sulfate" should be understood to mean SO^= as measured by the
BCA method.^5)
Carbon, hydrogen, metals, and other elements that make up the
total particulate are also of interest. A sample of "total particulate" was
collected on 47 mm Type A (Gelman) glass fiber filter media for the purpose of
determining the carbon, hydrogen and nitrogen weight percentages. This
analysis was performed by Galbraith Laboratories using a Perkin-Elmer Model
240B automated thermal conductivity CHN analyzer. A sample of total
particulate matter was also collected on a 47 mm Fluoropore filter for the
determination of trace elements such as calcium, aluminum, phosphorus, and
sulfur by x-ray fluorescence. This analysis was conducted at the EPA, ORD
laboratories in Research Triangle Park, North Carolina using a Siemens NRS-3
X-ray fluorescence spectrometer.
Diesel particulate generally contains significant quantities of
condensed fuel-like or oil-like hydrocarbon aerosols generated during
incomplete combustion. In order to determine to what extent total particulate
24
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contains these various hydrocarbons, large particulate-laden filters (20x20 inch)
were washed with an organic solvent, methylene chloride, using 500 ml soxhlet
extraction apparatus. The dissolved portion of the "total particulate" carried
off with the methylene chloride solvent has been referred to as the "soluble
organic fraction" (SOF). All filter handling, extraction processes, and handling
of concentrated SOF were carried out according to EPA recommended
protocol.^) The SOF may be composed of anything carried over by the
extraction process, so its composition is also of interest. Generally the SOF
contains numerous organic compounds, many of which are difficult to isolate
and quantify. Most diesel SOF has been shown to be mutagenic using the Ames
test.
The boiling range of the SOF was determined by SwRFs Fuels and
Lubricants Research Division using a high-temperature variation of ASTM-
D2887-73. Approximately 100 mg of the SOF was dissolved in solvent and an
internal standard (€9 to GU compounds) was added. This sample was then
submitted for instrumental analysis of boiling point distribution.
The analysis of the polynuclear aromatic hydrocarbons (PAHs)
(pyrene, chrysene, benz(a)anthracene, benzo(e)pyrene, and benzo(a)pyrene) was
performed using a )U Bondapak NH2 column for SOF sample cleanup, a Vydac
analytical column for individual component separation and a fluorescence
spectrophotorneter for PAH detection.'*) A portion of the SOF (20-50 mg) was
redissolved in methylene chloride and solvent-exchanged into 1 ml of isooctane.
Thirty /^l of this extract solution was separated into three fractions using a
semi-preparative n Bondapak NH2 column (7.6 mm x 25.0 cm) and a hexane
mobile phase (2.5 ml/min). The first fraction contained pyrene, and was
collected 8.25 minutes to 10.5 minutes after sample injection. The second
fraction contained benz(a)anthracene and chrysene (10.5 to 13 minutes), and the
third contained benzo(e)pyrene, and benzo(a)pyrene (13 to 15.5 minutes).
The material in each of these fractions was solvent-exchanged into
1 ml of acetonitrile and analyzed using a Vydac analytical column with a
solvent program of 75% acetonitrile in water for 10 minutes (12 for pyrene),
followed by programming to 100% acetonitrile at 2% per minute and holding at
100% acetonitrile for 10 to 12 minutes. A solvent flowrate of 0.8 ml/min was
maintained for the duration of the analysis.
A fluorescence spectrophotometer was used to detect and quantify
each of the PAHs in the three fractions. Fluorescence excitation and emission
wavelengths were selected for each PAH to give maximum sensitivity in
relation to interfering compounds. The following excitation and emission
settings were used in the analyses:
Fraction 1 - Pyrene: excitation 330 nm, emission 395 nm
Fraction 2 - Benz(a)anthracene: excitation 280 nm, emission 389 nm
Chrysene: excitation 260 nm, emission 365 nm
Fraction 3 - Benzo(e)pyrene: excitation 330 nm, emission 395 nm
Benzo(a)pyrene: excitation 383 nm, emission 430 nm
The determination of 1-nitropyrene was accomplished by using a
method developed by the U.S. Environmental Protection Agency.™'
25
-------
1-nitropyrene was collected as part of total particulate on 20x20 inch Pallflex
filters. A portion of the dried soluble organic from the total particulate was
redissolved in a 50:50 mixture of methylene chloride/methanol. The analysis of
1-nitropyrene was accomplished using a reduction catalyst (by which
nitropyrene is converted to aminopyrene) and a High Performance Liquid
Chromatograph (HPLC) coupled to a fluorescence detector.
Two reduction catalysts were used in the system, one to remove
oxidative compounds from the solvent, and one to convert the nitropyrene to
the highly fluorescent aminopyrenes. Two Zorbax ODS analytical columns were
also employed in the system. The first column separated any aminopyrenes
present in the extract from the nitropyrenes before they entered the reduction
catalyst. The second ODS column further separated the reduced nitropyrenes
(aminopyrenes at this point) from other interfering compounds in the extract.
The excitation and emission wavelength settings for the detector were 360 and
430 nm, respectively. Several operating parameters for the system are listed
below:
Mobile Phase 77% Methanol/23% water (V:V)
Mobile Phase Flow Rate 1.1 milliliters per minute
Catalyst Columns 3 inch x 4.6 mm column packed with
ground -up (70 mesh) 3-way catalyst
from U.S. automobile
Catalyst Temperatures 80°C
Analytical Columns 25 cm x 4.6 mm Zorbax ODS Column
before catalyst
15 cm x 4.6 mm Zorbax ODS Column
after catalyst
1-Nitropyrene Elution Time 38 minutes
Detector Fluorescence with 360 nm excitation
wavelength and 430 nm emission
wavelength settings.
Carbon and hydrogen contents of the SOF were determined by
Galbraith Laboratories using a Perkin-Elmer Model 240B automated thermal
conductivity CHN analyzer. Another portion of the SOF was submitted to SwRI
Fuels and Lubricants Research Division for nitrogen analysis by
chemiluminescence.
Samples of SOF were submitted for Ames testing. The Ames test,
as employed in this program, refers to a bacterial mutagenesis plate assay with
Salmonella typhimurium according to the method of Ames.^^ This bioassay
determines the ability of chemical compounds or mixtures to cause mutation of
DNA in the bacteria, positive results occurring when histidine-dependent strains
of bacteria revert (or are mutated) genetically to forms which can synthesize
histidine on their own. Samples of SOF were submitted to Southwest
Foundation for Biornedical Research, for testing with and without metabolic
activation on tester strains TA97A, TA98, TA100, TA102 and TA98NR (nitro-
reductase deficient).
26
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D. Test Engine
The test engine used in this program and shown in Figure 3 was an
International Harvester Model DT-466B heavy-duty diesel engine, serial number
466T T2U011139. This engine had been used by EPA to obtain information on
methanol fueling. Following completion of that program, the engine was
rebuilt, to the extent that the original (diesel) pistons and rings were installed,
the cylinders were honed, the main bearings were replaced, and the original
head and a rebuilt diesel fuel injection pump were refitted to the engine. The
engine was operated for a short time to confirm satisfactory operation and to
serve as break-in before shipping it to SwRI.
Figure 3. International Harvester DT-466B
heavy-duty diesel engine
This engine utilized an American Bosch Model 100 Series injection pump
(Pump No. 6A-100A-9402-D1, Serial No. 7565865). The pump is a single plunger
design of constant stroke, distributing plunger, sleeve control type. It is
governor-controlled with automatic variable timing. The injection pump was
removed from the engine for the purpose of flow check and calibration. After
calibration, the pump was re-installed with a static timing of 16 1/2 °BTDC
(equivalent to setting as received).
This turbocharged, 6 cylinder in-line diesel engine of 466 cubic inch
displacement developed 210 horsepower at a rated speed of 2600 rpm, with a
fuel consumption of 87.3 Ibs/hr of DF-2 (No. 2 emissions diesel fuel, SwRI fuel
code, EM-528-F). At an intermediate speed of 1800 rpm, the engine developed
152 horsepower and a torque of 445 Ib-ft with 56.7 Ibs/hr of DF-2. Intake and
exhaust restrictions were approximately 25 in. H20 and 2.2 in. Hg, measured at
rated power condition, respectively. Figure 4 shows the schematic of the fuel
circuit normally used on the DT-466B.
27
-------
RETURN
TRAN.
PUMP
i
I
T,P
»
INJ. O
PUMP
Figure 4. Schematic of Normal Fuel Circuit of IH DT-466B
Fuel from the supply tank is drawn through the primary fuel filter (Filter
No. 1), by the transfer pump mounted at the rear of the injection pump. The
transfer pump pressurizes the fuel to a range of 30 to 60 psi (depending on load
and rpm), and pushes the fuel through the secondary fuel filter and on to the
injection pump. A calibrated amount of fuel is delivered to the individual
injectors. Injector spillage is collected and returned to the supply tank. Excess
fuel supplied to the injection pump is returned to the supply tank through a
restricted pump return line.
28
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IV. DESCRIPTION OF SHALE OILS
This section describes the various shale oil products made available for
engine test work in this program. Some background information is given on
each oil, along with properties of the individual shale oils. Sections A and B of
Part IV are presented for background on obtaining crude shale oil from oil shale
(rock). Much of the discussion, and many of the tables and figures in Sections A
and B were taken from References 12, 13, 1*, and 15. In addition, that portion
of Reference 12 used herein was contributed by J.E. Sinor of Cameron
Engineers on the basis of materials contained in Reference 13. Section C
presents various properties determined for each of the six crude shale oils.
Selection of three crude shale oils for engine operation was based on these
properties. Section D gives a brief background and presents the properties of
the two minimally-processed shale oils used for engine operation in the
program.
A. General Background Information on Shale Oils
Oil shale generally refers to a wide variety of laminated sedimentary
rocks containing organic matter that can be released only by destructive
distillation. Oil shales contain over one-third mineral matter and are thus
distinguished from coal, which commonly contains only 'minor amounts of
minerals. The organic portion, a mixture of complex chemical compounds,
carries the term "kerogen" (derived from Greek and meaning "producer of
wax"). Kerogen is not a definite material, however, and kerogens from
different shales are dissimilar.
Oil shale deposits vary greatly in richness, and ironically, the deposits
being commercially explored are not necessarily the richest. In general, rich
deposits have little lamination and are commonly of massive structure. For
example, the Green River deposit from Colorado is particularly consolidated
and impervious.
While worldwide deposits of oil shale are very extensive, in-place reserves
of oil are subject to a large degree of uncertainty due to the fundamental
difference in character of the oil shales and because only very preliminary
exploration efforts have been made to define the deposits. Total worldwide
reserves, based on oil in-place, have been estimated by the Bureau of Mines to
amount to 334 x 105 barrels. Almost two-thirds of these currently known in-
place reserves are located in the United States. Geographically, they are
distributed as shown in Figure 5. Reserve quantities and shale assays are given
in Table 7.
Eastern shales contain less organics per ton than Green River (Colorado)
shale, and the organics they do contain yield a lower percentage of oil than the
Western shale. In fact, the Antrim shale which Dow proposed to investigate
contains only about 10 gallons/ton. Thus, considerably greater quantities of
Eastern shale would have to be retorted to yield the same amount of liquid
product as is produced by a given quantity of Green River shale.
29
-------
The organic constituents of Eastern oil shales typically yield about the
same amount of gaseous products per pound as Green River shale, and in some
cases slightly more. Therefore, a shale grade as determined by the modified
Fischer Assay method, which accounts only for liquid products, tends to be
somewhat misleading regarding the amount of gaseous products recoverable.
;("""""*————__——•»—*2^
( i *s#4
\ ' i &
^ i i
1 ; ! /
EXPLANATION
Devonian and Mississippian
deposits
(resource estimates included for
hachured areas only). Boundary
dashed where concealed or where
location is uncertain
x'-
Figure 5. Principal Reported Oil-Shale Deposits of the United States
TABLE 7. ASSAYS OF U.S. SHALE
State
CO
IN
Ml
KY
TN
IL
Formation
Green River
New Albany
New Albany
New Albany
Chattanooga
Coal Measures
Fischer Assay
Oil,
wt %
13.7
3.1
4.0
5.2
3.7
4.0
Water,
wt%
1.1
0.8
0.8
0.9
0.7
4.2
Spent
Shale,
wt %
82.0
94.8
94.0
92.0
93.2
90.0
Gas*
Loss,
wt%
3.0
1.3
1.2
1.9
2.4
1.8
Oil,
GPTof
Dry Shale
35.9
7.8
10.0
13.3
9.5
10.4
30
-------
Shale oil is defined as the liquid oil product recoverable from the thermal
decomposition (pyrolysis) of kerogen, the organic material present in oil shale.
Crude shale oil is the liquid oil product recovered directly from the off-
gas stream of an oil shale retort.
Synthetic crude oil (syncrude) is the upgraded oil product resulting from
hydrogenating crude shale oil and later will be referred to as minimally-
processed shale oil.
The term "retort" refers to the device or area in which the shale oil is
liberated. For some processes, the retort is in the form of a mechanical system
which includes shale rock handling equipment and a hot zone vessel. For other
processes, the retort is in itself contained in the rubblized shale rock, referred
to as an "in-situ retort."
Physical properties of various shale oils (not those used in this test
program) derived from the Fischer Assay of Colorado oil shales ranging in grade
from 10.5 to 75.0 gallons/ton are shown in Table 8. The properties of the oils
obtained were rather uniform regardless of the grade of the raw shale. The
chemical analyses of nine other shale oil products, derived from Fischer Assays
of Colorado oil shale samples of various grades, are also similar as shown in
Table 9; even though the grade of raw oil shale samples varied from 17.8 to 51.8
gallons/ton.
TABLE 8. PHYSICAL PROPERTIES OF SHALE OIL DERIVED FROM THE
FISCHER ASSAY OF COLORADO OIL SHALE SAMPLES
Grade of Raw Oil Shale, gal/ton
Oil From Fischer Assay:
wt % of Raw Shale
Specific Gravity at 60° 160° F
Kinematic Viscosity, 100° F, cSt
Gross Heating Value, BTU/lb
Pour Point, ° F
10.5
4.0
0.925
20.71
18,510
80
26.7
10.4
0.930
23.72
18,330
75
36.3
13.8
0.911
18.19
18,680
85
57.1
21.9
0.911
17.10
18,580
80
61.8
23.6
0.919
17.12
18410
80
75.0
28.7
0.918
17.28
18,440
75
Source: U.S. Bureau of Mines, 1951.
TABLE 9. CHEMICAL COMPOSITION OF SHALE OIL DERIVED FROM THE
FISCHER ASSAY OF COLORADO OIL SHALE
Grade of Raw Oil Shale, gal/ton
Oil From Fischer Assay:
Carbon, wt %
Hydrogen, wt %
Nitrogen, wt %
Sulfur, wt %
C/H Ratio
17.8
84.54
11.32
2.01
0.58
7.5
18.8
84.84
11.38
2.00
0.51
7.5
19.5
83.77
11.17
2.13
0.49
7.5
21.4
84.32
11.40
2.03
0.76
7.4
22.3
84.72
11.72
1.86
0.58
7.2
29.8
84.80
11.60
1.96
0.60
7.3
36.6
84.26
11.76
1.91
0.58
7.2
38.0
85.26
11.76
1.70
0.69
7.2
51.8
84.82
11.68
2.05
0.71
,J
Source: U.S Bureau of Mines, 1951
31
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Hundreds of U.S. patents have been issued concerning retorting of oil
shale. Despite the number and types of retorting processes described in the
literature, no one process has yet been shown to be best for all purposes.
Of the various types proposed, several of the most highly-developed
retorting processes are:
• Indirect-heated types: Union Oil B; TOSCO II; Petrosix; USSR
Kiviter and Galoter; Lurgi/Ruhrgas; Paraho Indirect
• Direct-heated types: Gas Combustion; Union Oil Company A,
Paraho Direct
Direct-heated processes rely on internal combustion of fuel (generally
recycle gas or residual carbon in spent shale) with air or oxygen within the bed
of shale in the retort to provide all necessary process heat requirements.
Products of combustion plus nitrogen (from air) accompany the off-gas stream
from the retort.
Indirect-heated processes utilize a separate furnace for heating solid or
gaseous heat-carrier media which are injected, while hot, into the shale in the
retort to provide process heat requirements.
Different retorts are developed and used to process oil shale of varying
size, grade, and mineral content. Similarly, physical location, with respect to
access, availability of water, and many other variables influences the use or
optimization of any retort. In addition, the variation of parameters under
which the pyrolysis of the kerogen is carried out affects the resulting oil
quality. Carbon residue is generally left in the shale rock, and in most cases
serves as fuel in support of the pyrolysis of the incoming raw oil shale. Many
above-ground retorts utilize variations of a gas combustion process.
Figure 6 is a flowchart for the gas combustion process retorting of oil
shale. The temperature chart shown on the drawing aids in understanding the
process.
Relatively coarse fragments of oil shale may be fed to the vertical kiln
retort for gas combustion retorting. While the optimum feed size has never
been established, much work has been done on 0.25 to 3-inch shale.
Cold incoming oil shale feed enters the shale preheating zone, which is
the upper portion of the retort. The shale solids become progressively warmer
as they flow downward, due to direct heat exchange with hot gases rising from
the retorting zone of the retort. Conversely, the countercurrent gas stream
becomes cooled in passing upward through the bed of incoming shale. The bed
depth in the preheating zone is sufficiently deep that the rising gas stream is
cooled below the dewpoint of shale oil vapor (volatilized in the retorting zone);
and the shale oil vapor condenses, forming a mist of minute oil droplets which is
carried out of the top of the retort with the off-gas stream. These oil droplets
are easily collectible in electrostatic precipitators.
32
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GAS
SEAL
PRODUCT
GAS
RECYCLE
dASBLOWER
T
SHALE OIL
AIR
AIR BLOWER
DILUTION GAS
SHALE PREHEATING
ZONE
SHALE RETORTING
___ ZONE ___
COMBUSTION
ZONE
SPENT SHALE
COOLING ZONE
TYPICAL TEMPERATURE PROFILE
COOL RECYCLE GAS
• • 500 • • • 1000 • • 1500
TEMPERATURE OF SHALE °F
SPENT SHALE SOLIDS
Source: Cameron Engineers, 1975
Figure 6. Gas Combustion Retorting Process
33
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In the retorting zone, organic matter in the shale is pyrolyzed or
decomposed by heat. The hot gases rising from the combustion zone provide
the necessary heat. As kerogen pyrolyzes, it yields oil (in vapor form), gas, and
a residual carbonaceous product which adheres to the retorted shale solids. All
vapors and gases are swept upward and leave the retort after passing through
the shale solids as they descend into the combustion zone, the hottest zone in
the retort. Oil vapors condense due to their being cooled by incoming feed
shale, and the resulting oil mist leaves the retort with the off-gas stream.
In the combustion zone, a mixture of recycle gas and air is introduced.
The available oxygen from the admitted air supports combustion of
carbonaceous residue as well as combustibles in the recycle gas to produce hot
flue gases. Shale solids reach their maximum temperature in the combustion
zone. Hot flue gases rise and enter the pyrolysis zone.
Because of the good recovery of sensible heat from spent shale and from
exit gas streams, it is necessary to add only about 400,000 BTU per ton of shale
for all process heat requirements. This heat requirement may be met by
combustion of carbonaceous residue which is present on the surface of shale
particulate in the combustion zone, plus recycle gas which is injected with air
into the combustion zone.
A stream of cool recycle gas is introduced at the bottom of the retort,
and by heat exchange, serves the purpose of cooling hot spent shale solids as
they descend.
Since above-ground or surface retorting of oil shale involves a large
amount of excavation, shale rock handling and disposal of spent shale; in-situ
retort processes have also been developed.
In situ retorting involves the in-place heating of an underground shale
formation under conditions wherein the flows of heat, vapors, and liquids can be
controlled, resulting in the recovery of acceptable quantities of gaseous and
liquid products from the resource. Typical Green River formation oil shale
occurs as hard, nonporous rock formations which are generally unsuitable for in
situ retorting. It is therefore necessary to first modify the rock and create
some degree of permeability. Discussions of in situ retorting often distinguish
between "true" in situ processes, which involve only the drilling of wells, and
"modified" in situ processes which require some mining in order to develop the
underground retort rooms.
As mentioned previously, permeability of Green River oil shale is
essentially zero. Oil shale is a fine-grained laminated rock consisting of a
mixture of organic and inorganic minerals. The inorganic minerals,
representing from 75 to 90 percent of the rock mass, are individual grains of
nonspherical minerals whose equivalent diameters are less than 45 microns.
Thus, if isolated, most individual grains would pass through a 325-mesh Tyler-
series screen. The organic and inorganic matter are intimately bonded and
cemented, forming the rock which is oil shale.
The porosity of the inorganic mineral matrix cannot be determined by
methods used in determining porosity of conventional petroleum reservoir rocks
34
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because the organic matter is a solid material rather than a liquid. It is also
insoluble in solvents. In certain zones, water-soluble minerals occur. These
occurrences are as bedded zones, as vugs (i.e., small cavities in rocks), and as
disseminated grains. These soluble minerals may be removed, resulting in some
permeability of the remaining rock.
Shell Oil Company found that water-soluble minerals were mixed
throughout much of the oil shale. This was found to be primarily nahcolite
(NaHCC>3), and dawsonite NaAl(OH>2CO3. Shell recognized that these water-
soluble minerals offer the possibility of developing porosity and permeability in
the shale structure by leaching the shale with water. -:
f'
Structural deformation occurs in rich oil shale as it Is retorted under
pressure. As samples of rich oil shale are retorted, they lose physical strength
and collapse easily under pressure, with loss of permeability resulting.
The thermal conductivity of oil shale is very low, varying with shale grade
and with temperature. A typical value for 25 gallons/ton shale at 1000°F is
about 0.* BTU/hr/f t2/f t/°F.
When oil shale is retorted, the organic material (kerogen) decomposes or
pyrolyzes and yields a gas, an oil, and a residual Carbon product. The retorted
rock is different from the original shale. Residual carbon is deposited, and gas
and oil vapor are removed. Retorted rock may have induced permeability due
to the removal of mass. However, the structural properties of the rock have
changed. Its yield stress value, its rate of compressive strain, its loss of
mechanical strength, and the nature of deformation and their effects on
permeability indicate that underground retorting can be seriously impaired by
these changes in rock properties. Rich zones of shale are especially susceptible
to collapse and loss of permeability during retorting, h
"True in situ," or wellbore to wellbore retorting, Is generally envisioned as
a four-step process: (1) drilling a predetermined pattern**)! wells into the oil
shale formation, (2) creating or increasing permeability &y fracturing, leaching,
or other means, (3) forcing hot fluids into the formation (whkfc may be obtained
by pumping compressed air and initiating combustion undvr|round), and (4)
recovering the oil created when solid kerogen reaches retorting temperatures.
Heating may be achieved either by underground combustion or by forcing
previously heated gases or liquids through the formation.
The "modified in situ" process for shale oil recovery consists of retorting
a rubbled column of broken shale, formed by expansion of the oil shale into a
previously mined-out void volume.
B. Background Information on Six Crude Shale Oils Obtained for Testing
Six crude shale oils were obtained through the cooperative efforts of EPA,
SwRI, and SwRI-operated DOE-NASA Synthetic Fuels Center. Approximately
110 gallons of each of the six crude shale oils were obtained for use in this
program, and are listed below in Table 10 by name and by SwRI Fuel code.
35
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TABLE 10. SHALE OIL IDENTIFICATION
SwRI
Code
EM-567-F
EM-568-F
EM-569-F
EM-570-F
EM-571-F
EM-573-F
Quantity
Gallons
110
110
110
120
110
110
Date
Crude Shale Oil Description Received
Paraho "SwRI," purchased 8/15/83
Occidental, (FL-0313-L), Ref 79-149 8/24/83
Superior, (FL-0318-L), ERDA 8/24/83
Paraho "DOE," (FL-0314-L), (SOA-76-A) 8/24/83
Geokinetics/Four Corners 9/07/83
Union 12/06/83
1. Paraho
Two samples of Paraho crude shale oil were obtained for use in this
program. The Paraho "SwRI" (EM-567-F) material was purchased from Paraho
Development Corp. in September 1983. Through Ms. Deborah O'Connor of
Paraho Development Corp., it was verified that the shale oil received was
processed through the "Paraho Pilot Plant" located near Rifle, Colorado, using
the direct-fired mode of operation. (Paraho's Pilot Plant is an above-ground
retort and was moved from Anvil Points to Rifle, Colorado 1982-1983). This
plant has been used to process raw shale from various locations around the
world. She confirmed that we did receive a "crude" product in that no
hydrotreating was performed, and that the shale oil was of recent vintage
(1983).
The other Paraho product, Paraho "DOE" (EM-570-F), was obtained
from U.S. Government storage as Laramie, Wyoming. Background on this
product was obtained from Mr. Ed Smith of the University of Wyoming
Research Corporation. According to Mr. Smith, the oil shale rock came from
the Green River Formation at Anvil Points River, Rifle, Colorado, and was
processed in the Paraho Pilot Plant using the direct-fired mode in late 1975 or
early 1976. No upgrading of the shale oil was performed; although he
commented that as part of the normal handling, the shale oil vapors and mist,
along with water vapor from combustion, are condensed and sent to a holding
tank with a temperature of 150 to 200°F. The product was taken from this
tank, intentionally leaving most of the water and sediment behind.
A consortium of 17 companies, known as the Paraho Oil Shale
Project, was formed, and activities at Anvil Points Oil Shale Mine and
Retorting Facility, Rifle, Colorado were initiated in late 1973. A 4.5-foot
diameter pilot kiln was built, followed by a 8.6-foot inside diameter semi-works
retort with a nominal capacity of 450 tons/day. This latter retort has been
operated in both a direct mode and indirect mode since 1974, producing 10,000
barrels of shale oil for the Navy in a 56-day continuous run in March 1975.
36
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As a result of the successful demonstration program, the U.S.
Department of Defense and Department of Energy awarded Paraho a number of
production contracts to produce and ship up to 100,000 barrels of crude shale
oil. Production was carried out at the Anvil Points facility from 1976 to 1978.
A 105-day continuous on-stream operation and oil yields above 96 percent were
obtained. The crude shale oil produced has been commercially refined into
military products/!3)
The above-ground gas combustion retort utilized a vertical vessel
fed from the top with raw shale, which moved downward by gravity through a
top preheat zone, thence into a retorting zone, next into a combustion zone,
and finally into a spent shale cooling zone. Oil vapors from the retorting zone
passed upward through the preheat zone, where they condensed to a stable
aerosol mist that passed out with the retort gases and were recovered in mist
collectors.
The Paraho retort can be operated in either the direct- or indirect-
heated mode. Figure 7 illustrates the Paraho retort in the direct mode, and a
temperature profile in the retort is also given.
tMALI
A RETORTING SCHEME
TEMPERATURE PROFILE IN RETORT
•u^Mrr . S2!1U!
OUT I " - . MM MOTIM UK)
"*v WAT TOMUTIOM
M-jo I
inoq
«C*Ot
K»ot—tee
c»»|0—«o»»t '. Mm
c*ei--eO| .../ •—"
WTCT W> WWT
(fft* MTU
comurno*
SOUICK Cameron Engineers. 197S
Figure 7. Paraho-Retort-Direct Mode
In the direct operating mode, retort off-gases (approximately 100
BTU/SCF) are recycled to the retort at three points. These gases, together
with combustion of a portion of the carbonaceous residue on the spent shale,
provide the heat for the process. The spent shale, with a 2-percent
37
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carbonaceous coating, is discharged to disposal at approximately 150°C (300°F).
Retort gases, oil mist, and vapors leave the top of the retort at approximately
66°C (150°F), and pass through a cyclone, wet electrostatic precipitator, and
air condenser to remove oil. A portion of these gases is recycled to the retort.
The Paraho process may also be operated in the indirect mode
(Figure 8) in which case no combustion is carried out in the retort per se. The
retort gases therefore have high heating value (900 BTU/SCF). A portion of
these gases is used to heat a second portion of these gases in an external
furnace, and the latter is recycled to the retort as its heat source. The spent
shale has a carbon content of 4.5 percent. A combination of direct and indirect
operating modes may also be employed.
INOENSEA
RESIDUE
Source TRW 1976
Figure 8. Paraho-Retort-Indirect Mode
Since the Paraho retort can be operated in either the indirect or the
direct heat mode, the mode of operation should be specified. The major
observable difference in product quality between direct and indirect retort
operation is in the pour point and viscosity. Table 11 illustrates this fact.
TABLE 11. PARAHO RETORTING (PRODUCT OIL QUALITY)
Gravity, °API
Viscosity, SUS, AT 130°F
Viscosity, SUS at 210°F
Pour Point, °F
Ramsbottom Carbon, wt %
Water Content, vol %
Solids, B.S., wt %
Direct
Heated
21.4
90
46
85
1.7
1.5
0.5
Indirect
Mode
21.7
68
42
65
1.3
1.4
0.6
Source: Cameron Engineers, 1975
-------
The shale oil product may be upgraded by conventional hydrotreatment to
remove nitrogen and sulfur, and refined to normal petroleum products.
2. Superior
The Superior (EM-569-F) material, or shale oil product, was also
obtained from the Laramie Energy Technology Center, Laramie, Wyoming. The
Superior crude was produced using a "circular grate" above-ground retort
utilizing indirect heating mode.
Superior Oil has owned some 6500 acres of oil shale land in the
northern Piceance Creek Basin for nearly W years. In 1967, It began a drilling
and geological evaluation program, and found that the deeper oil shales on the
property contained attractive quantities of nahcolite, naturally occurring
sodium bicarbonate (NaHCO3>. The oil shale also contained significant
quantities of dawsonite, which can be decomposed to yield aluminum oxide
(Al203> and soda ash (Na2CC>3). A research program was therefore initiated to
permit integrated recovery of these saline minerals and shale oil, resulting in
development of a circular grate retort, as illustrated in Figures 9 and 10.
The doughnut-shaped retort has five separately divided sections,
through which the shale travels in sequence. These sections are a loading zone,
retorting zone, residual carbon recovery zone, cooling zone, and unloading zone.
Hot gases are drawn downward through the bed of shale on the grate in the
retorting zone, producing oil-laden vapors which are removed and the shale oil
condensed. The oil-denuded and cooled gases are next recycled to the cooling
zone, and drawn downward through the spent shale to reduce its temperature
prior to discharge. The cooled shale is fed to the leaching plant for recovery of
alumina and soda ash.
During retorting, the dawsonite in the retorted shale is converted to
alumina and sodium carbonate. These are recovered in the leaching plant by
treatment with caustic solution, followed by carbonation to produce NaHCO3,
and calcination to convert A1(OH)3 to cell-grade alumina.
The spent shale (sodium minerals and shale oil*denuded) is returned
to the underground mine as a wet cake on the flip side of a production
conveyor.
3. Union
The Union (EM-573-F) crude shale oil was provided by Union Oil
Company through EPA, for use in this program. Background information for
this material was obtained through Mr. John H. Duir of Union Oil Company.
According to Mr. Duir, the Union shale oil originated from oil shale
rock produced in Union's mine near Parachute, Colorado, and was processed in
an above-ground retort using the "Unishale-B" process. The shale oil we have is
a pilot plant sample product generated in late 1983. The Unishale-B process is
an indirect-heated process. The crude shale oil we received was not
intentionally de-ashed, although some settling was unavoidable. It had not been
39
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Source: TRW, 1976
Figure 9. Plan view of circular grate retort showing movement
of charge through various zones
SHALE-,
BED
OPERATING
FLOOR
SIDE
ROLLERS
DRIVES
HOOD
WATER
SEALS
SUPPORTING
IDLER
WHEEL
Source: TRW, 1976
Figure 10. Cross section of circular grate retort
40
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de-arsenated (arsenic level reduced). Mr. Duir mentioned that shale oil is apt
to polymerize, and that degradation of the crude shale oil never stops due to
the high content of reactive olef inic and heterocyclic materials. More detailed
information concerning Union retorts was obtained from reference 15, provided
by Mr. Duir.
Union Oil has been involved in the development of surface oil shale
retorting for close to 40 years and has pioneered the development of solids
upflow retorting.
All of Union's retorting technology utilizes the upflow of solids. To
accomplish this, the solids are pumped upward through an expanding cone. The
first retorting concept, Retort A, is shown in Figure 11. A reciprocating piston,
totally immersed in relatively cold product oil, is used to move the shale. As
the solids are pumped upwards through the expanding conical retort shell, an
overflowing cone of retorted shale is formed above the top edge of the retort.
DECARBONIZED
SHALE
WETTING
Source: Union Oil, Ref. 15
Figure 11. Retort A
The shale is heated by a once-through stream of air. Heat is
supplied by burning the carbonaceous deposit on the retorted shale in the upper
part of the retort. The hot flue gases heat the raw shale to temperatures
necessary for retorting. As the gases cool, the oil condenses and is withdrawn
from the cold disengaging section of the retort as a liquid. Noncondensible
gases are sent to further processing for heavy ends and hydrogen sulfide
removal.
The countercurrent stream of hot gas heats the rising bed of oil
shale to the necessary retorting temperature. Several very important process
advantages are obtained by using solids upflow and retorting gas downflow.
Kerogen in the oil shale is decomposed on retorting and is liberated
from the rock as oil and gas vapors. Retorting products are quickly forced
downward by the educting gas towards the cooler shale in the lower portions of
the retort, rapidly quenching the polymerization reactions which, if allowed to
continue, would form heavy oil that is difficult to refine. As the oil is
condensed on the bed of cooler incoming shale, gravity assists its drainage away
from the retorting zone eliminating potential agglomeration within the retort
bed caused by ref luxing and coking of the product oil.
41
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Union carried the Retort A concept through 2 ton/d and 50 ton/d
pilot operations and then through a demonstration plant stage. The
demonstration plant, built in the late 50s in Parachute Creek Valley, processed
up to 1,200 ton/d and produced about 800 bbl (127 m^/d of shale oil.
To improve product yields and quality, the Unishale B Retorting
Process was developed. Retorting is accomplished by indirect heating utilizing
a recycle product gas heated in a fired heater to 950-1000°F (510-540°C). Both
fixed-bed and continuous pilot-plant operations give high yields of liquid
product, essentially equal to Fischer assay values. The retort product gas has a
high heating value, above 800 BTU/SCF (30 M3/m3). Product quality from the
low temperature, low residence time, and oxygen free retorting is excellent,
and the discarded retorted shale contains a nominal 4 wt % carbonaceous
deposit.
Figure 12 illustrates the construction of the Unishale B surface
retort. Raw shale, obtained from room and pillar mining of the rich Mahogany
zone of the Parachute Creek section of the Green River geologic formation, is
crushed to less than 2 inch pieces. Crushed shale enters the solids feeder
underneath the retort where a 10-ft (3-m) diameter piston will force the shale
upward into the retort. Shale oil product acts as a hydraulic seal in the feed
chute to maintain the retort pressure.
As the oil shale rises through the retort cone, it is contacted by a
countercurrent flow of hot recycle gas entering the top of the retort dome.
The hot recycle gas provides the heat required for the retorting process. The
oil shale kerogen decomposes into liquid and gaseous organic products which
diffuse from the shale particles leaving behind a solid carbonaceous deposit on
the retorted material. The bulk of the liquid product trickles down through the
cool incoming shale, and the balance, in the form of mist, is carried from the
retort by the cooled gases.
The gas and liquid are separated from the shale in the slotted wall
section comprising part of the lower shell cone. A disengaging section
surrounds the lower cone. The liquid level in this section is controlled by
withdrawing oil product. Shale particles which fall through the slots into the
disengaging section are recycled by screw conveyors into the feed chute. Very
fine shale particles which may collect at the bottom of the feeder case are
pumped in an oil slurry back to the retort by way of the disengaging section.
Retorted shale is forced up and over the edge of the retort cone and
falls by gravity down chutes through the retort dome wall at the retorted shale
outlets. The hot retorted shale continues to pass by gravity through a cooling
vessel where it is cooled by a water spray. Steam generated in the quenching
and cooling operation also strips retort gases from the pores of the retorted
shale. It is condensed and returned to the cooling vessel.
Dry, cooled retorted shale leaves the cooling vessel and passes
through a pressure-letdown seal leg. Steam passes through the leg of shale at a
rate sufficient to drop the pressure from retort conditions to atmospheric. The
retorted shale is then moved by conveyor belt to an enclosed chute which
42
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RAW SHALE IN
RECOVERY
COMPRESSOR PLANT
Source: Union Oil, Ref. 15
Figure 12. Unishale B
43
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transports it to the canyon floor. It will be wetted, spread, compacted,
contoured, and vegetated with native plants.
Properties of the full-range liquid product from the retort are given
in Table 12. Solids upflow retorting combined with an oxygen-free recycle gas
gives a product oil having a moderately low pour point and a low Conradson
carbon residue.
Union's past research work demonstrated that carbonaceous deposits
on retorted shale could be completely reacted to produce a usable hydrogen-
rich gas or to supply heat for process use. Development of a retorted shale
combustion process, compatible with the Unishale B Retort is planned. This
additional processing would raise the current 70 percent thermal efficiency of
the Unishale B process to 83 percent.
TABLE 12. PROPERTIES OF CRUDE SHALE OIL UNISHALE B RETORT05)
Gravity, °API 22.2
ASTM, D-l 160 Distillation, °F
IBP 150
10 390
30 620
50 770
70 875
90 1010
Max 1095
Sulfur, wt 96 0.8
Nitrogen, wt % 1.8
Oxygen, wt % 0.9
Fischer water, wt % 0.2
Pour Point, °F 60
Arsenic, ppm 50
Conradson Carbon Residue, wt % 2.1
Heating Value, Gross M BTU/gal 142
4. Occidental
Mr. Smith also supplied some information on the Occidental (EM-
568-F) crude shale oil, which was also obtained from U.S. Government storage.
The Occidental crude was produced from an in situ retort known as Retort No.
6. This in situ retort used the "Vertical Modified In-Site" (VMI) process. No
hydrotreating was performed, but Mr. Smith thought that the crude was
probably processed through an electrostatic de-salting process, developed for
processing petroleum crudes, and then heat-settled to remove water and
sediment. The Occidental product was probably processed in 1979, based on its
inventory code number.
From Reference 12 and 13, the Occidental process involves three
basic steps. The first step is the mining out of approximately 15 to 20 percent
of the oil shale deposits (preferably low-grade shale or barren rock), either at
44
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the upper and/or lower level of the shale layer. This is followed by drilling
vertical longholes from the mined-out room into the shale layer, and loading
those holes with an ammonium nitrate-fuel oil (ANFO) explosive. The explosive
is then detonated with appropriate time delays so that the broken shale will fill
both the volume of the room and the volume of the shale column before
blasting. Finally, connections are made to both the top and bottom, and
retorting is carried out (Figure 13). Retorting is initiated by heating the top of
the rubbled shale column with the flame formed from compressed air and an
external heat source, such as propane or natural gas. After several hours, the
external heat source is turned off, and the compressed air flow is maintained,
utilizing the carbonaceous residue in the retorted shale as fuel to sustain
combustion. In this vertical retorting process, the hot gases from the
combustion zone move downward to pyrolyze the kerogen in the shale below
that zone, producing gases, water vapor, and shale oil mist which condense in
the trenches at the bottom of the rubbled column. The crude shale oil and
byproduct water are collected in a sump and pumped to storage. The off-gas
consists of products from shale pyrolysis, carbon dioxide, and water vapor from
the combustion of carbonaceous residue, and carbon dioxide from the
decomposition of inorganic carbonate (primarily dolomite and calcite). Part of
this off-gas is recirculated to control both the oxygen level in the incoming air
and the retorting temperature.
' Ml MICOVMV
*OI|.IUMr ANDPUM*
Source: TRW, 1976
Figure 13. Retorting operation of the Occidental
modified in situ process
45
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From Reference 1*, Occidental Petroleum Corporation entered into
an agreement with D.A. Shale, Inc. in mid-1972 and acquired about 4,000 acres
of land between Roan and Parachute Creeks, Garfield County, Colorado. The
2400 shale-bearing acres contain an estimated shale oil reserve of 0.3 billion
barrels, averaging about 17 gallons of oil per ton of shale.
Site preparation began in 1972 and construction of the first modified
in situ retort, IE, was completed by December 1972. Retort IE contained
approximately 4000 tons of broken shale at 25 percent average void volume and
was ignited in June 1973. Since then, operations have been underway almost
continuously, through a series of progressively larger retorts. Retort 6 has 100
times the volume of the first experimental unit and does not require further
scale-up for commercial operations.
The initial three retorts were located off a single horizontal
opening. Retort IE was mined in the form of a small room with a vertical
cylindrical rise providing the initial void volume. The retort operated
successfully, producing over 1200 barrels of oil. In Retort 2E, the void volume
was reduced, the blast pattern modified, and the retort depth increased 22 feet,
the retort was fired in March 1974. Retort 3E tested an entirely different
retort design which ultimately provided the basis for scale-up to commercial-
size units. Retort 3E was ignited in February 1975 and produced 1600 barrels of
oil. Following completion of the first three retorts, operations were
transferred to a new large-scale development mine. Retort 4 was the first
commercially-sized unit, being 50 times larger than the first retorts. Ignited in
1975, Retort 4 produced some 27,500 barrels of oil, somewhat less than the full
potential, with difficulties traced to geologic conditions resulting in inadequate
ore rubblization. Geologic conditions were overcome in Retort 5 by design
changes. However, the method of rubblization using a vertical "tapered-slot"
void, produced an uneven horizontal distribution of porosity resulting in
channeling of gas flow. Burned in 1977, Retort 5 produced 10,100 barrels of oil.
Retort 6 was a scale-up of the successful retort 3E design, was half an acre in
cross-sectional area, and high as a 30-story building. The 24 percent void
volume in the retort was created by mining horizontal rooms to provide more
uniform permeability in the rubble zone. Retort 6 was ignited in August 1978,
and operating conditions were upset soon after start-up by a partial collapse of
the retort roof (sill pillar slumping into the retort). However, corrective
actions were taken and 55,700 barrels of oil were produced from this retort,
representing 46 percent of the oil in place.
Retorts 7 and 8, currently under construction, will utilize the Retort
6, three-level design, except that they will be operated from the ground surface
rather than from a mine level separated from the retort by a sill pillar. Retorts
7 and 8 will be operated simultaneously to study conditions resulting from
multi-retort operation.
46
-------
OCCIDENTAL MODIFIED IN SITU RETORTING EXPERIMENTS
Year Oil Produced
Retort Production Size (feet) (barrel)
IE 1973 31 x 31 x 72 1200
2E 1974 32 x 32 x 94 1400
3E 1975 32 x 32 x 113 1600
4 1975 120 x 120 x 271 27,500
5 1977 118 x 118x158 10,100
6 1978 162 x 162x254 55,700
7 1982 162x162x243 97,000 (est.)
8 1982 162x162x242 97,000 (est.)
The D.A. Shale property is at best only marginal for sustained commercial
production. Occidental bid unsuccessfully for Prototype Oil Shale Leases C-a
and U-a. Occidental has since acquired a major interest in the Federal C-b Oil
Shale Tract from the original leases, and has limited commercial plans to that
tract.
5. Geokinetics
Information on the Geokinetics material (EM-571-F) was provided by
Mr. Eddie French of the SFSC-AF. This shale oil likely came from an in situ
retort operated near Vernal, Utah (within 70 miles). The crude product was
produced in the 1982-83 time period, using a modified in situ process labeled
"LOFRECO", representing "Low Front-End Cost."
From Reference 14, Geokinetics, Inc. was organized in April 1969,
as a minerals development company. In July 1972 Geokinetics organized a joint
venture with a group of independent oil companies to develop in situ methods of
shale oil extraction, and to acquire and develop oil shale leases. Work on the
horizontal modified in situ process began in 1972. Design and cost estimates
were made for a horizontal modified in situ operation on Tracts C-b, U-a and
U-b, in preparation for bidding on the prototype Federal Oil Shale lease sale.
Small-scale pilot tests in steel retorts, to simulate a horizontal basis, were
carried out in 1974 and early 1975. In April 1975 in situ field tests began in
Kamp Kerogen, and have continued without interruption to date.
During 1975 and 1976 the basic parameters of the process were
estimated. In late 1976, a cooperative agreement was signed with DOE, with
whose assistance progress was greatly accelerated. In 1977 and 1978 the
47
-------
process was scaled up substantially, and rock breaking designs were improved
and tested. In 1979 larger retorts were tested, up to one-quarter of full scale,
and tests began to optimize recovery. The first full-sized retort was blasted in
1979. During 1980 a second full-sized retort was blasted, and equipment was
installed for ignition of the first full-sized retort. Twenty-four experimental
retorts have been blasted, 14 retorts have been burned, and 15,000 bbls of oil
produced. Geokinetics expects to complete its R«5cD program in 1982, and begin
immediately to design and construct a 2000 BPD commercial production unit.
Thirty-thousand acres of oil shale leases were acquired between 1975 and 1980,
representing in-place reserves of 1.7 billion barrels of shale oil.
Geokinetics is developing the horizontal in situ retort, explosive
fracturing of the oil shale. There are three basic applications of the process:
a. The LOFRECO process, where blast holes are drilled from the
surface to fracture the oil shale bed.
b. Horizontal modified in situ, where part of the bed is mined out
to provide expansion space for the broken rock.
c. Secondary recovery after room-and-pillar mining. After
mining is completed, the pillars, roof and floor are blasted to
create a large volume of rubblized rock that is retorted using
the horizontal in situ process.
In the LOFRECO Process, a pattern of blast holes is drilled from the
surface through the overburden and into the oil shale bed. The explosion
produces an upward movement of the overburden and fragments of oil shale.
The bottom of the retort is sloped to provide for drainage of the oil to the
production wells. Air injection holes are drilled at one end of the retort, and
gas exhaust holes are drilled at the other end. The oil shale is ignited at the air
injection holes, and air is injected to establish and maintain a burning front.
The front is moved in a horizontal direction through the fragmented shale
toward the gas exhaust holes at the far end of the retort. The burning front
heats the oil shale ahead of the front driving out the oil, which drains to the
bottom of the retort, and flows along the sloping bottom to a sump, where it is
lifted to the surface by conventional oil field pumps. As the burning front
moves from the air injection to the gas exhaust holes, it burns residual coke in
the retorted shale as fuel, and produces a large volume of low BTU combustible
gas.
C. Properties of the Six Crude Shale Oils
In order to select three candidate crude shale oils to be introduced to the
IH DT-466B in this program, various properties of the six crude shale oils had to
be established. Since all shale oils were received in the crude form, it was
assumed that they contained water and sediments which would have to be
separated out before attempting to use them in the test engine. Heating and
settling was one method proposed in which the crude is warmed and allowed to
stand for a number of days, but this would have entailed discarding up to as
much as one-third of the contents of the drums and it was assumed that most of
the crudes came from some type of holding tank in which most of the water and
48
-------
sediment were left behind. Since the crude had to be filtered for use by the
engine, it was decided that the crude would be filtered prior to selection of the
candidate crudes for use in the engine. Table 13 lists a number of analyses
proposed in order to characterize the properties of both the "as received" and
"filtered" crude shale oils. Of the analyses listed, FIA, heat of combustion,
particulate, cetane number, and friction and wear were not performed.
Some of the crude shale oils approached the consistency of a "black
mayonnaise" or solids at temperatures near 70°F. In order to obtain
representative samples of each of the "as received" crudes, the individual drums
were heated to near 150°F, mixed for about 1 hour with an air-powered stirrer
as shown in Figure 14, and pumped to clean storage drums. Samples for analysis
were taken midway in the drum transfer process.
Due to the tight mechanical clearances present in the engine's fuel
injection system, the crude material had to be filtered before introduction to
the engine. For research purposes, filtration system consisting of a series of
progressively finer spin-on filters was chosen for filtration of the relatively
small quantities (2-55 gallon drums of each) of the individual crude shale oils.
The odor from the shale oils was rather pungent and strong so filtration was
carried out under a ventilation hood (shown in Figure 15) which also enclosed
the test engine. An oil-absorbent gravel was used in the fuel handling and
engine test areas to facilitate clean-up of any shale oil spillage.
A schematic of the filtration system is given in Figure 16. This system
was enclosed in a fabricated oven, Figure 17, containing heater elements to
maintain the temperature of the shale oils at 150 to 200°F during filtration. A
gear pump was used to pressurize the system to approximately 60 psig. At
these conditions, a 55 gallon drum of shale oil was filtered in about 2-3 hours.
It should be noted that the last two filters of the system utilized the same
elements normally used on the DT-466B test engine. Filtered shale oil samples
were taken from the downstream end of the system about midway through
processing time of each shale oil.
Samples of "raw" (or "as received") and samples of "filtered" crude shale
oils were submitted for analyses. Resulting properties of these materials are
given in Table 14. For comparative purposes, the properties of DF-2 (EM-528-
F) used in establishing baseline performance and emission levels are given in
Table 15. Viscosities of the shale oils were determined at 120 and 210°F.
Using the ASTM Standard Viscosity-Temperature Chart for Liquid Petroleum
Products (Chart D), a straight-line relationship was assumed and plotted in
Figure 18.
To obtain boiling point distribution data on these samples, the "Proposed
Test Method for Boiling Point Distribution by Gas Chromatography"(17) was
used. This procedure entailed performing a boiling point distribution of the
shale oil with an internal standard, then repeating the process on the same shale
oil without the internal standard. Through computer software, the internal
standard was quantified and hence a quantitative boiling point distribution
determined. Figure 19 shows the boiling point distribution (determined by the
modified ASTM D2877 procedure) of the shale oil crudes along with that given
for the DF-2 (based on the standard ASTM D86 procedure). Generally, the
-------
TABLE 13. PROPOSED CHARACTERIZATION OF SHALE OIL CRUDE
Test
API Gravity
Viscosity
Boiling Pt. Dist.
Flash Point
Pour Point
F.I.A.
Heat of Combustion
Ash
Particulates
Water & Sediment
Carbon Residue
Cetane Number
Carbon/Hydrogen
Nitrogen
Oxygen
Sulfur <5c Elements
Elements
Friction & Wear
ASTM
Procedure
D287*
Analysis Proposed for Samples
As-Received After Filtration
D2887
D93
D97
D1319
D240
D482
D2276d
D524
D613f
D1378
g
h
XRF_i
AAJ
D2714
all 6
all 6
all 6
all 6
all 6
all 6
all 6
all 6
1
1
1
all 6
all 6
all 6
all 6
"too dark"
c
all 6
c
all 6
all 6
c
all 6
c
c
c
aheat to minimum temp, for fluidity
bviscosity at 122, 210 and 300°F
conly those most likely to be submitted for engine test
^possible modification of procedure - dilute sample and use 8 m
filter media
esample must be soluble in toluene
fat 300°F
Sdetermined by pyrochemiluminescence
("•determined by Centichem (commercial lab)
|to be determined by using x-ray fluorescence
Jusing Atomic Absorption, analysis for various metals would be
dependent on results obtained from XRF
50
-------
Figure 14. 55-gallon drum heater used to warm the shale
oil prior to pumping
Figure 15. Ventilation hood used during shale oil
handling and filtration
51
-------
0
0
Hg
'y
) BYPASS
SHALE
SUPPLY
a
0
0
•
1
PUMP
00
— "T
o
r
~
~8~inn
p
1 r
2
) 00
000000
p
3
00000000 01
p p
ri r
4
5
lo o
TnroTnng
P T o
i i °
\
6
0
ft 0 Q 0 BJUUUUUJ 000000000000 OOOJ LOO 0 0 0 0 0 0 u°
i
FIL.
SHALE
OIL
Filter Identification
1. Fleetguard LF 670 ( 40 ym)
2. Fleetguard FF 213 (18 ym)
3. Fleetguard FS 1216 (18 ym & water separator)
4. Fleetguard LF 777 (10 ym)
5. Fleetguard FF 5019 (2 ym) (DT-466B primary filter •
IH regards 85 ym)^)
6. Fleetguard FF 5020 (1 ym) (DT-466B secondary filter
IH regards as >4 ym)(16)
Figure 16. Schematic of filtration system
Figure 17. Filtration system enclosed in a
fabricated oven
52
-------
TABLE 1ft. PROPERTIES OF CRUDE SHALE OLS, "RAW" AMD "FILTERED11
Origin
Paraho
SwRI
Occidental
Superior
Paraho
DOE
Geokinetics
Union
aCalriiiatiTTf
Fuel Code
Number
P-M-567-F
I 1-582-F
E, i-568-F
EM-583-F
EM-569-F
EM-584-F
EM-570-F
EM-585-F
EM-571-F
EM-586-F
EM-573-F
EM-581-F
Crude
State
Raw
Filtered
Raw
Filtered
Raw
Filtered
Raw
Filtered
Raw
Filtered
Raw
Filtered
API
Gravity
20.7
20.8
22.9
23.5
17.9
18.5
18.7
19.5
25 8
26.6
23.5t>
21. 8b
Sp. Grav.a
at 75°F
0.9241
0.9235
0.9110
0.9074
0.9414
0.9376
0.9364
0.9315
OSQ/iO
0.8896
0.9074
0.9175
Pour
Pt..°F
80
85
56
65
87
90
81
85
65
61
70
Temp, for 3
centi-
stokes °F
245
9ZiS
255
253
307
327
283
276
218
220
215
243
Water
5.3
0.6
7.0C
2.4C
l.Qd
n sd
1.2
N.D.
N.D.
N.D.
N.D.
N.D.
Sediment
%
0.15
<0.05
0.05
<0.05
0.10
<0.05
0.2
<0.05
0.10
<0.05
0.10
<0.05
Ash
%
0.082
0.017
0.051
0.020
0.045
0.026
0.067
0.013
0.011
0.011
0.028
0.008
Carbon
ResidueT%
1.88
1 7Q
i*/y
0.91
0..91
3.24
3.12
2.45
2.15
0.85
0.87
0.85
0.93
H/C
Ratio
1.619
1.620
1.683
1.682
1.571
1.580
1.631
1.594
1.682
1 £.97
l.bo/
1.63ft
1.630
VH*Uw^u i.>v^-ii ( i* x giavny
^Result seems questionable
cWater-oil emulsion or sludge
dSmall emulsion present
N.D. non-detected
-------
PHILLIPS CHEMICAL COMPANY
A SUBSIDIARY OF PHILLIPS PETROLEUM COMPANY
PETROCHEMICALS
BAHTLESVILLE. OKLAHOMA 74004
PHONE 918 661-6600 TWX 910 841-2560 TLX 49-2455
TABLE 15. PROPERTIES OF DF-2 (EM-528-F) USED FOR BASELINE TESTING
D-2 Diesel Control Fuel
Phillips Lot C-747
(SwRI EM-528-F)
Results
47.5
EPA
Specification*
42-50
Test
Method
D 613
Cetane Number
Distillation Range
IBP, op
10% Point, °F
50% Point, °F
90% Point, °F
End Point, °F
Gravity, °API
Total Sulfur, wt. %
Aromatics (FIA) vol. %
Kinetic Viscosity (cs)
@ 40°C
Flash Point (PM), °F
Particulate Matter, mg/ml
Cloud Point, °F
Elemental Analysis, wt. %
C
H
N
O
C/H
10.0 ptb (pounds/1000 barrels) of Du Pont FOA Oil antioxidant enhances
the stability of this fuel.
*Diesel fuel as described in Chapter One - Environmental Protection Agency,
Subsection 86.113-78, of the Code of Federal Regulations.
386
430
506
576
610
35.8
0.22
29.1
2.5
157
2.39
-2
86.85
13.00
0.01
0.574
6.68
340-400
400-460
470-540
550-610
580-660
33-37
0.2-0.5
27 min.
2.0-3.2
130° min.
~
~
D 86
D 287
D 3120
D 1319
D 445
D 93
D 2500
Chrom,
Chrom;
Chemil
Neutroi
Calcule
54
-------
TEMPERATURE. DEGREES FAHRENHEIT
-» -a -ii i ii » » n a H ii • » in MI in m i« isi in i» IN m at !» m in HI
MERICAN STANDARD
"T i "M rJ~l
ES
A.S.T.M. STANDARD VISCOSITY-TEMPERATURE CHARTS
FOR LIQUID PETROLEUM PRODUCTS (D 341-43)
CHART D: KINEMATIC VISCOSITY. LOW RANGE
N. :
i i I !
I i I
Tf
-H-
-H-
i I i i I .
! I
.„ -a
- » - a
•»•»»"•"» MI
TEMPERATURE. DEGREES FAHRENHEIT
in 1* m m » n m m m m m m m in at
in m m m 111
-------
1100 -
1000 -
900 -
800 -
-
600 -1
!SO J
500 -
"
g
u.
,
/*
QC
0.
z
I-
-
ISO —
50 -
91
i !>
• "1 I •
Iff
'Vt
liLT 1
/I i ,
1
\
|
/
-4-4-*-
—
;
, i
9
l~-
91
...
S
f
s
f
t
S\*. ' '
j£* 't~P
^ i ~ A**
• .*
*
;.•
.j
.
-
1 2
1
DISTILLATION CHART
; 90 80 TO SO SO 40 30
P|;^l|:::::|:;;;^i|||::^
B ' i "
•+- •+ ^ -* ' ^ 5 ?
i . • , * , * '• ' ^'
' i j ' ' * > r i^» 4^ _^
' ^ ,- . .- i ^' J. .
^_I _i_ Uu ( / f .•tj^'r
7 | jT'ijl? j;f T ^ ^ .? iti tj TT
rU^gi!;±:g*|^|::;M|::: = =
"T^tT^ 'f^7 ^ 7 ^j^"! — ^"T ^~^~ ^~- :7t:^"'
/^x/^-^V' ! ' :J4 1^ ^7i--^^^LL- ff
:^/> ' ' ' J +ry-^-< i 1 1 : j I L-H- i i i I -H-j H-
_^^ ••( ^ ^ i ' ' t • L ; • < '• ' . >
y\ ^ ~*~ * ' i ' ' i i ' ' f''' ' i i i I '
L , • . , ! , , • i '
i • iii ' ' : i i i ' i
/ •'.<:•.• i ' ! : ' ' ;
: ' j ' | ' ' 1 '
- i . - 1 - j- ! ' 1 [ j j !
' 1 ' ' ' ' ' ' ' ' 1 1 '
' ' ' i ' : ' • 1 ' ' - 1
, i j , | , i | i i , ' | | , i
! ' ! '• ' ' ' [ '
1 • ' '; ' i : ! . ' : ' : ' i • ! '
1 • ; ' ! ! ' ! : ! ' ! i
. , ,, ...... .| . | ,| j | , 1 :
! ; ! , i : i ! ' i ' ,
. . , j , , , . . , ,
LINE FUEL
EM-528-F, D
EM 569-F S
— •• EM-568-F 0
|TM_S77_F 1
EM-571-F, G
' ', ! . ! ^! ' ^ -
: , 1 ;• ' . '. • ' ' \:
; , , I • . . , i i j ! ; '
5 10 50 30 40 50 60 70
PER CENT DISTILLED
30 10 5 21 ...^
* iz :zz z z 3_ z z: zi zz zz: zzz zzi ; 1 1 1 1
-- I j i • 4 1000
rl.. 1 1 900
-- 800
-- •(
-------
D2877 procedure gives lower temperatures from the IBP to about the 20
percent point than does the D86 procedure. Similarly, the D2877 procedure
gives higher temperatures for the material found beyond about 90 percent point
and up to EP. Both procedures yield about the same boiling point distribution in
the range of 20 to 90 percent distilled.
In addition, area distributions of the boiling point data obtained on the
various shale oils are given in Figures 20, 21, and 22. The horizontal positions
of the peaks in these figures indicate the presence of various HC species,
determined by their occurrence at retention times coincident with peaks noted
with standard petroleum crude oil (Altamont Crude). The vertical amplitudes
of the peaks are only of use when compared to the amount of internal standard
used during the individual analysis, and are therefore of little comparative
value. Hence, the vertical scale labels "slice unit" and "mV" are only for data
storage and manipulative purposes. Retention times for various molecules
contained in Altamont crude standard are given in Table 16.
These figures represent groupings of similar boiling point distribution
data. That is, based on similarity of the chromatographic information obtained
during the boiling point distribution procedure, the six shale oils were placed
into three groups. Group I contained EM-568-F and EM-571-F. Group II
contained EM-567-F, EM-570-F and EM-569-F. Group III contained only EM-
573-F.
There were only minor differences in the boiling point distributions
between "raw" and "filtered" shale oils. Essentially, it appears that filtration
reduced the amount of residue (product which would not boil off below
approximately 600°C), Otherwise, all peaks present for the "raw" shale oil also
appeared for the "filtered" shale oil.
Results from elemental analysis of the various shale oil materials are
given in Table 17. Percentages of carbon and hydrogen were determined
according to ASTM procedure D1378. Nitrogen content was determined by
pyrochemiluminescence, and oxygen content of selected samples was
determined by neutron activation analysis. Sulfur and other elements listed in
Table 17 were determined using x-ray fluorescence by EPA-RTP as part of the
in-house measurements program.
Based on the properties presented in Table 1*, the shale oils were ranked
in the order of "least" to "most" favorable for introduction to the engine. Of
the many properties listed, viscosity was of prime concern due to the potential
to seize the rotary distributor head of the engine's fuel injection pump. From
reference 19, work with direct utilization of crude petroleum oils in a diesel
engine using a rotary distributor fuel injection pump of the Roosa-Master type
had indicated that control of viscosity was critical and that momentarily
exceeding 40 cS caused seizure of the rotary distributor head. Even though
filtration reduced the levels of contaminants, concentrations of water and
sediment (in the form of fines) were also of concern. The percent of ash and
carbon residue were of concern from the standpoint of combustion chamber
deposit and cylinder liner wear.
57
-------
fi R E R
DISTRIBUTION
Ln
CD
EH-S71-F,
RAW
6EOKINETICS
u>
•
07
O>
«
00
m
•
*
IM
^
cw
EM-568-F, RAW
OCCIDENTAL
RET. TIME , MIN.
Figure 20. Area distribution of boiling point data obtained on crude shaie oils from Group I
-------
P R E H
DISTRIBUTION
EM-S84-F, FIL.
SUPERIOR
CM-569-F,RAW
%Mtiw^^
Figure 21. Area distribution of boiling point data obtained on crude shale oils from Group II
-------
EM-573-F,RAW-
en
A
00
*
[M
r.
(M
RET. TIME, MIN.
Figure 22. Area distribution of boiling point data obtained on crude shale oils from Group III
-------
TABLE 16. BOILING POINT RETENTION TIME AND TEMPERATURES OF
STANDARD CRUDE OIL (ALTAMONT CRUDE)
Retention Times Associated with Standard Crude Oil
Retention Time, min Carbon Number Boiling Pt. Temp. °F
7.7 6 156
7.9 Benzene 176
9.5 7 208
10.8 8 256
11.9 9 304
13.0 10 345
14.0 11 385
14.8 12 421
15.7 13 455
16.5 14 489
17.2 15 519
18.0 16 549
18.6 17 576
19.2 18 601
19.8 19 626
20.4 20 651
22.4 24 736
24.0 28 808
25.5 32 871
26.8 36 925
28.0 40 972
29.1 44 1013
30.0 48 1050
61
-------
TABLE 17. SUMMARY OF ELEMENTAL ANALYSIS OF CRUDE SHALE OILS
"RAW" AND "FILTERED"
Paraho SwRI
Occidental
Union
Individual
Element
C, %
H, %
N, %
O, %
S, %
Al, ppm
As, ppm
Ba, ppm
Ca, ppm
Co, ppm
Cu, ppm
Cr, ppm
Fe, ppm
K, ppm
Mg, ppm
Mn, ppm
Ni, ppm
P, ppm
Sb, ppm
Si, ppm
Sn, ppm
Ti, ppm
Zn, ppm
Raw
EM-567-F
84.50
11.48
a
a
0.79
1/c
36
2.8C
92
b
7.7C
lie
140
14
83
7.1C
22
3.9^
b
1100
6.7^
3.6
4.1C
Filtered
EM-582-F
84.36
11.47
1.38
a
0.75
b
25
1.8C
10.5
b
8.7C
llc
100
b
b
3.7^
19
b
2.6^
b
7.6C
0.7C
5.9C
Raw
EM-568-F
84.37
11.92
a
a
0.83
b
14C
b
12
b
9.2C
18
210
b
b
6.2C
33
2.7^
b
b
b
0.8C
6.0C
Filtered
EM-583-F
84.39
11.91
1.13
a
0.79
b
lie
b
11
4.QC
12
10C
120
b
b
8.0C
23
1.5
1.9C
b
b
0.9C
7.5^
Raw
EM-573-F
84.61
11.60
a
a
0.95
b
56
b
42
b
8.1C
llc
63
4.3C
31^
6.4C
19
4.7C
b
b
b
1.5C
7.9C
Filtered
EM-581-F
84.70
11.59
1.20
a
0.98
b
54
b
8.3
b
6.2C
9.3C
50^
b
b
4.9C
22
2.3^
b
b
4.1C
b
b
Detection
Tolerance
0.10%
0.03%
a
a
0.04%
6 ppm
6 ppm
2 ppm
2 ppm
3 ppm
4 ppm
5 ppm
8 ppm
0.5 ppm
30 ppm
4 ppm
4 ppm
2 ppm
2 ppm
12 ppm
4 ppm
0.6 ppm
4 ppm
Detection
Limit
a
a
a
0.0004%
0.0003%
16 ppm
6 ppm
2 ppm
1 ppm
3 ppm
4 ppm
5 ppm
4 ppm
2 ppm
25 ppm
3 ppm
3 ppm
2 ppm
2 ppm
40 ppm
4 ppm
0.6 ppm
4 ppm
NOTE: The following were below the detection limit given for each Br 22 ppm, Cd 2 ppm.
Cl 13 ppm, Na 1700 ppm, Pb 95 ppm, Se 7 ppm, Sr 60 ppm, V 3 ppm
aNo data
^Element below the detection limit
cElement detected, but was below the level of quantitation (3 x detection limit)
-------
TABLE 17 (Confd). SUMMARY OF ELEMENTAL ANALYSIS OF CRUDE SHALE OILS
"RAW" AND "FILTERED"
Superior
Geokinetics
Paraho DOE
Individual
Element
C, %
H, %
N, %
0, %
S, %
Al, ppm
As, ppm
Ba, ppm
Ca, ppm
Co, ppm
Cu, ppm
Cr, ppm
Fe, ppm
K, ppm
Mg, ppm
Mn, ppm
Ni, ppm
P, ppm
Sb, ppm
Si, ppm
Sn, ppm
Ti, ppm
Zn, ppm
Raw
EM-569-F
8*. 11
11.09
a
a
0.84
b
24
2.5C
24
b
6.8C
12C
220
2.3C
b
5.9C
22
2.3C
b
b
b
1.3C
b
Filtered
EM-584-F
84.14
11.16
1.59
1.85
0.84
b
20
b
14
b
13
18
190
b
b
3.3C
24
b
b
b
b
b
5.6C
Raw
EM-571-F
85.14
12.02
a
a
0.66
b
16C
b
8.3
b
lie
IOC
95
b
b
5.4C
23
b
b
b
b
b
b
Filtered
EM-586-F
85.05
12.04
1.12
0.797
0.67
b
18C
b
12
3.6C
6.1C
lie
93
b
b
b
25
b
b
b
4.9C
b
5.9C
Raw
EM-570-F
82.41
11.28
a
a
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
Filtered
EM-585-F
84.87
11.35
1.82
0.951
0.71
b
21
b
7.9
b
9.0C
13
110
b
b
b
22
2.3C
b
b
b
b
12
Detection
Tolerance
0.10%
0.03%
a
a
0.04%
6 ppm
6 ppm
2 ppm
2 ppm
3 ppm
4 ppm
5 ppm
8 ppm
0.5 ppm
30 ppm
4 ppm
4 ppm
2 ppm
2 ppm
12 ppm
4 ppm
0.6 ppm
4 ppm
Detection
Limit
a
a
a
0.0004%
0.0003%
16 ppm
6 ppm
2 ppm
1 ppm
3 ppm
4 ppm
5 ppm
4 ppm
2 ppm
25 ppm
3 ppm
3 ppm
» r
2 ppm
2 ppm
40 ppm
r r
4 ppm
0.6 ppm
4 ppm
NOTE: The following were below the detection limit given for each Br 22 ppm,
Cd 2 ppm, Cl 13 ppm, Na 1700 ppm, Pb 95 ppm, Se 7 ppm, Sr 60 ppm, V 3 ppm
aNo data
^Element below the detection limit
cElement detected, but was below the level of quantitation ( 3xdetection limit)
•^Sample not processed due to inability of sample to form a grease when mixed
with lithium stearate
-------
On the basis of the characteristics given in Table 14, scoring the crude
filtered shale oils yielded the "best" candidate as EM-571-F (Geokinetics), then
EM-573-F (Union), EM-583-F (Occidental), EM-585-F (Paraho DOE), EM-582-F
(Paraho SwRI), and finally EM-584-F (Superior). Depending on the outcome of
engine operation on this "best" material, the "worst" candidate was selected for
subsequent engine operation, thereby covering the range of properties available
over the six crude shale oils on hand. The "best" candidate, "filtered"
Geokinetics, (EM-586-F) was obtained from an in situ retort and had an API
gravity of 26.6°, a pour point of 65°F, no water, less than 0.05 percent
sediment, 0.011 percent ash, 0.87 percent carbon residue, and a H/C ratio of
1.68. In contrast, the "worst" candidate, "filtered" Superior (EM-584-F), was
obtained from a rotating grate surface retort and had an API gravity of 18.5°, a
pour point of 90°F, 0.5 percent water, less than 0.05 percent sediment, 0.026
percent ash, 3.12 percent carbon residue, and a H/C ratio of 1.58. To obtain a
kinematic viscosity approximately equivalent to that of No. 2 diesel fuel
(around 3 centistrokes), the Geokinetics and Superior shale oils had to be heated
to 220 and 320°F, respectively. The remaining crude shale oils had properties
between these extremes.
Pour points of crude shale oils in general vary with the methods of
operation of the retort as well as with origin of the raw shale. Typically , high
pour points are due to the presence of normal paraffins. In situ-retorted shale
oils tend to have lower pour points than do surface-retorted oils.^% which is in
agreement with the pour points established for the six crude shale oils used in
this program. Similarly, the two in situ retorted oils (Geokinetics and
Occidental) had relatively low carbon residue. In situ-derived shale oils
generally contain less 1000°F + residuum than do shale oils produced in above
ground retorts^^>. It is interesting to note that the properties of the Union
(EM-581-F) shale oil, which was obtained from the Unishale B process, approach
those associated with in situ processes.
Shale oils contain many olefins (as obtained from cracking petroleum) as
well as nitrogen compounds, and tend to be unstable. This composition
compares to petroleum crude, which has very few olefins until it undergoes
cracking in a refinery. Slow retorting of large size shale (in an in situ retort)
results in considerably less residuum, and some coking also occurs. This coking
reduces the heteroatom impurity concentrations which affects the stability of
the crude shale oils.^9) From the chromatograms (Figures 20, 21, and 22) of
the six crude shale oils, the bulk of the boiling point distribution for Geokinetics
and Occidental in situ-retorted materials occurs between 16 and 26 minutes
retention time (coinciding with material of 14 to 26 carbon number). After the
26 minute retention time, the chromatogram tapers off. Examining Figure 19
along with retention time data given in Table 16, about 80 percent of the
Geokinetics and Occidental materials boils off below 925°F, coinciding with
material having a carbon number of less than 36 (which is eluted at a retention
time of 26.8 minutes). About 68 percent of the Union material boiled off below
925°F (carbon number of 36). The remaining crude shale materials (Superior,
Paraho SwRI and DOE) had approximately 63, 57 and 54 percent boil off at
925°F, respectively. These results indicate that the surface-retorted shale oils
did have larger amounts of high boiling point materials than the in situ-retorted
shale oils.
64
-------
Elemental composition of the crude shale oil material is also dependent on
both the origin of the shale and the retorting process. Of the six filtered crude
shale oils, the in situ-retorted materials had lower nitrogen, and oxygen
content. Nitrogen ranged from 1.12 percent for the Geokinetics to 1.82 percent
for the Paraho DOE. Oxygen content (not all samples analyzed) ranged from
1.85 percent for the Superior to 0.80 percent for the Geokinetics. The filtered
Geokinetics material had the lowest sulfur content at 0.67 percent, and the
Union material had the highest at 0.98 percent.
Crude shale oil contains a great variety of metals in the form of metallic
compounds. These metallic contaminants may contribute to corrosive reactions
and abrasion in the engine. Many of these metals are also of concern from the
standpoint of refinery catalyst contamination, but metals such as arsenic may
also pose health problems when or if these crudes are burned. The
concentration of arsenic in the six crude shale oils received ranges from a high
of 56 ppm to a low of 11 ppm. The arsenic compounds are volatile and
distributed throughout the entire boiling range of the shale oil'l^) (Typical
petroleum crudes and DF-2 do not contain significant quantities of arsenic). In
contrast to arsenic, iron and (to some extent) nickel are found mainly in the
heaviest fraction (950°F +) of the shale oil.d 9) These and other metals may be
present as fines, but may also be bonded in organic compounds."?' Some
reduction in the level of contaminant content was noted after filtration and it
is assumed that both suspended solids (sediment) and heavy ends were trapped in
the filtration system.
D. Background Information on and Properties of Two Minimally-Processed
Shale Oils
Some specification fuels and gasoline have been refined from crude shale
oil for evaluation as replacements for petroleum-based products* Although the
feasibility of obtaining specification products from crude shale oil has been
demonstrated, it has also been demonstrated that the cost of refining crude
shale oil to specification quality products is comparatively high. Crude shale
oil differs from petroleum crude oil in that a larger portion of the crude shale
oil consists of HC molecules favorable for use as diesel fuel. In this regard, it
was hoped that crude shale oil could be consumed without detrimental effects
on the engine or emissions. Since problems exist with such a scenario, it was
hoped that some form of minimally-processed crude shale oil (syncrude) could
be used as a diesel fuel substitute. The ability to consume minimally-processed
shale oils, as opposed to carrying the refinery process of the shale oil out to
obtain specification quality fuels, would be expected to substantially reduce the
cost of utilizing shale oil. Two minimally-processed shale oils were obtained
from Geokinetics Inc. Caribou refinery through the DOE-NASA Synthetic Fuels
Center for this program. Both were taken from intermediate steps in the
refining of crude shale oil to specification products.
Geokinetics was contracted by the DFSC (Defense Fuels Supply Center) to
refine 82,000 barrels of crude shale oil (34,000 barrels from Geokinetics and
48,000 barrels from DFSC stockpile at Anvil Points, Co.) into a slate of
products meeting military specifications. The Caribou Four Corners refinery
was expected to produce 43,000 barrels of 3P-4, 1500 barrels of DF-2, and 3000
barrels of gasoline. This refinery was relatively small, with a processing
capacity of 8000 barrels/day of normal feedstock (high quality, high gravity,
65
-------
low sulfur crude oil). Figure 23 illustrates the layout of the plant. The
principal components of the refinery were the crude distillation unit, a
hydrocracker for cracking the gas oil, and reformers for making no-lead
gasoline. Hydrogen for the hydrocracker was provided by the reformers, but
the refinery was modified to handle crude shale oil by the construction of
reliable hydrogen plant to supply high purity hydrogen. Two hydrotreating
reactors and a guard bed were added to the hydrocracker, and additional
storage and blending tanks were constructed/22)
RECYCLE OIL FROM FRACTIONATOR
DISTA BLENDING/"""^
& STORAGE/ \
HEAVY FUEL OIL
HYDROGEN PLANT
Figure 23. Block diagram of Geokinetics - Caribou Shale Oil
Refining Process
The refining was done in two passes through the system. Crude shale oil
first went through a vacuum distillation unit where 20 percent (the highest
boiling fraction) was separated and collected as heavy fuel oil. The remaining
80% was stored in Distillate Tank No. l^22). Shale oil from this tank was one of
the minimally-processed fuels used in this program, and was labeled as
"Distillate Shale Crude" and coded as SwRI EM-600-F. The oil in Distillate
Tank No. 1 was heated, mixed with hot hydrogen, passed through a guard bed
and a hydrotreated, and then accumulated in Distillate Tank No. 2. At this
point, the metals had been removed, and the nitrogen content of the oil has
been greatly reduced/22' It was at this point that the other minimally-
66
-------
processed fuel for use in this program was drawn and labeled as "High Nitrogen
Hydrocracker Feed" and coded as SwRI EM-599-F. To continue for
specification products, the oil from Distillate Tank No. 2 was run through a
guard bed and hydrotreated a second time. Then the oil went directly through
the hydrocracker section and on to a fractionator, where the desired products
are removed for storage or blending and the bottoms are recycled back through
the unit/22)
Properties of the two minimally-processed shale oils are given in Table
18. For comparison purposes, the properties of the DF-2 (EM-597-F) used in
establishing the baseline performance and emissions levels from the DT-466B
after rebuild for this follow-on work, are given in Table 19. Overall, both
intermediate shale oil products had good cetane number, and other properties
which were expected to pose few problems in the engine.
The Distillate shale crude (EM-600-F) had a reasonable API gravity
compared to that of No. 2 diesel fuel specifications. Kinematic viscosity was
slightly above normal for diesel fuel, but was not of the same magnitude as the
relatively high values encountered with the crude shale oils. Water content was
sufficiently low, and sediment and ash were well under control so no
preliminary fuel filtering prior to introduction was deemed necessary. The
flash point was relatively low at 66°F compared to the flash points above 125°F
for most No. 2 diesel.
In addition, relative to No. 2 diesel fuel, the Distillate (EM-600-F)
contained about 10 percent light ends (under 340°F) and just in excess of 30
percent heavy ends (over 660°F). This minimally-processed material had a good
percentage of hydrogen and carbon with H/C mole ratio of 1.76. Nitrogen
content of the Distillate was high compared to finished diesel fuel, and at 1.23
percent resembled the level noted for the Geokinetics crude shale oil.
Similarly, the sulfur and oxygen levels for EM-600-F resembled the levels
obtained for the Geokinetics crude shale oil. Iron content of the Distillate
shale crude was only 16 ppm, substantially lower than the levels noted for most
of the crude shale oils (which averaged near 100 ppm). The Distillate shale oil
was black and opaque, so FIA analysis was impossible. It had a strong odor,
characteristic of most of the crude shale oils.
The High Nitrogen Hydrocracker Feed (HNHF) (EM-599-F) was clear in
color and did not have much odor (as associated with crude shale oil). The
nitrogen content of EM-599-F was only 0.05 percent. (The DF-2 (EM-597-F) had
a nitrogen content of 0.08 percent). The labeled identification of EM-599-F,
High Nitrogen Hydrocracker Feed designates high nitrogen content of the
material with respect to catalytically hydrocracking this material at the
refinery. The API gravity was high at 44.9, compared to EPA specification for
No. 2 diesel fuel, so the specific gravity of this material was considered low.
The kinematic viscosity of the HNHF was in the range of EPA-specified No. 2
diesel fuel. Contaminants of water, sediment, and ash were all very low or non-
existent, and no additional filtering was deemed necessary for this hydrotreated
distillate shale material prior to use in the engine. The flash point for the
HNHF (EM-599-F) was even lower than for the Distillate crude shale oil (EM-
600-F).
67
-------
TABLE 18. ANALYSIS OF DISTILLATE SHALE CRUDE AND HIGH
NITROGEN HYDROCRACKER FEED FROM CARIBOU REFINERY
PROPERTIES
EM-600-F
DISTILLATE SHALE
CRUDE
Gravity, deg API 32.1
Specific gravity at 15.6 deg C 0.8649
Distillation, deg C, D 86
(D 2837 values in parentheses)
Initial boiling point 83 (69)
10 2 recovered 205 (201)
20 2 recovered 231 (235)
50 Z recovered 278 (295)
90 % recovered 361 (390)
End point 392 (474)
ZresiduefromD86, 2..
Kinematic viscosity at 2&-deg C, cST 6.51
Kinematic viscosity at 40 deg. C fc cSt 3'.74
Water content v vol JT 0~.08
Sediment, vo!2 0
Ash, wt % 0.001
Total acid number, mg KOH/g 0.55
Cetane number 41
Pour point, deg C -1
Cloud point, deg C too dark
Flash point, deg C 19
Carbon residue, wt 2 (whole sample) 0.12
Bromine number 19.18
Pentane insolubles, wt 2 0.10
Toluene insolubles, wt 2 0.01
Carbon, wt2 85.22
Hydrogen, wt % 12.56
Sulfur, wt 2 0.52
Nitrogen, wt 2 1.23
Oxygen, wt Z 0.71
Iron, ppm 16
FIA
Olefins, %
Saturates, %
Aromatics, %
NL>, not detected
EM-599-F
HIGH NITROGEN
HYDROCRACKER FEEfl
44.9
0.8022
73 (28)
154 (150)
216 (215)
266 (277)
329 (361)
378 (461)
2
3.46
2.32
0.04
0
>0.001
0
58
0
10
<0
0.03
0.18
0.01
0.01
85 .52
14.25
<0 .01
0.05
0.02
ND*
1.0
88.4
10.6
68
-------
TABLE 19. PROPERTIES OF DF-2 (EM-597-F) USED FOR
BASELINE TESTING
PHIIUPS/
fja{ Laboratory Test Report
^^^^^
PHILLIPS CHEMICAL COMPANY
A SUBSIDIARY Of PHILLIPS PETROLEUM COMPANY
BARTLESVILLE. OKLAHOMA 74OO4
Test
EM-597-F
Diesel D-2 DCF
Lot No. G-075
RAT* n* tuiMHUT 4-12-84
eurrouM o*o»* NO. 33044
iMv.aaiMH.ua. 00996S
EPA
Result! Specifications
Density, g/ml
API Gravity, 60 F
Sulfur, Wt%
Particulate Matter, mg/liter
Pour Point, F Q
Kinematic Viscosity, 40 C, OS
Flash Point, PM, F
Cloud Point, F
305<.24M 33-37
0.3S 0.2 - O.S
2.07
0
2.52 2.0 - 3.2
162 130 Min.
+12 "
Distillation, D-86, °F
IBP
5%
10
20
30
40
50
60
70
80
90
95
DP
EP
375 340 - 400
415
431 400 - 460
451
469
4S7
505 470 - 540
523
543
567
598 550 - 610
628
648
653 580 - 660
Composition, Vol% by FIA
Aromatics
Olefins
Paraffins S Naphthenes
Cetane Number
Elemental Analysis, wt, %
Carbon
Hydrogen
Nitrogen
Oxygen
C/H
32.10
1.33
66.57
46.2
86.12
12.92
0.08
0.06
6.66
27 Min.
42 - 50
FORMM26-N 1-61
69
-------
Relative to No. 2 diesel fuel, about 15 percent of the high nitrogen
hydrocracker feed had a boiling range below the IBP (34(MOO°F) typical of
most No. 2 diesel fuels. In addition, another 15 percent of this material had a
boiling range above the EP (580-660°F) associated with No. 2 diesel fuel. Being
hydrotreated, this material (EM-599-F) had about the same percentage of
carbon but a substantial increase in hydrogen content compared to the distillate
crude shale oil. The HNHF, EM-599-F, had a H/C mole ratio of 1.99. Based on
FIA analysis of EM-599-F, saturates accounted for 88.* percent, along with 10.6
percent aromatics, and 1 percent olefins. At this point in the refining process,
sulfur content of HNHF was essentially nil, and was recorded as less than 100
ppm.
In addition to the data given in Tables 18 and 19 for the two minimally-
processed fuels (EM-599-F and EM-600-F) and for the DF-2 (EM-597-F),
samples of these fuels were analyzed for boiling point distribution using both
ASTM D2887 and D86 procedures. Figure 2* shows the boiling point distribution
of all three fuels based on the ASTM D86 procedure. Figure 25 shows the
boiling point distribution of the two minimally-processed shale oils based on the
ASTM D2887 procedure. (DF-2 was not submitted for analysis by ASTM D2887).
The boiling points of various HC species are also indicated in Figure 25.
Generally, the ASTM D2887 procedure gives lower temperatures for the IBP to
about the 20 percent point than does the ASTM D86 procedure. In addition, the
ASTM D2887 procedure gives higher temperatures for the material found
beyond about the 90 percent point to the EP. Both procedures yield about the
same boiling point distribution in the range from 20 to 90 percent boiling point.
Boiling point distribution by both procedures indicated the presence of
some low boiling range components (below 350°F, which coincides with the
approximate IBP of DF-2 by D86) in both the Distillate crude shale oil (EM-600-
F) and High Nitrogen Hydrocracker Feed (EM-599-F). For EM-600-F, these low
boiling range components make up about 2-6 percent of the total, and for EM-
599-F they account for about 12-13 percent. The end point for DF-2 (EM-597-
F) by D86 was approximately 650°F. For EM-600-F about 7 percent (by D86)
and 13 percent (by D2887) had a boiling point temperature above 650°F. For
EM-599-F, however, about 15 percent (by D86) and 2* percent (by D2887) had a
boiling point temperature above 650°F. By D86, the end point for EM-600-F
was about 810°F with about 4 percent residue; and the end point of EM-599-was
about 705°F with about 2 percent residue. By D2887, end points (99 percent
boiling point) were about 840°F for EM-600-F and 810°F for EM-599-F.
In addition, area distributions of boiling point data obtained on the two
minimally-processed shale oils by ASTM D2887 are given in Figure 26 . The
horizontal positions of the peaks in this figure indicate the presence of various
HC species, determined by their occurrence at retention times coincident with
peaks noted for a standard containing HC species from C3 to C40, including
benzene. The vertical amplitudes of the peaks indicate the relative amounts of
material corresponding to the various retention times for that material.
Vertical scale labels "slice units" and "mV" are only for data storage and
manipulative purposes. Retention times for various molecules contained in the
standard are given in Table 20 along with their boiling point temperatures.
70
-------
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71
-------
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--•- r — ..... 500
4-H- •-•4-- J
. 4
4- ton
___,..,...„_,_.„___ . .__ •«n
-—- .
'
, i_
(
1
I
i j j
Fuel J-LJ-
EM-599-F, HNHF j- —
EM-600-F, Distillate r4~ '°°
-----
1 i B0
80 90 93 M 99
Figure 25. Boiling point distribution of minimally-processed
shale oils based on ASTM D2887
72
-------
ft K E fl
DISTRIBUTION
EM-6OO-F,
DISTILLATE
slice
units
r 24008
EM-599-F,
RET. TIME , MIN.
Figure 26. Area distribution of boiling point data (D2887) obtained on two
minimally-processed shale oils
-------
From the distillation chart (Figure 25) and the area distributions of boiling
point data (Figure 26), most of the two minimally-processed shale oils are made
up of molecules which have boiling points similar to that of straight chain
paraffins with carbon numbers ranging from 12 to 20. This coincides with 20 to
80 percent distilled. It would appear that the effect of hydrotreating the
Distillate crude shale oil (EM-600-F) was to shift it to lighter ends. From the
area distribution plots, EM-599-F (hydrotreated EM-600-F), an increase in peak
definition may be noted during the early retention times which coincides with
light ends. Also, peaks representing molecules with 12 to 20 carbon atoms
appear to be more defined. That is, HNHF (EM-599-F) appears to contain more
organized paraffinic type molecules than Distillate (EM-600-F), with generally
a slight shift to lighter boiling range material than noted for EM-600-F.
Samples of both EM-600-F and EM-599-F were submitted for
determination of sulfur and other elements (x-ray fluorescence) by EPA-RTP as
part of the in-house measurements program. Results from these analyses, along
with results for carbon, hydrogen, nitrogen, oxygen and sulfur (given earlier in
Table 18) are given in Table 21. Considering the metals, traces of aluminum
and arsenic were reduced. Some reduction of silicon also occurred with the
hydrotreating process.
TABLE 20. BOILING POINT RETENTION TIME AND TEMPERATURES OF
(C3-C40 + BENZENE) STANDARD
Retention Time Associated with C3-C4Q + Benzene Standard for P2887
Retention Time, min Carbon Number Boiling Pt. Temp., °F
0.4 3 -41
0.8 4 32
1.5 5 96
2.6 6 156
3.2 Benzene 176
3.9 7 208
5.2 8 259
6.4 9 303
7.5 10 345
8.5 11 385
9.5 12 421
11.2 14 489
12.0 15 520
12.8 16 548
13.4 17 576
14.1 18 601
15.3 20 651
17.5 24 736
19.4 28 808
21.0 32 871
22.4 36 925
23.7 40 972
74
-------
TABLE 21. SUMMARY OF ELEMENTAL ANALYSIS OF
MINIMALLY-PROCESSED SHALE OILS
Individual
Element
C, %
H, %
N, %
0, %
S, %
Al, ppm
As, ppm
Ba, ppm
Ca, ppm
Cl, ppm
Co, ppm
Cu, ppm
Cr, ppm
Fe, ppm
K, ppm
mg, ppm
Mn, ppm
Ni, ppm
P, ppm
Sb, ppm
Si, ppm
Sm, ppm
Ti, ppm
Zn, ppm
HNHF
EM-599-F
85.52
14.25
0.05
0.02
<0.0ld
b
b
b
9.2
b
b
5.2C
13C
78
1.5C
b
6.4C
5.1C
b
b
20^
b
b
b
Distillate
EM-600-F
85.22
12.56
1.23
0.71
0.52S
8.0C
b
9.9
6.7C
b
4.QC
lie
78
2.0
b
b
b
57
b
1.2C
b
Detection
Tolerance
0.10%
0.03%
a
a
0.04%
6 ppm
6 ppm
2 ppm
1 ppm
2 ppm
3 ppm
4 ppm
5 ppm
6 ppm
0.3 ppm
30 ppm
* ppm
3 ppm
2 ppm
2 ppm
10 ppm
3 ppm
0.6 ppm
4 ppm
Detection
Limit
a
a
a
0.0004%
0.0003%
3 ppm
6 ppm
2 ppm
0.5 ppm
2 ppm
4 ppm
4 ppm
4 ppm
4 ppm
0.8 ppm
20 ppm
3 ppm
3 ppm
5 ppm
2 ppm
12 ppm
3 ppm
0.6 ppm
4 ppm
Note: The following were below the detection limit given for each
Br 12 ppm, Cd 0.5 ppm, Hg 20 ppm, Na 800 ppm, Pb 23 ppm,
Se 7 ppm, Sr 16 ppm, V 3 ppm
aNo data
^Element below the detection limit
cElement detected, but was below the level of quantitation
(3 x detection limit)
^Sulfur was 48 ppm by x-ray analysis
eSulfur was 5300 ppm by x-ray analysis
75
-------
V. EMISSIONS RESULTS FROM OPERATION ON SELECTED CRUDE
SHALE OILS
This section gives emissions results obtained during the fuel screening and
testing portions of the program, along with test notes which describe fuel
temperature ranges used and steps taken to maintain suitable engine operation
during testing. Detailed analyses of exhaust emissions obtained over hot-start
transient testing on the baseline and shale oils are given, first for gaseous
emissions and then for particulate-related emissions.
A. General Test Notes
The diesel engine has been shown to be an exceptionally "fuel tolerant"
engine with respect to generating mechanical work (excluding durability). The
military has sponsored experiments in which crude petroleum oil was introduced
into diesel engines, to study the effects on engine performance and wear in the
event that crudes were used in an emergency situation*' 18»20,21) in addition,
the Department of Energy has sponsored work on the use of off-specification
fuels in emergency situations.^ U Converting crude shale oil to specification
grade finished products involves much additional cost oVer obtaining these
finished products from petroleum crude oils. Most published work with shale
oils has been concerned with introducing shale oil-derived finished diesel fuel,
jet fuel, or gasoline to essentially unmodified engines. Interest had also been
expressed, however, in the possibility of running a heavy-duty diesel engine on
crude shale oil or minimally-processed shale oil to investigate engine operation
and emissions. Approximately 110 gallons of each of six different crude shale
oils were received for use in this program. It was intended that at least three
of these "fuels," along with diesel fuel, would be used in the International
Harvester DT-466B heavy-duty diesel engine for the purpose of characterizing
the resulting exhaust emissions.
Based on reported diesel engine operation on crude petroleum oil, it was
uncertain whether or not the DT-466B would operate for more than a few
minutes on crude shale oil. If the "fuel" made it through the injection pump and
injectors, it was thought that the engine might seize due to the formation of
tar-like deposits in the combustion chamber and ring lands, breaking down the
lubrication between the rings and cylinder liners. Based on these potential
problems, a simple "fuel screening" was run on the engine to see if engine
operation was even possible on crude shale oil.
After establishing that the engine operated properly on DF-2 (EM-528-F)
using the normal fuel circuit described in Figure 4, preparations were made for
preliminary screening of crude shale oils. A fuel switching system was
incorporated to allow for engine start-up and shut-down on DF-2. Provisions
were made to measure the crude shale oil fuel flow. The engine fuel filters,
injection pump, and individual injector lines were wrapped with heater tapes
(364 watts each) for temperature control of the shale oil to the injectors (210-
320°F). A provision to purge shale oil from the injector spillage circuit was
also incorporated. Figure 27 shows the modified fuel circuit and Figure 28
shows the engine as configured for initial crude shale oil screening.
77
-------
RETURN
TRAM.
PUMP
...v .... t
r
FIL.
2
1 '
T,P
INJ. O
PUMP
A
Valve Identification
1 Bypass Adjust
2 Weigh Tank Fill
3 Select Weigh Tank or
Bulk Supply
4 Weigh Tank Out
5 Shale Oil
6 DF-2
7 Injector Spillage Purge
8 Spillage Return, DF-2
9 Spillage Return, Shale Oil
10 Spillage Return to Weigh Tank
Figure 27. Schematic of fuel circuit for preliminary fuel screening
78
-------
Figure 28. International Harvester DT-466B test engine modified
for preliminary crude shale oil screening
The engine was operated on DF-2 through both the DF-2 and shale oil
circuits in order to insure that proper operation was obtainable with either
circuit and to establish baseline operating parameters. On DF-2, normal fuel
temperatures were maintained during both 13-mode emissions testing and
steady-state smoke measurement over 7 modes. Thirteen-mode composite
gaseous emissions and modal smoke information from preliminary baseline
operation are given in Table 22, along with a 7-mode composite of gaseous
emissions based on individual 13-mode results. Gaseous emissions and engine
parameters are given on a modal basis in Tables A-l, A-2 and A-3 of Appendix
A. Gaseous emissions, smoke, and performance were satisfactory. Fuel
temperature to the injection pump ranged from 96 to 101°F, while the
temperature of the fuel approaching No. 1 injector ranged from 109 to 149°F.
The engine used in this program was supplied by EPA and had been used by
EPA-Ann Arbor to explore the application of methanol as an alternative fuel.
Following those experiments no apparent damage to the liners was noted on
methanol, so the liners were honed and the pistons and rings originally supplied
with engine were re-installed. The stock head was re-installed and new main
bearings were used. The fuel injection pump was rebuilt and calibrated and the
injectors were reconditioned as necessary.
Since only a brief break-in was performed prior to receiving the engine
for use in this program, an informal borescope inspection of the cylinder liners
was performed after preliminary operation on DF-2 for baseline purposes. All
liners were "good" except on cylinder No. k. Cylinder liner No. 4 had some bore
79
-------
TABLE 22. PRELIMINARY EMISSION TEST DATA FOR THE INTERNATIONAL
HARVESTER DT-466B ON DF-2 AND CRUDE SHALE OILS
Test Results by Fuel Used
Procedure
or Condition
13-Mode
Composite
7-Mode
Composite
1800 rpn, 2% load
1800 rpm, 50% load
1800 rpm, 100% load
Idle (700 rpm)
2600 rpm, 100% load
2600 rpm, 50% load
2600 -pm, 2% load
2600 rpm, 100% load
1800 rpm, 100% load
all
Measurement
HC, g/bhp-hr
CO, g/bhp-hr
NOX, g/bhp-hr
BSFC, lbm/bhp-hr
HC, g/bhp-hr
CO, g/bhp-hr
NOX, g/bhp-hr
BSFC, lbm/bhp-hr
smoke
smoke
smoke
smoke
smoke
smoke
smoke
opacity, %
opacity, %
opacity, %
opacity, %
opacity, %
opacity, %
opacity, %
power, hp
power, hp
pump fuel temp,°F
injector fuel
temp. °F
DF-2
EM-528-F
0.799
2.411
9.019
0.429
0.778
2.733
9.042
0.433
1.0
3.5
10.5
2.0
9.0
3.5
2.0
213
152
100110
Geokinetics
EM-586-F
—
—
—
0.944
4.102
8.227
0.428a
2.0
3.5
12.5
2.0
10.0
2.0
1.0
212
149
200+20
Superior
EM-584-F
—
__
—
1.541
5.478
7.649
0.451a
1.0
3.5
7.5
1.0
11.0
2.5
2.0
194
144
27°!?o°
149 Maxb
220110
300110
abased on DF-2 fuel measurements
bnot controlled
80
-------
polish (20%) on the thrust-side and some streaking (5%) on the anti-thrust side
after approximately 2 hours of baseline operation on DF-2. The results of this
initial borescope inspection are given in Table E-l of Appendix E. Injector
spray patterns and pressures were checked and found to be within
specifications.
In preparation for operating the engine on the "best" candidate shale oil, a
drum of filtered Geokinetics crude, EM-586-F, was heated to 150°F and
circulated through the bypass leg of the "modified fuel system." The engine
was brought to intermediate speed (1800 rpm) and 50 percent load (220 Ib-ft),
and stabilized on DF-2. Heating elements on the fuel filters, injection pump
and injector lines were energized in order to bring the temperature of the DF-2
to about 160°F at the injection pump and about 210°F at the injectors. Once
the engine's fuel system was up to temperature, the fuel system was switched
to Geokinetics crude shale oil. The engine was operated for about 10 minutes,
on shale oil supplied from the bulk drum. Then the fuel system was switched to
shale oil supplied from the open container used for determining fuel
consumption. The fuel pressure, measured after the secondary fuel filter,
began to fall off, and the engine died. The engine could not be restarted. Both
fuel filters were removed and found near empty. The fuel filters were filled
with DF-2 and the hand-pump was used to purge the fuel system of shale oil.
The fuel system was checked for leaks and none were found. The engine was
restarted on DF-2 and the fuel system brought up to temperatures required for
introduction of shale oil. Once again, after a short time on the Geokinetics
shale oil supplied from the fuel measurement circuit (open container) the engine
fuel pressure dropped off and the engine died. Following the same procedure as
before, the engine was restarted on DF-2 and the system purged of shale oil.
For use on Geokinetics shale oil, system plumbing was such that the fuel
was heated to about 200°F at the fuel filter assembly. The engine's fuel
transfer pump drew the fuel through the first filter, then pushed it through the
second filter and on to the injection pump. When the engine was operated on
shale oil supplied from the bulk drum, the bypass was set so that the shale oil
transfer pump would supply the engine fuel transfer pump with a positive 5 psig
fuel pressure. When the engine was switched to the fuel measurement circuit
on shale oil this supply pressure was not available and fuel pressure (measured
after the secondary filter) would drop and the engine would die. A problem
similar to vapor lock was suspected.
It was thought that this vapor lock problem on Geokinetics (EM-586-F)
was caused by low-boiling-point hydrocarbons. Boiling point distributions for all
six of the shale oils were given in Figure 19. Although EM-586-F has an initial
boiling point near 315°F, it is conceivable that with this fuel near 200°F and
under a vacuum (sufficient to draw it through the first filter), the actual initial
boiling point was reduced to around 200°F. This could cause vapors to form in
the first fuel filter and be pumped to the second fuel filter, causing the engine
to "run out of fuel" (liquid).
Fuel measurement was dropped in favor of pursuing 7-mode engine
operation for emissions, performance data, and smoke. The engine operated
well on EM-586-F as long as the engine fuel transfer pump supply was under
pressure ( 5 psig). After completing any operation on crude shale oil, the engine
81
-------
was brought to intermediate speed and 50 percent load, then switched to DF-2.
Once the fuel supply and spillage lines were essentially running straight DF-2,
the engine was stopped.
Surprisingly, the engine operated well on the Geokinetics crude shale oil
heated to 200°F at the pump and 220°F at the injectors. Seven-mode
composite gaseous emissions and steady-state smoke levels obtained on
Geokinetics (EM-586-F) are given in Table 22. Detailed modal emissions and
engine parameter data are given in Tables B-l and B-2 of Appendix B. On
Geokinetics, little difference in rated power was observed. No fuel flow
measurements were obtained on Geokinetics. Results from the subsequent
borescope inspection (Report No. 2, Table E-2 of Appendix E) indicated a
further deterioration of cylinder liner No. 4, along with slight deterioration of
cylinder liner No. 5 and No. 6 after about 2 hours of operation on Geokinetics.
All cylinder liners had a "dull copper-colored finish," which was likely due to a
thin coating of shale oil.
In preparation for running the "worst" candidate crude shale oil, filtered
Superior (EM-584-F), the engine's fuel system was modified again. This shale
material had to be heated to about 320°F to obtain a viscosity of 3 centistokes.
The engine's transfer pump was refitted to draw fuel from the supply (at 150°F)
then push the shale oil through a fuel-to-exhaust heat exchanger, through the
engine's two fuel filters, and on to the injection pump. It was anticipated that
this fuel system would be suitable to allow for fuel flow measurement without
creating problems with vapor lock.
The engine and fuel system (with new filters) were brought up to
temperature (fuel to pump, 240°F; fuel to injectors, 260°F), then switched to
the filtered Superior crude shale oil (bulk drum at 150°F). Fuel temperatures
increased to the desired levels (fuel to pump, 270°F; fuel to the injectors,
320°F), and the engine operated satisfactorily with about 10 psig pressure
supplied to the engine's fuel transfer pump. Efforts to obtain fuel flow
measurement were made, but due to problems in handling the fuel return
spillage from the injectors and injection pump at nearly 300°F, it was not
possible. The spillage returning to the open container used for fuel
measurement tended to foam and overflow. This foaming was attributed to the
0.5 percent water content of the Superior shale oil, flashing to steam.
Seven-mode composite gaseous emissions and smoke levels obtained on
the Superior crude shale oil (EM-584-F) are given in Table 22. Modal emissions
and engine parameters are given in Tables C-l and C-2 of Appendix C. The
maximum power dropped 9 percent, from 213 hp observed on DF-2 to 194 hp on
Superior. Idle speed was initially near 750 rpm, but after operation on shale oil
the idle speed was near 650 rpm. Results from borescope inspection (Report
No. 3, given as Table E-3) indicated further deterioration of cylinder liner No. k
and other liners after about 3 hours on the Superior shale oil. The liners had a
silver color, as noted after operation on DF-2 (Borescope Report No. 1), and the
deposits appeared to be less pronounced than noted after operation on
Geokinetics. Since deterioration of the engines' liners was noted prior to
operation on shale oil, it was difficult to attribute the increases in wear to the
use of the shale oils; and it was decided that the program should be continued
without servicing the engine at this point. It was felt that enough fuel handling
82
-------
and engine operation experience had been accumulated so that no more
preliminary work was necessary.
Examining the preliminary data presented in Table 22, 7-mode composite
HC and CO emissions increased when shale crudes were burned. HC emissions
increased by 21 percent with Geokinetics and nearly doubled with the Superior,
as compared to those obtained on DF-2. Emissions levels of CO increased 50
percent with Geokinetics and nearly doubled with Superior over the level
obtained on DF-2. NOX emissions decreased, even though both shale oils
contained some fuel-bound nitrogen. Relative to the levels of NOX obtained on
DF-2, NOX emissions decreased by 9 percent on Geokinetics and by 15 percent
on Superior. The Superior crude shale oil contained 1.59 percent nitrogen;
whereas the Geokinetics contained 1.12 percent nitrogen.
Changes in smoke levels measured for the 7 modes of steady-state
operation on shale oils were relatively minor. Smoke opacities for the
maximum torque and maximum power conditions increased slightly on
Geokinetics. On Superior, the smoke opacity was slightly lower at the
maximum torque condition, but higher at the maximum power condition. An
odor of raw shale oil was apparent in the vicinity of the exhaust plume.
After completing the preliminary screening on DF-2 (EM-528-F), the
"best," and the "worst" candidate shale oils, the engine was moved to the
transient-capable test facility, Cell 1. Figure 29 shows the engine, overall fuel
system, and overall exhaust system as set-up for transient operation. Figure 30
shows the left side of the engine with the various heated and insulated lines,
fuel filters, and injection pump as set-up for transient operation. The fuel
handling system, illustrated in Figure 31, was upgraded by incorporating a
regulated fuel supply pressure feed to the engine's transfer pump when drawing
from any fuel source. In addition to the fuel-to-exhaust heat exchanger, a fuel
spillage-to-cooling water heat exchanger was included to keep the return
spillage from exceeding 180°F. The engine was operated on DF-2 from all
sources of fuel supply to assure that there were no problems in the various fuel
circuits.
' %/•
The DT-466B test engine was mapped as prescribed by the transient test
procedure using DF-2. The results of the torque map are given in Table A-4 in
Appendix A. The resulting transient cycle command had a total transient cycle
work of 12.86 hp-hr, and was used for transient testing of both the baseline DF-
2 and the crude shale oils. Over the map, the maximum torque was 45* Ib-f t at
2100 rpm, and the maximum power was 206 hp at 2600 rpm. The idle speed was
650 rprn, down from the initial reading of near 750 rpm taken during set-up on
DF-2 for preliminary fuel screening.
Before transient testing for emissions characterization, the engine was
operated over the transient cycle on DF-2 to assure that the fuel handling
hardware was capable of supporting the engine through the transient cycle and
to make necessary adjustments to the dynamometer controls to meet the
prescribed statistical criteria for engine operation.
Since cold-start transient operation on the crude shale oils was
impractical, it was decided that emissions samples were to be obtained only for
83
-------
Figure 29. International Harvester DT-466B set-up for
transient testing on crude shale oils
Figure 30. Left side view of DT-466B with heated fuel
system for operation on crude shale oils
-------
WATER
I"-E- I
H.E.
Valve Identification
1. Shale Oil Supply 7.
2. DF-2 Supply 8.
3. Bulk Supply 9.
4. Weigh Tank Supply 10.
5. Pump Recirculation 11.
6. Weigh Tank Fill
Injector Spillage Purge
Spillage Return, Weigh Tank
Spillage Return, Bulk
Spillage Return, DF-2
Spillage Return, Shale Oil
Figure 31. Schematic of fuel system used during transient
emissions characterization of the DT-f66B on DF-2
and crude shale oils
85
-------
hot-start transient operation. In addition, it was not practical to hot-start the
engine on crude shale oil because of the potential problems of developing hot or
cold spots in the fuel system. For emissions characterization on DF-2, the
engine was brought up to temperature, allowed to idle for about 3 minutes, and
then started on the transient cycle. Sampling from the single-dilution CVS
commenced with the start of engine control by the transient cycle command.
The relatively large single dilution CVS is shown in Figure 32 along with sample
carts used to acquire samples for unregulated emissions. On DF-2 (EM-528-F),
emissions samples were taken over three consecutive cycles, run back-to-back
with no engine-off soak time between cycles. This procedure allowed sufficient
accumulation of particulates on various filter media to insure that enough
loading was obtained for characterization of the total particulate. Gaseous HC
emissions were monitored and integrated over the three runs of this transient
sequence. In addition, four sample bags (one for each segment) for other
gaseous emissions were taken over each of the three hot-start transient cycles.
Most samples taken for unregulated emissions on DF-2 were accumulated over
the three consecutive runs. Following the initial transient sequence (Test 1-
Run 1, Run 2, and Run 3), the exhaust was rerouted, sample media were
renewed, and a replicate transient sequence was performed (Test 1-Run 4, Run
5, and Run 6).
Figure 32. Single dilution CVS tunnel and control panel
Following the second transient sequence, a 13-mode FTP for regulated
gaseous emissions was performed. Fuel measurement on DF-2 was
accomplished using a Flo-tron. Smoke opacity was determined over the FTP for
smoke, and over 13 modes of steady-state operation on DF-2. A maximum
power of 198 hp with 82.8 Ib/hr of DF-2 was observed during the 13-mode test.
-------
After completing planned emissions characterization on DF-2, the engine's
injectors were pulled, and a borescope inspection was performed. Figure 33
shows the deposits on the tips of all six injectors from operation on DF-2.
These injectors had been cleaned prior to baseline transient testing. The wet
oily appearance was due to diesel fuel wetting the injectors during removal.
The borescope inspection (Report No. 4, Table E-4) indicated that cylinder liner
No. 4 was scuffed around 70 percent of the liner circumference, and that the
other cylinder liners showed signs of deterioration. It was thought at the time
that the liner scuffing might be contributing to the reduction in maximum
power, from 213 to 198 hp on DF-2; but a decrease in maximum power fuel flow
also occurred. This observation led to conjecture that the injection pump was
beginning to deteriorate.
•
»-
, . - • •
....
*""' • • ' '
Figure 33. Injector nozzle tips after operation
on DF-2 (EM-528-F)
Emphasis was placed on obtaining emissions samples from transient
operation on the Superior shale oil (EM-584-F), which was deemed "worst case"
crude shale oil. The engine and fuel system were brought up to near shale oil
operating temperatures while running intermediate speed and 50 percent load.
All operation was conducted with 10 psig fuel pressure to the engine's transfer
pump. The engine's fuel supply was switched over to the Superior shale oil, and
the fuel-to-exhaust heat exchanger adjusted to obtain 220°F at the injection
pump and 320°F at the injectors. The return spillage was cooled to near 180°F
by the spillage-to-cooling water heat exchanger. The engine was operated at
maximum power for about 5 minutes, then allowed to idle for about 3 minutes
prior to the start of the transient cycle test. After the 3 minute idle, the
87
-------
exhaust was diverted from the outside exhaust stack to the CVS, and sampling
under transient cycle control was begun.
Based on adjustments made to sample flow rates during an experimental
transient test, a single run for record was found sufficient to provide the
necessary samples for various particulate analyses. The raw exhaust was
diverted from the CVS to the outside exhaust stack when the transient cycle
(Test 2, Run 1) was completed. The engine was not shut off due to potential
problems of restart associated with the high pour point of the shale oil. All
sample media were renewed while the engine was operated on shale oil at
intermediate speed and 50 percent load. Following about 3 minutes of idle, the
exhaust was diverted to the CVS and sampling over the transient test cycle
(Test 2, Run 2) was repeated. The exhaust was diverted to the outside exhaust
stack upon completion of the transient test, and the engine was switched over
the DF-2 and shutdown.
On the next day, the engine was brought up to speed and temperature on
DF-2, and switched to the Superior shale oil for 13-mode emissions. Fuel
measurements were made using the weight balance method, and were
sufficiently accurate for processing 13-mode emissions data. A maximum
power of 187.1 hp with 77.k Ib/hr of the Superior shale oil was observed during
the 13-mode test. After completing planned smoke opacity measurements, the
engine was shut down on DF-2 and the injectors were pulled for a borescope
inspection. Figure 34 shows the nozzle tips of the six injectors.
Figure 34. Injector nozzle tips after operation on Superior
crude shale oil (EM-584-F)
88
-------
All injectors had a relatively large-deposit of hard, dry material and some
showed signs of having a tunnel-like passage formed around the nozzle holes. It
should be noted that these deposits were left after the engine was operated
briefly on DF-2 in order to purge the engine's fuel system. This system purge
generally took from 20 to 30 minutes of operation at intermediate speed and 50
percent load on DF-2. Approximately eight hours of engine operation had been
accumulated on the Superior crude shale oil. The borescope inspection (Report
No. 5, Table E-5) indicated a worsening of the engine's overall condition. The
liners generally had a dull appearance, and the tops of the pistons were dull
black with a note of varnish color. The metallic surface of the pistons were
still visible. The injectors were cleaned (externally) and reinstalled.
Having completed emissions testing of the "worst case" material, it was
considered reasonable to expect that transient testing on the "best" shale oil
material would be relatively straight forward. The fuel filters were replaced,
and the engine was started on DF-2, then switched to heated Geokinetics
following the procedure established on the previous shale oil runs. The engine
operated for about 15 to 20 minutes on the heated Geokinetics shale oil, then
fuel pressure began to fall off, and the engine died. The fuel circuit was
checked, and no problems could be found. Only a slight pressure could be
obtained by using the hand pump. It appeared that the fuel filters had plugged,
so both the primary and secondary filters were replaced. The engine was
restarted on DF-2, brought to temperature, and switched to the Geokinetics
shale oil. Once again, the fuel pressure began to drop off, but this time the
engine was switched back to DF-2. The fuel pressure stabilized on DF-2, so the
engine was purged of remaining shale oil and shutdown.
Both fuel filters were removed and cut open for examination, as shown in
Figure 35. The primary filter was dark but the fiber of the filter medium was
visible. On the secondary filter, the fiber filter media was completely covered
in black oily product. Evidently, some polymerization occurred during storage
of the filtered Geokinetics material. The entire drum of filtered Geokinetics
was filtered again, using the filtration system described earlier in Figure 16.
Figure 35. Primary filter (left) and secondary filter (right) after
fouling on filtered Geokinetics crude shale oil (EM-586-F).
-------
The engine was started on DF-2 and switched over to re-filtered
Geokinetics, and no further problems occurred. Two transient test runs (Test 3,
Run 1 and Test 3, Run 2) were made as with the Superior crude shale oil. A
borescope inspection was made after completing the 13-mode gaseous emissions
test and the smoke test. A maximum power of 196 hp with 85.7 Ib/hr of
Geokinetics was observed during the 13-mode test.
The borescope inspection revealed that not only was liner scuffing
continuing to worsen, but small holes or depressions were beginning to form on
the top of the piston crowns. The engine had accumulated about 12 hours of
operation since the last inspection. The deposits on the piston tops were black
to dry-gray in color, and the cylinder walls had a copper-colored finish (as noted
earlier after the preliminary fuel screening on Geokinetics). In addition, the
injectors had a very heavy build-up of deposits, such that tunnels had formed
around each of the nozzle spray holes. Figure 36 shows all six nozzle tips, while
Figure 37 shows a closeup of the formation representative of all the injectors.
The injectors were cleaned, and new fuel filters were installed.
586
Figure 36. Injection nozzle tips after operation on Geokinetics crude
shale oil (EM-596-F)
90
-------
Figure 37. Close-up of deposit formation on nozzle tip after operation
on Geokinetics crude shale oil (EM-586-F)
Another crude shale oil of interest was the Paraho DOE (EM-585-F). This
shale oil was considered as "next to the worst case" fuel. The engine and fuel
system was brought up to temperature on DF-2 and switched over to the heated
Paraho DOE. This shale oil was heated to about 240°F at the inlet to the
injection pump, and about 280°F at the injectors. No problems were
encountered during testing on the Paraho DOE, and two transient test runs
(Test ^-Run 1 and Test 4-Run 2) were completed on the first day of operation.
Thirteen-mode gaseous emissions and smoke testing were completed on the
second day of operation. A maximum power of 189.1 hp with 82.5 Ib/hr of
Paraho DOE was observed during the 13-mode test.
After about seven hours of engine operation on the Paraho DOE shale oil,
the borescope inspection (Report No. 7, Table E-7) indicated that liner scuffing
generally appeared to have stabilized, or at least further damage to the liners
was indistinguishable from earlier damage. The indentations at the tops of the
piston crowns had become more defined. Deposits on the tops of the pistons
appeared as "dark tan" and "sandy." In addition, all liners had a dull copper
color. Deposits on the injector tips are shown in Figure 38, and were similar to
those already noted with use of the Geokinetics shale oil. However, the tunnel
formation appeared to be even longer than noted before. The injectors were
cleaned and the fuel filters replaced. The engine was operated for one hour at
various speeds and loads on DF-2. The engine was removed from the test area.
The head was removed for inspection of the pistons, and the fuel injection pump
was sent out for examination.
91
-------
585
Figure 38. Injector nozzle tips after operation on Paraho DOE
crude shale oil (EM-585-F)
B. Gaseous Emissions
The term "gaseous emissions" usually refers to HC, CO, and NOX, which
are emissions regulated by EPA. This section presents the results of emissions
measurements which include not only these regulated gaseous emissions, but
also selected individual hydrocarbons, ammonia, cyanide, aldehydes, and
phenols. Odor intensity, which has been shown to correlate with the presence
of some of these gas phase emissions, is also presented.
1. HC, CO, and NOX
These regulated pollutants were measured over the 1979 13-mode
FTP as well as the 1984 Transient FTP. In 1984, the transient test procedure
was optional in lieu of the 13-mode test procedure. In 1985, the transient test
procedure becomes mandatory, and in 1986 the proposed transient test
procedure would include particulate measurement and regulation. For
perspective, some of the heavy-duty diesel standards for 1979 and beyond are
listed on the following page.
92
-------
Model Regulated Emissions, g/hp-hr
Year FTP HC CO NOV Particulate
1979 13-Mode 1.5 25. 10.0 None
13-Mode(opt.) — 25. 5.0 None
1984 13-modeb 0.5C 15.5<* 9.0 None
Transient13 1.3 15.5d 10.7 None
1985 Transient 1.3 15.5<* 10.7« None6
aFederal Smoke Regulations apply
^Manufacturer may certify by either procedure
cSubject to revision to 1.0 g/hp-hr
dco measurement requirements for heavy-duty diesels may be waived
after 1983
eEPA plans to propose revising the NOX standard and to issue a
particulate standard for a future model year
As described earlier, detailed emissions characterization was
performed after the initial fuel screening portion of the program was
completed. The International Harvester DT-466B test engine was operated over
the 1984 Transient test cycle (hot-start only). The results from the average of
replicate hot-start transient tests on DF-2 and on each of the three crude shale
oils is given in Table 23. Detailed results from individual runs are given in
TABLE 23. REGULATED EMISSIONS SUMMARY FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON DF-2 AND CRUDE SHALE OILS
Regulated Emissions, Cycle BSFCa>b Cycle Work
g/kW-hr (g/hp-hr) kg/kW-hr kW-hr
Test Fuel HC CO NOY Part. (Ib/hp-hr) (hp-hr)
DF-2C 1.27 3.12 11.05 0.95 0.271 9.35
EM-528-F (0.95) (2.33) (8.24) (0.71) (0.445) (12.54)
Superiord 2.15 6.66 10.82 3.11 0.282 9.30
EM-584-F (1.60) (4.97) (8.06) (2.32) (0.465) (12.47)
Geokineticsd 2.17 4.51 10.57 2.09 0.274 9.24
EM-586-F (1.62) (3.36) (7.88) (1.56) (0.450) (12.39)
ParahoDOEd 2.29 5.66 11.77 2.86 0.271 9.40
EM-585-F (1.71) (4.22) (8.78) (2.13) (0.446) (12.61)
abased on carbon balance
bfuel carbon fraction: EM-528-F, 0.869; EM-584-F, 0.841;
EM-586-F, 0.851; EM-585-F, 0.849
caverage based on 6 hot-start runs
^average based on 2 hot-start runs
93
-------
Appendices A, B, C, and D for testing on DF-2, Geokinetics, Superior, and
Paraho DOE, respectively. The baseline values, established on DF-2, represent
the average results of six individual hot-start transient tests. Results from
these individual runs are tabulated in Table A-7 and the corresponding computer
printouts from the individual runs are given in Tables A-8 through A-13 of
Appendix A. The emissions values from operation of the Superior crude oil
given (run after emissions testing on DF-2) are given in Table 23 and represent
the average value of the separate hot-start transient tests tabulated in Table
C-5. The individual computer printouts from these two tests are given in
Tables C-6 and C-7 of Appendix C. Similarly, the average emission levels
obtained over two hot-starts on Geokinetics, and on Paraho DOE are given in
Table 17. Detailed results from operation on Geokinetics are given in Tables B-
5, B-6, and B-7 of Appendix B. Detailed results from the two transient tests
run on Paraho DOE are given in Tables D-3, D-4, and D-5.
The hot-start transient gaseous emissions of HC, CO, and NOX from
operation on DF-2 were all below the 198^-1985 regulated emission levels.
Operation on the three crude shale oils caused hydrocarbons to increase by 68
to 80 percent. Emissions of CO increased by a factor of 1.8 and 2.1 on both the
Paraho DOE and the Superior. CO increased by M percent on the Geokinetics.
Emissions of NOX were relatively unchanged. On the Superior and Geokinetics,
levels of NOX emissions were slightly lower (2 and 4 percent, respectively). On
the Paraho DOE, the NOX increased slightly (6.5 percent). All three shale oils
contained "fuel bound" nitrogen, and were expected to show increases in NOX
emissions. The increased HC and CO emissions imply, however, that
combustion of the shale oils was not optimized with respect to changing the
timing to account for potential changes in ignition delay; and perhaps this lack
of optimization is part of the reason why higher levels of NOX emissions were
not noted on the crude shale oils.
Not much change in the BSFC was noted on any of the crude shale oils,
although the trend was toward higher BSFC. Total particulate, which will be
discussed in a later section, increased by a factor of 3.3 on the Superior, 3.0 on
the Paraho DOE, and 2.2 on the Geokinetics as compared to DF-2. Cycle work
over all hot-start transient testing was essentially the same on all fuels. No
problems were encountered in meeting the statistical criteria for transient
testing, even though the engine was not re-mapped on each fuel.
In addition to the 7-mode steady-state emission test work performed
during the fuel screening, a 13-mode FTP was also conducted on each fuel after
completing the transient testing. Results from the single 13-mode test on each
fuel are summarized in Table 24. Detailed results of each test are given in the
Appendices corresponding to each of the fuels. The 13-mode test results, along
with additional engine parameters, are given in Tables A-5 and A-6 for DF-2,
Tables B-3 and B-4 for Geokinetics, Tables C-3 and C-4 for Superior, and Tables
D-l and D-2 for the Paraho DOE.
94
-------
TABLE 24. GASEOUS EMISSIONS SUMMARY FROM 13-MODE OPERATION
OF THE IH DT-466B ON DF-2 AND CRUDE SHALE OILS
13-Mode
Test No.
01-01
02-01
03-01
04-01
Emissions,
HC
1.26
(0.94)
1.32
(0.98)
1.13
(0.84)
1.22
(0.91)
E/kW-hr,
CO
3.02
(2.25)
6.80
(5.07)
4.41
(3.29)
6.92
(4.41)
(g/hD-hr)
NOy
11.38
(8.49)
10.33
(7.70)
11.16
(8.32)
10.61
(7.91)
BSFC
kg/kW-hr
(lb/hp-hr)
0.27 la
(0.446)
0.274
(0.450)
0.282
(0.463)
0.277a
(0.456)
Test Fuel
DF-2a
EM-528-F
Superior*3
EM-584-F
Geokineticsb
EM-586-F
Paraho DOEa
EM-585-F
abased on measured fuel flow
Abased on fuel flow measurement from run on DF-2
Thirteen-mode composite emissions of HC obtained on the three
crude shale oils were about the same as obtained on DF-2. Generally,
increases in HC emissions during idle and light loads (2 percent loads) were off-
set by slight reductions during higher power operation. On Geokinetics, HC
from the 2 percent load and rated speed condition were lower than obtained on
DF-2. As observed from transient test results, 13-mode composite CO
emissions on Superior and Paraho DOE were similar and about 2.1 times those
obtained on DF-2. Most of the increase in CO was observed below the 75
percent load level, and was particularly noticeable during idle (idle CO
increased from 30 g/hr on DF-2 to about 220 g/hr on Superior and Paraho DOE).
On Geokinetics, the 46 percent increase in 13-mode composite CO was mostly
due to increases in CO emissions over the idle, 2 percent and 25 percent load
conditions. In addition, little change in the 13-mode composite NOX emission
level was noted on Geokinetics for which slight increases in some modes were
off-set by slight decreases in NOX emissions over other modes. Composite NOX
emission levels on the Superior and Paraho DOE were also lower than on the
DF-2, generally due to lower NOX emissions during the higher load conditions,
especially full load operation.
Over both the 13-mode and transient testing, BSFC tended to be
higher on all three shale oils compared to DF-2. It was surprising that the
BSFC only increased by an average of 3.8 percent over the steady-state
procedure and about 1.9 percent over the transient procedure on the shale oils,
considering that the engine was not optimized for their use. Recall that the
fuel consumption over the 13-mode FTP is based on measured fuel usage,
whereas BSFC over the transient FTP is based on carbon balance. Although the
heat of combustion for the three crude shale oils was not determined in this
95
-------
program, Reference 12 indicated that the gross heating value for crude shale
oils ranges from 18,330 to 18,680 BTU/lb. This is similar to or slightly below
the heating value of No. 2 diesel fuel.
2. Selected Individual Hydrocarbons
Some individual hydrocarbons (IHC) were determined from dilute
exhaust samples and processed by chromatographic techniques to separate
methane, ethylene, ethane, acetylene, propylene, propane, benzene and toluene.
High molecular weight hydrocarbons were not measured. In order to obtain
proportional samples over the transient cycle, dilute exhaust samples were
collected from the main tunnel of the CVS.
The averages of results obtained from replicate determinations of
selected individual hydrocarbons are given in Table 25. Detailed results from
separate analyses are given in Appendix Table A-14 for DF-2, Table B-8 for
Geokinetics, Table C-8 for Superior, and Table D-6 for Paraho DOE.
With the exception of methane emissions noted on DF-2,
repeatability of replicate tests was very good. From Table 25, neither propane
nor toluene was found over transient operation on any of the four fuels run in
the DT-466B. Small concentrations of benzene were noted during hot-start
transient operation on Superior and Paraho DOE crude shale oils. Ethylene was
the most prevalent hydrocarbon species for all the fuels tested, followed by
propylene, methane, acetylene, and ethane. Total IHC emission levels were
obtained by simply adding the emission levels of the individual species for a
given fuel. The largest total was obtained on Superior, followed by Paraho
DOE, then Geokinetics, and finally DF-2. Of the totals, ethylene and propylene
constituted about 57 and 24 percent on the average, respectively. Acetylene,
which has been linked to particulate growth rate by GM researchers/23; was
lowest for the DT-466B when on Geokinetics, slightly higher on DF-2, and
highest on Superior and Paraho DOE. Acetylene accounted for between 3 and 5
percent of the "total" individual hydrocarbons detected.
3. Aldehydes
Aldehydes were determined by the liquid chromatograph DNPH
procedure. Dilute samples were taken over hot-start transient operation. The
average of replicate determinations are given in Table 26. Detailed results
from analysis of the replicate samples are given in the Appendices, Table A-15
for DF-2, Table B-9 for Geokinetics, Table C-9 for Superior, and Table D-7 for
Paraho DOE. Fairly good repeatability was noted for all samples except for the
determination of formaldehyde while on Superior (Table C-9). The second run
on Superior yielded almost 3 times the level obtained for the first run. Of the
various species, formaldehyde was most prevalent; followed by acetaldehyde,
then acrolein, acetone, isobutyraldehyde and MEK as a group; followed by lesser
levels of the remaining aldehydes. The total aldehyde emission level of the DT-
466B, obtained by adding the emission levels of the various species, was lowest
on the DF-2, then followed by (in order of increasing emissions) Superior,
Geokinetics, and Paraho DOE. The total aldehydes from the three crude shale
oils were generally about 2 times the level obtained on DF-2.
96
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TABLE 25. SUMMARY OF INDIVIDUAL HYDROCARBONS FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON DF-2 AND CRUDE SHALE OILS
Individual Species mg/
of Hydrocarbon +^<-+
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Total
^Average of two «
290
830
6.3
60
0
370
0
0
1500
amr^loc
DF-2
EM-528-pa
m§/ mg/ mg/
l.vrr u • - *-*
kW-hr
31
88
0.67
6.4
0
40
0
0
170
Kg tuel
220
330
2.5
24
0
150
0
0
610
test
550
1700
85
120
0
610
160
0
3200
Superior
EM-584-pa
mg/ mg/
kW-hr
60
180
9.1
13
0
66
17
0
350
kg fuel
220
670
34
48
0
240
62
0
1300
me/
test
120
1200
12
49
0
510
0
0
1900
Geokinetics
EM-586-pa
5'
kW-hr
13
140
1.4
5.3
0
55
0
0
210
"'g/
kg fuel
46
490
4.9
19
0
200
0
0
760
mg/
test
240
1500
67
120
0
620
53
0
2600
Paraho DOE
EM-585-pa
mg/
kW-hr
25
160
7.2
12
0
66
5.7
0
280
mg/
kg fuel
93
600
26
46
0
240
21
0
1000
-------
TABLE 26. SUMMARY OF ALDEHYDES FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON DF-2 AND CRUDE SHALE OILS
00
Individual Species
of Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
Total
aAverage of analysis of two samples
bEach sample was obtained over 3 consecutive runs
cSample was obtained over 1 run
DF-2
Superior
EM-528-Fa,b
mg/
test
570
460
180
220
11
2.5
100
26
35
1600
mg/
kW-hr
61
49
19
23
1.2
0.26
11
2.8
3.8
170
mg/
kg fuel
220
180
70
87
4.3
0.96
40
10
14
630
mg/
test
910
720
250
510
72
75
270
66
85
2900
EM-584-Fa»c
mg/
kW-hr
98
77
27
54
7.8
8.1
30
7.1
9.1
320
mg/
kg fuel
350
280
96
200
28
29
110
26
33
1200
Geokinetics
EM-586-pa,c
mg/
test
1100
940
420
500
130
160
120
120
140
3600
mg/
kW-hr
120
100
46
54
14
18
13
13
15
390
mg/
kg fuel
440
370
170
200
50
65
48
47
54
1400
mg/
test
1300
950
430
230
180
170
240
150
190
3800
Paraho DOE
EM-585-pa,c
mg/
kW-hr
130
100
46
25
19
18
26
16
21
410
mg/
kR fuel
49C
37C
17C
91
71
67
94
59
76
1500
-------
TABLE 27. SUMMARY OF PHENOLS FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON DF-2 AND CRUDE SHALE OILS
VD
DF-2
EM-528-pa
Phenols
Phenol
Salicylaldehyde
M- & P-cresol
Fivec
TNPPHd
TR2356
T2356f
Total
mg/
test
0
0
0
19
0
0
0
19
mg/
kW-hr
0
0
0
2.0
0
0
0
2.0
mg/
kg fuel
0
0
0
7.4
0
0
0
7.4
mg/
test
0
0
0
0
0
20
0
20
Superior
EM-584-Fb
mg/
kW-hr
0
0
0
0
0
2.2
0
2.2
mg/
kg fuel
0
0
0
0
0
8.1
0
8.1
mg/
test
0
0
0
95
0
27
0
122
Geokinetics
EM-586-F&
mg/
kW-hr
0
0
0
10
0
2.9
0
13
mg/
kg fuel
0
0
0
37
0
11
0
48
mg/
test
0
49
0
24
0
0
0
73
Paraho DOE
EM-585-F
mg/
kW-hr
0
5.2
0
2.7
0
0
0
7.9
m/g
kg fuel
0
19
0
9.5
0
0
0
29
aValues based on analysis of single sample
^Average values from analysis of two samples
cp-ethylphenol, 2-isopropylphenol, 2,3-xylenol, 3,5-xylenol, 2,4,6-trimethylphenol
d2-n-propylphenol
e2,3,5-trimethylphenol
f2,3,5,6-tetramethylphenol
-------
4. Phenols
Phenols were determined from dilute exhaust samples taken over
transient operation. The averages of two separate determinations are given in
Table 21. The detection of individual phenols in dilute exhaust is quite variable.
Results from analysis of the separate samples are given in the Appendices,
Table A-16 for DF-2, Table B-10 for Geokinetics, Table C-10 for Superior, and
Table D-8 for Paraho DOE. Only one sample from operation on DF-2 was
suitable for analysis, and replicate samples taken during operation on
Geokinetics and Superior indicated no phenols above the level of background.
Hence, values in Table 27 for Geokinetics and Superior were averaged with
zero, reducing the level obtained from a single run by half. Similarly, on
Paraho DOE a phenol species noted over one run did not appear over the repeat
run, so values for Paraho DOE shown in Table 27, represent half the level
obtained for a single run. Overall, all the levels of phenols were very low and
near the level of minimum detection. "Total" phenol emission levels were
lowest on DF-2, followed by Superior, Paraho DOE and Geokinetics.
5. Cyanide
Total cyanide, including cyanide compounds (HCN) and cyanogen
(C2N2), was determined from dilute samples obtained over hot-start transient
operation. Table 28 summarizes the average of results obtained from replicate
sample analysis for total cyanide. Repeatability was quite good except for the
determination on Geokinetics. Total cyanide was hardly present on DF-2. The
exhaust emission levels obtained on Geokinetics, and more so on Superior and
Paraho DOE, could possibly cause problems in confined areas. A possible
mechanism leading to cyanide emission may be formation during the in-cylinder
combustion process due to fuel-bound nitrogen, or it may be due to the
"liberation" of cyanide occurring in the fuel in the form of substituted groups
(i.e., nitriles). Recall that the Superior and Paraho DOE contained 1.59 and
1.82 percent nitrogen, respectively, and that Geokinetics contained 1.12
percent nitrogen.
TABLE 28. SUMMARY OF CYANIDE EMISSIONS FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON DF-2 AND CRUDE SHALE OILS
Test Fuel Test No. Run No. mg/test mg/kW-hr nng/kg fuel
DF-2 1 1-3 9.4 1.0 3.8
EM-528-F 1 4-6 7.6 0.81 3.0
Average 8.5 0.91 3.4
Superior 2 1 220 23 87
EM-584-F 2 2 280 30 110
Average 250 27 98
Geokinetics 3 1 140 16 57
EM-586-F 3 2 J7 4.0 _15
Average 91 9.8 36
Paraho DOE 4 1 240 26 94
EM-585-F 4 2 260 28 100
Average 250 27 98
100
-------
6. Ammonia
Ammonia was determined from dilute exhaust samples taken over
the hot-start transient. A summary of the results is given in Table 29.
Repeatability from one run to the next was not as good as desired. Considering
the resulting averages, only operation on Geokinetics showed an increase in
ammonia emissions over DF-2.
TABLE 29. SUMMARY OF AMMONIA EMISSIONS FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
DF-2 AND CRUDE SHALE OILS
Test Fuel Test No. Run No. mg/test mg/kW-hr mg/kg fuel
DF-2 1 1-3 400 42 160
EM-528-F 1 4-6 960 100 380
Average 680 72 270
Superior 2 1 590 64 * 240
EM-584-F 2 2 ~a —« -—«
Average 590 64 240
Geokinetics 3 1 1100 120 440
EM-586-F 3 2 730 71 290
Average 930 100 370
ParahoDOE 4 1 420 44 160
EM-585-F 4 2 960 100 380
Average 690 74 270
Unrepresentative sample
7. Odor-TIA
Total intensity of aroma (TIA) was determined from DOAS analysis
of dilute exhaust samples taken over hot-start transient operation. The
averages of replicate determinations are given in Table 30. Results from
individual analyses are given in the Appendices, Table A-17 for DF-2, Table fi-
ll for Geokinetics, Table C-ll for Superior, and Table D-9 for Paraho DOE.
Repeatability from run to run was generally good. The TIA on the basis of
liquid column aromatics (LCA) was generally around 1.36 for the three crude
shale oils as compared to 1.00 for the DF-2. On the basis of liquid column
oxygenates (LCD), the TIA was about 2.38 for the three crude shale oils as
compared to 1.26 for the DF-2. A significant increase in the intensity of odor
over that obtained on DF-2 was indicated by either method when the crude
shale oil materials were used.
101
-------
TABLE 30. SUMMARY OF TIA BY DOAS* FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
DF-2 AND CRUDE SHALE OILS
LCA LCO
Test Fuel uR/t TIAb UR/l TIAf
DF-2
EM-528-F 7.11 1.00 1.98 1.26
Superior
EM-584-F 22.50 1.35 38.43 2.53
Geokinetics
EM-586-F 21.96 1.34 20.81 2.32
Paraho DOE
EM-585-F 25.64 1.39 19.65 2.28
aThese measurements were based on DOAS standard corresponding
for use of No. 2 diesel fuel. Samples were taken from exhaust
diluted approximately 12:1 for the overall transient cycle.
Values represent average results from two test samples.
''TIA based on liquid column aromatics (LCA) by:
TIA = 0.4 + 0.7 logio (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO), (TIA by LCO preferred)
In addition, the general odor noted around the area of the engine's
exhaust stack was similar to that in the area of shale oil handling. That is, the
odor of raw crude shale oil was also associated with the exhaust plume of the
engine.
C. Particulate Emissions
Although heavy-duty diesel particulate emissions are not currently
regulated (but will be in the future), they have been measured for some time
and have been recognized as a potential problem in the application of diesel
engines. Particulate emissions were studied in this program for purposes of
comparison. In order to determine particulate emission rates and to
characterize the total particulate, samples were collected on several filter
media for a variety of analyses which included total mass, elemental analysis,
and organic extractables. Particulate samples were always taken from the
dilute exhaust using a CVS.
1. Smoke
Smoke and particulate emissions are related, smoke level being a
measure of the visible portion of particulate matter. Changes in particulate
emissions may be indicated by corresponding changes in smoke opacity, if the
102
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levels are high enough. Black smoke is indicative of mostly carbonaceous types
of particulate material, whereas, white smoke indicates substantial quantities
of unburned fuel materials (and is usually associated with cold start up).
Smoke opacity was determined using an end-of-stack PHS
smokemeter on a ^ inch diameter exhaust stack. Table 31 summarizes the
smoke opacity data obtained over both steady-state modal operation and smoke
FTP operation. Detailed results from smoke FTP chart readings are given in
the Appendices, Table A-18 for DF-2, Table B-12 for Geokinetics, Table C-12
for Superior, and Table D-10 for Paraho DOE.
On DF-2, the FTP smoke opacities were well under the current
statutory limits. When the engine was operated on the Geokinetics crude,
maximum power and maximum torque steady-state smoke levels were
(surprisingly) near, or lower than those obtained on DF-2. Similarly, on Superior
and Paraho DOE crudes, not much difference in maximum torque smoke, and
only a relatively small change in maximum power smoke opacity were observed
as compared to results on DF-2. The greatest change in steady-state smoke
opacity was noted for the light loads and idle conditions, especially during
prolonged light load or idle conditions on Superior and Paraho DOE shale oil.
On these two shale oil crudes, prolonged light load operation caused the smoke
opacity to increase substantially with time, changing from a low level of black
smoke to dense white smoke.
Over the smoke FTP, which contains a five minute idle, the "peak"
smoke was primarily due to the puff of smoke occurring during the 1st
acceleration along with the early portion of the 2nd acceleration. The
"acceleration" smoke from this engine included the smoke from all three
accelerations and also included the initial peak just described. The "lug"
portion was determined after almost 50 seconds of maximum power operation,
as specified by the procedure. The smoke from the first and second
accelerations, while on the Superior and Paraho materials was mostly dense
white smoke. Hence, the "peak" smoke operation and the "acceleration" smoke
opacities were relatively high on both the Superior and Paraho shale oils. There
was not such a noticeable difference over the "lug" portion of the test, because
the engine was operated at maximum power for a time (50-60 seconds)
sufficient to exhaust the unburned fuel accumulated in the engine exhaust
system. Examining the results from operation on Geokinetics indicated the
same phenomena as described above, but to a lesser extent.
2. Total Particulate
Total particulate was determined over hot-start transient operation
of the DT-466B in replicate. Results from the individual tests are given in
Table 32 along with the average levels of total particulate. More details
associated with sample flows and filter efficiencies are given in the computer
printouts for the individual test results, presented in the Appendices
corresponding to the various fuels. On DF-2, total particulate emissions over
transient operation were 0.95 g/kW-hr, or 0.71 g/hp-hr. On all three crude
shale oils, the total particulate emission levels increased by about a factor of
2.8 (average). Since the transient cycle contains a substantial fraction of idle
operation interrupted by moderate load operation, it appears that the nearly
103
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TABLE 31. SUMMARY OF SMOKE OPACITY FROM THE IH DT-466B ON
DF-2 AND CRUDE SHALE OILS
Federal Transient Smoke Cycle Opacity, %
Test Fuel
DF-2
EM-52S-F
Superior
EM-584-F
Geokinetics
EM-586-F
Paraho DOE
EM-585-F
Accel. Lug Peak
11.5 8.7 14.9
34.5a 10.7 69.7
20.9b 6.3
7.8 69.3
Smoke Opacity, %, by Fuel
13-Mode
Mode RPM Power,
1
2
3
4
5
6
7
8
9
10
11
12
13
650
1800
1800
1800
1800
1800
650
2600
2600
2600
2600
2600
650
-
2
25
50
75
100
-
100
75
50
25
2
—
DF-2
EM-528-F
0.2
0.1
0.5
2.7
4.2
8.2
0.2
7.0
3.0
1.8
2.2
1.5
0.5
Superior
EM-584-F
1.0c»d
1.2
1.2
2.6
6.0
8.5
1.0
11.0
4.5
3.9
3.5
2.0
1.0*
Geokinetics
EM-586-F
0.5
1.0
1.1
2.0
3.0
6.5
0.8
7.1
2.0
1.0
1.2
0.8
0.5
Paraho DOE
EM-585-F
2.5
11. Oe
2.8
3.2
5.0
8.0
0.5
8.0
2.9
2.2
3.0
1.5
2.5
aWhite smoke, heavy white to brown-black puff during 2nd and 3rd
accelerations.
"Short puff of white smoke during accelerations
cWhite smoke
dPuffy-not stable
eFollowing almost 10 minutes of idle
*The longer idle is held, the higher white smoke intensity becomes; smoke
level reached 40% opacity after about 10 minutes
104
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threefold increase in total particulate emissions on the Superior and Paraho
DOE crude shale oils followed the trend noted for the smoke test. That is
substantial emission of unburned or partially burned fuel was emitted as white
smoke over the smoke FTP after periods of engine idle. On Geokinetics, the
total particulate emissions increased by a factor of 2.2, likely due also to
increased emissions of unburned or partially burned fuel during the light loads
of the transient cycle. These unburned fuel species in total particulate are
generally accounted for in the soluble organic fraction of the total particulate.
TABLE 32. TOTAL PARTICULATE AND SOLUBLE ORGANIC FRACTION FROM
HOT-START TRANSIENT OPERATION OF THE IH DT-M6B ON DF-2
AND CRUDE SHALE OILS
Test
Fuel
DF-2
EM-528-F
Superior
EM-584-F
Geokinetics
EM-586-F
Paraho DOE
EM-585-F
Test
No.
1
1
Avg
2
2
Avg
3
3
Avg
4
4
Avg
Run
No.
1-3
4-6
1
2
1
2
1
2
Total Particulate
g/kW-hr g/kg fuel
0.93
0.97
0.95
3.18
3.04
3.11
2.16
2.01
2.08
2.79
2.92
2.86
3.49
3.54
3.52
11.43
10.61
11.02
7.87
7.35
7.61
10.27
10.81
10.54
Percent
SOFt%
41.1
39.9
40.5
58.9
60.4
59.6
60.3
59.3
59.8
64.5
63.0
63.8
Soluble Organic Fraction
g/kW-hr g/kg fuel
0.38
0.39
0.38
1.87
1.84
1.85
1.30
1.19
1.25
1.80
1.84
1.82
1.43
1.41
1.43
6.73
6.41
6.57
4.75
4.36
4.55
6.62
6.81
6.72
3. Soluble Organics
The soluble organic fraction (SOF) of the total particulate was
determined by extraction of relatively large particulate samples. The results of
these analyses are also given in Table 32. As mentioned earlier, the SOF is
generally attributed to unburned or partially burned fuel, and lubricating oil.
On DF-2, the SOF accounted for 40 percent of the total particulate with
emissions of 0.38 g SOF/kW-hr. On the three crude shale oils, SOF accounted
for about 60 percent of the total particulate emissions with an average emission
of 1.6 gSOF/kW-hr.
On the Superior and Paraho DOE shale oils, SOF emissions averaged
1.8 g SOF/kW-hr, or 6.6 g SOF/kg fuel over the transient cycle, some 4.7 times
the level obtained on DF-2. On a fuel basis, this implies that 0.66 percent of
the fuel consumed by the engine was emitted as organics (aerosols and gases)
and collected on the filter media as part of the total particulate. On
Geokinetics, the level of SOF emissions was lower than for the other shale
crudes (about 1.25 g/kW-hr), but still 3.3 times that obtained on DF-2.
105
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it. Sulfate
Sulfate was determined from samples of total particulate collected
on 47 mm Fluoropore filter media during the transient testing, processed by the
BCA method. Results of sulfate analysis are summarized in Table 33. Since
the sulfate originates from the sulfur contained in the fuel, sulfate emissions
were computed in terms of mg/kg fuel and percent of fuel sulfur converted to
sulfate
TABLE 33. SULFATE EMISSION SUMMARY FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B
ON DF-2 AND CRUDE SHALE OILS
Test Run Sulfate Emissions % of Fuel
Test Fuel No. No. mg/test mg/kW-hf mg/kg fueT S in SOq=
DF-2 1 1-3 310 33.2 124 1.79
EM-52S-F 1 4-6 322 34.3 126 1.83
Average 316 33.8 125 1.81
Superior 2 1 2350 253 939
EM-584-F 2 2 1350 146 524
Average 1850 199 732
Geokinetics 3 1 1100 119 432
EM-586-F 3 2 1100 120 438
Average 1100 119 435 2.18
ParahoDOE 4 1 1210 128 472 2.22
EM-585-F 4 2 1320 140 519 2.44
Average 1260 134 496 2.33
On DF-2, containing 0.22 percent sulfur, sulfate emissions were 33.8
mg/kW-hr, representing about 1.8 percent conversion of fuel sulfur to sulfate.
On all three crude shale oils , sulfate emission levels were much higher. On
Geokinetics, containing 0.67 percent sulfur, sulfate emissions were 119 mg/kW-
hr, representing 2.2 percent fuel sulfur conversion to sulfate. Similarly, on
Superior and Paraho, which contained 0.84 and 0.71 percent sulfur, the sulfate
emissions increased over baseline to 199 and 134 mg/kW-hr, respectively. The
percent of fuel sulfur converted to sulfate was 2.93 percent for Superior and
2.33 percent for Paraho.
Although it is logical to expect that high sulfur content fuel would
produce greater sulfate emission levels, it was unexpected that the percent of
fuel sulfur converted to sulfate would also increase. The higher conversion
occurred even though emissions of HC, CO, NOX and SOF indicated that
combustion quality on shale oil was lower than on DF-2. Some of the increased
sulfate emissions may be due to a positive interference of unburned fuel on the
106
-------
determination of sulfate.(^) Other reasons may be that the shale oils might
contain metallic "salts," which could include oxides of sulfur. Also, the crude
shale oils likely contain various concentrations of organic sulfur compounds and
about 1 percent oxygen, which may combine more readily to form sulfur oxides.
5. Elemental Composition
Elemental analysis of the total particulate required two particulate
samples. The carbon, hydrogen, and nitrogen contents of the total particulate
were determined using oxidation techniques on particulate samples collected on
glass fiber filter media. Sulfur and metal content were determined from
particulate samples collected on Teflon membrane (Fluoropore) filter media
using x-ray fluorescence techniques. The carbon, hydrogen, and nitrogen were
determined by Galbraith Laboratories, and the sulfur and metals were
determined by EPA-RTP.
A summary of elemental analysis is given in Table 34. Average
carbon content was highest for the DF-2 at 87.2 percent. For the three crudes,
the average carbon content of the total particulate ranged from 79.3 to 83.5
percent. Average hydrogen content was lowest for the DF-2 at 7.8 percent, and
it ranged from 9.6 to 9.9 for the three crude shale oils. Computed H/C mole
ratios of the total particulate yielded 1.06 for the DF-2, 1.36 for Superior, and
1.48 for both the Geokinetics and Paraho. These values of H/C mole ratio of
the total particulate indicate that the particulate from the three crude shale
oils tended to be more oily (or contain more organics) than that from operation
on DF-2. This result supports the findings described for SOF emissions.
Average nitrogen content of the total particulate was relatively
high for the DF-2, and was even higher for the particulate samples from the
Geokinetics and Paraho DOE, which were just over 5 percent nitrogen. The
comparatively low nitrogen level of 2.05 percent obtained for the total
particulate from operation on Superior is puzzling, and could not be confirmed
by a replicate analysis.
Sulfur content of the particulate was lowest for DF-2 at 1.2 percent
whereas for the shale oils, the percent sulfur in the particulate ranged from 1.7
to 2.3 percent. Particulate from operation on DF-2 contained very little iron,
(0.08 percent). On Geokinetics, iron was 0.8 percent whereas on Paraho DOE
and Superior the iron was about 1 percent of the total particulate. Although
the crude shale oils contained small amounts of arsenic, no arsenic was noted in
the total particulate samples above the detection limit of 0.045 percent.
Elements of Ca, Zn, and P (totaling about 0.2 percent) were also noted for the
total particulate from each of the fuels and are likely due to the engine oil.
6. Boiling Point Distribution
A high-temperature GC-simulated boiling point distribution with
internal standard (C$-Cjj) was conducted on the SOF from the total particulate
collected over hot-start transient operation on DF-2 and the crude shale oils.
Chromatograms from analysis of replicate samples of SOF are given in Figure
39. The peak data from the internal standard, which has a retention time
between 10 and 15 minutes, was omitted for the sake of simplicity. The
107
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TABLE 34. SUMMARY OF ELEMENTAL ANALYSIS OF TOTAL PARTICULATE FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON DF-2 AND CRUDE SHALE OILS
Individual
Elements
% wt.
C
H
N
S
Al
As
Ba
Br
Ca
Cd
Cl
Co
Cu
Cr
Fe
Hg
K
Mg
Mn
Na
Ni
P
Pb
Pt
Sb
Se
Si
Sn
Sr
Ti
V
Zn
DF-2, EM-528-F
Runs 1-3
87.2
7.95
4.22
1.79
b
b
b
c
0.129
b
0.006
b
0.033
c
0.089
b
c
0.1*1
b
b
c
0.100
b
b
b
b
0.013
b
c
b
b
0.092
Runs 4-6
87.3
7.78
5.48
1.57
c
b
b
c
0.112
b
0.011
b
0.055
b
0.066
b
0.009
0.087
b
b
c
0.084
b
b
b
b
0.015
b
c
0.005
b
0.150
Avg.
87.2
7.78
4.85
1.19
c
b
b
c
0.12
b
0.01
b
0.04
c
0.08
b
c
0.11
b
b
c
0.09
b
b
b
b
0.01
b
c
c
b
0.12
Superior, EM-584-F
Run 1
82.5
8.98
2.05
1.29
b
b
b
c
0.107
b
c
b
c
c
0.930
b
0.014
0.045
b
b
c
0.035
b
b
b
b
c
b
c
b
b
c
Run 2
84.4
10.1
a
2.17
b
b
b
c
0.114
b
0.026
c
c
b
1.279
b
c
0.037
b
b
0.098
0.051
b
b
b
b
0.049
b
c
b
b
0.134
Avg.
83.5
9.6
2.05
1.73
b
b
b
c
0.11
b
0.01
c
c
c
1.11
b
0.07
0.04
b
b
0.05
0.04
b
b
b
b
0.02
b
c
b
b
0.07
Geokinetics, EM-586-F
Run 1
76.5
9.49
4.81
2.43
b
b
b
c
0.187
b
0.025
c
0.144
0.219
0.968
b
c
c
b
b
0.142
0.065
b
b
b
b
0.047
b
c
0.023
b
0.141
Run 2
83.6
10.4
6.50
1.72
b
b
b
c
0.101
b
c
c
0.119
c
0.645
b
b
c
b
b
0.142
0.038
b
b
b
b
c
b
c
c
b
0.121
Avg.
80.0
9.9
5.65
2.08
b
b
b
c
0.14
b
0.01
c
0.13
0.11
0.81
b
c
c
b
b
0.14
0.05
b
b
b
b
0.02
b
c
0.01
b
0.13
Paraho
Run 1
75.7
9.11
4.23
2.33
b
b
b
c
0.148
b
0.022
b
c
c
1.002
b
b
c
b
b
0.113
0.048
b
b
b
b
c
b
c
b
b
0.239
DOE, EM-585-F
Run 2
83.0
10.6
6.25
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
Avg.
79.3
9.8
5.24
2.33
b
b
b
c
0.15
b
0.01
b
b
c
1.00
b
b
c
b
b
0.11
0.05
b
b
b
b
c
b
c
b
b
0.24
Detection
Limit
a
0.009
0.002
0.045
0.013
0.093
0.003
0.009
0.006
0.028
0.031
0.058
0.030
0.145
0.003
0.012
0.038
0.092
0.027
0.009
0.259
0.115
0.009
0.055
0.012
0.022
0.015
0.004
0.020
0.032
aNo data
^Concentration below the detection limit
CElement was detected but was below the level of quantitation
^Detection limit is dependent on particulate loading, three values are based on a loading of
1 mg (which was the range of loading for samples submitted for x-ray)
-------
vertical scale units of "mV" and "slice units" are for data manipulation by
computer only, and can not be translated into meaningful units (Figure 39).
Results were also plotted on a distillation chart in Figure 40. Boiling point
temperatures of several HC's with various carbon numbers have been designated
by "NC-XX" on Figure 40 for comparative purposes.
From Figure 39, the SOF from operation on DF-2 was noticeably
different than that derived from operation on the three crude shale oils. It
should be noted that the chromatograms shown in Figure 39 represent varying
portions of the resulting SOF, that is, there was significant variation in the
amount of "residue" as shown in Figure 40. The residue contains relatively
large molecules of organic soluble substances which are not boiled off at the
simulated distillation temperature of 600°C (or 1110°F), such as asphaltenes
and tar-like residuals.
For SOF from operation on DF-2, the residue was 24 percent;
whereas on Geokinetics, it was 35 percent; on the Superior, it was 41 percent;
and on Paraho DOE, 46 percent. This order of increasing residue is in the same
rank order as that occurring for the fuels themselves in Figure 21. From
Figures 39 and 40, along with Table 16, SOF from operation on DF-2 and
Geokinetics had a 50 percent boiling point retention time of 26 minutes, similar
to a paraffinic hydrocarbon of approximately 32 to 36 carbon atoms. The 50
percent boiling point for the SOF from operation on Superior and Paraho DOE
had retention times of 28 and 29 minutes, respectively, similar to hydrocarbons
of approximately 40 to 44 carbon atoms.
7. Elemental Composition of SOF
The carbon, hydrogen, and nitrogen contents of the SOF from
transient operation on DF-2 and the three crude shale oils are given in Table 35.
The percent of carbon in the SOF was greatest from operation on DF-2 at 85
percent. Carbon content for both the Geokinetics- and Paraho DOE-derived
SOF were about the same, near 82 percent. SOF from operation on Superior
had the lowest carbon content with 80 percent. A similar order was noted for
the hydrogen content. The SOF derived from operation on DF-2 had the
greatest percent hydrogen content of about 12 percent, while the SOF from
operation on the three crude shale oils contained about 11 percent hydrogen.
The H/C mole ratios from these SOF carbon and hydrogen data are
as follows: SOF from DF-2, 1.73; SOF from Superior, 1.57; SOF from
Geokinetics, 1.65; and SOF from Paraho DOE, 1.62. The values correlate quite
well with the H/C mole ratios of the various fuels which were: DF-2, 1.78;
Superior, 1.58; Geokinetics, 1.68; and Paraho DOE, 1.59. It is not clear that the
correlation is due to a physical relationship, but it is interesting that the
correlation occurred at all.
109
-------
R R E fi
DISTRIBUTION
W N M N CM
RET. TIME.MIN.
Figure 39. Area distribution of boiling point data obtained from SOF over hot-start
transient operation of the IH DT-466B on DF-2 and crude shale oils
-------
DISTILLATION CHART
l200nT
MOO --
1000 k 1
800 --
£*
600 *-
500 --
U.'
IU
^ 300 -f"
oc
Q.
Z
I- ,_n
200 LU
98
^f'
Lr\~^''\
.•• ''.•»•'
95 90 80 70 60
•
J~- rf *
' - - .i1" ! *
*-£r*^ .'"
1 |__|_.._,,^^-^*--^-_.J
^^ * J * . • " < ^
^ ** "T* . * ' , * '
-L-* "* "" ^ * i*** ' "
^ "^ . * • • H
^X"^ "* . v-
. *v-^ |
" v'
-• A f
__L-L.-L.._ _ .= J|CHI--
1 ! 3
' '• • * j J
I ]
— • N(i| J j
i 1 i . .
1 1 — i— I >-4 -H- -r -| •
' :
i _L _L 1
2
III p|"
1 ' i • - 4 -
__| — . 4- -p---)-f — j-
!
i
l
_.j.u
1 !
, . I
5 10 20 30 40
PER CENT
50 40 30 20 K> £
"IIJ-HHIJflHJ/l lllllllllllfill'iJ>j 1
%'-?---? g * srIJSX~
' * ' • • • • ffl B f ( C
r ' * IE 2 •
li
. . . Ln, IL ,. ,.
JBE U. .
1 1 1 if
1 1 1 1 1
•" H C 2 1 f
-p [JS5
JI
INE SOF FROM PART.
EM— 584— F, Super io:
EM-585-F, Paraho
I ' 1
C
tics
DOE
2
--
L -
50 60 70 80 90 93 98
DISTILLED
9
1200
1100
1000
900
800
700
600
MO
300
480
400
sso
300
280
IU
oc
Q.
3
IU
H
Figure 40. Boiling point distribution of SOF from hot-start transient
operation of IH DT-466B on DF-2 and crude shale oils
111
-------
TABLE 35. SUMMARY OF ELEMENTAL ANALYSIS OF SOF FROM
HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON DF-2 AND CRUDE SHALE OILS
Test Fuel
DF-2
EM-528-F
Superior
EM-58M7
Geokinetics
EM-586-F
Paraho DOE
EM-585-F
Test No. Run No.
Individual Elements, % by wt.
C H N
1
1
Average
2
2
Average
3
3
Average
Average
1-3
4-6
1
2
1
2
1
2
83.63
76.11
79.9
79.39
8».ll
81.8
77.55
85.67
81.6
0.15
0.13
0.15
0.76
0.74
0.75
0.95
0.98
0.96
1.02
0.95
0.99
Nitrogen content of the SOF derived from operation on DF-2, at
0.15 percent, was substantially higher tharrthe level noted in the fuel at 0.01
percent. For the SOF derived from Superior, the nitrogen content was 0.75;
whereas, for the fuel it was 1.59 percent. SOF derived from operation on
Geokinetics had a nitrogen content of 0.96, whereas for the fuel it was 1.12.
Nitrogen content of the SOF derived from operation on Paraho DOE was 0.99
percent; whereas, for the fuel, is was 1.82 percent. As a group, SOF samples
from operation on crude shale oils contained much more nitrogen than the
sample of SOF from operation on DF-2. Scatter was present in the observed
relationship between SOF nitrogen and fuel nitrogen; so the mechanism
generating the SOF nitrogen is not yet well understood. Examination of
samples from different operating conditions on the same "fuel," known to
produce different amounts of raw or partially-burned fuel in the exhaust, might
shed some additional light on this matter.
8. Selected PAH Content of SOF
Replicate samples of SOF, derived from repeat hot-start transient
testing on DF-2 and three crude shale oils were analyzed for various
polynuclear aromatic hydrocarbons (PAH). Results of these individual analyses
are given in Table 36 along with the average concentration and computed brake
and fuel specific emission levels. On DF-2, the brake specific emission of 1-
nitropyrene was quite low at 0.96 Mg/kW-hr. Brake specific emissions of 1-
nitropyrene were slightly greater on Geokinetics and Paraho DOE with the
greatest emission level being noted on Superior, which had a brake specific
emission of 10
112
-------
TABLE 36. SUMMARY OF 1-NITROPYRENE AND PAH OF SOF FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON DF-2 AND CRUDE SHALE OILS
PAH
1-Nitropyrene
Pyrene
Chrysene
Benz(a)anthracene
Benzo(e)pyrene
Benzo(a)pyrene
Total of
Measured PAH
Run
1
2
Avg
Avg
Avg
1
2
Avg
Avg
Avg
1
2
Avg
Avg
Avg
1
2
Avg
Avg
Avg
1
2
Avg
Avg
Avg
1
2
Avg
Avg
Avg
Units
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
/Kg/kg fuel
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
/ng/kg fuel
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
/xg/kg fuel
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
Hg/kg fuel
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
Mg/kg fuel
Mg/g SOF
Mg/g SOF
Mg/g SOF
Mg/kW-hr
Mg/kg fuel
Mg/g SOF
Mg/kW-hr
Mg/kg fuel
DF-2 Superior
EM-528-F EM-584-F
Geokinetics Paraho DOE
EM-586-F
2.3
2.Z
2.5
0.96
3.6
48
101
75
28
110
26
59
42
16
61
11
5.0
8.0
3.0
11
11
9.3
10
3.9
15
7.8
8.0
7.9
3.0
11
150
55
210
6.8
4.5
2.6
10
37
244
330
610
2200
97
M
66
120
430
80
28
54
100
350
30
li
22
41
140
41
24
32
60
210
510
940
3300
3.0
3.7
13
311
252
280
350
1300
129
117
120
150
560
76
70
73
91
330
59
34
46
58
210
27
li
24
30
110
550
680
2500
3.6
M
3.5
6.3
23
250
392
320
580
2200
77
66
72
130
480
47
44
46
83
306
47
22
34
63
230
32
23
28
50
180
500
920
3400
113
-------
Of the various PAHs identified, pyrene was predominant followed by
chrysene, benz(a)anthracene, then benzo(e)pyrene, and benzo(a)pyrene. On a
brake specific basis, SOF from operation on Superior generally contained the
highest levels of PAHs, followed by SOF from operation on Paraho DOE, then
Geokinetics. Emissions of all PAHs from operation on the three crude shale oils
were substantially greater than when DF-2 was used.
9. Bioassay of SOF
Samples of SOF obtained from hot-start transient operation on DF-2
and the three crude shale oils were submitted for bioassay using the Ames test
procedure. These samples were tested over five strains: TA97A, TA98, TA100,
TA102, and TA98NR, with and without metabolic activation. Tester strain
TA98NR (nitroductase deficient) is insensitive to the mutagenic activity
associated with 1-nitropyrene. A summary of the linear portion of the dose
response curve are given in Table 37 and are termed "specific activity" with
units ofirevertants per plate per microgram of SOF dosage. Table 37 also gives
the "brake specific response," which was obtained by multiplying the specific
activity by the SOF brake specific emission rate. The units for the brake
specific response are then
millions revertants/plate
kW-hr.
Detailed results from the analysis of these SOF samples are given in the report
from Southwest Foundation for Biomedical Research and is given as Appendix J.
Specific activity of SOF from operation on DF-2 was lowest on all
five tester strains with metabolic activation. Although the levels of specific
activity were greater for SOF from operation on DF-2 on all five tester strains
without metabolic activation, the specific activities noted for DF-2 were
generally lower than for the SOF from operation on the shale oil crudes. SOF
from operation on DF-2 had the lowest total of measured PAH (Table 36).
Generally, specific activities were lowest on tester strain TA98NR, followed by
TA102, TA98, TA97A, and highest on TA100. The highest average of specific
activities with and without metabolic activation occurred with SOF from
operation on Geokinetics which also had the highest total of measured PAH
(Table 36). On tester strain TA98NR, the specific activities for all SOF from
the three crude shale oils were above the levels obtained for SOF from
operation on DF-2. Combining the specific activities with SOF brake specific
emissions yielded the brake specific response. The highest average of brake
specific response was obtained for the Superior crude, then Paraho DOE,
Geokinetics, and finally DF-2. Without metabolic activation, SOF from use of
all three crudes resulted in a five-fold increase in the average brake specific
response over that obtained from use of DF-2. With metabolic activation,
approximately a ten-fold increase was noted for Geokinetics and an eighteen-
fold increase for Paraho DOE and Superior.
114
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TABLE 37. SUMMARY OF AMES RESPONSE TO TRANSIENT* SOF FROM THE IH DT-466B
ON DF-2 AND CRUDE SHALE OILS
Fuel
Fuel Code
Total Particulate Rate, g/kW-hr
Soluble Organic Fract., g/kW-hr
Metabolic Activ. Status
Strain TA97A, Test 1
Specific Test 2
Activity'3 Avg.
Avg. Brake Specific
Response on TA97AC
Strain TA98, Test 1
Specific Test 2
Activity13 Avg.
Avg. Brake Specific
Response on TA98C
Strain TA100, Test 1
Specific Test 2
Activity13 Avg.
Avg. Brake Specific
Response on TA100C
Strain TA102, Test 1
Specific Test 2
Activity*5 Avg.
Avg. Brake Specific
Response on TA102C
Strain TA98NR, Test 1
Specific Test 2
Activity'3 Avg.
Avg. Brake Specific
Response on TA98NRC
Average of all 5 Strains,
Brake Specific Response0
Diesela
EM-528-F
0.95
0.38
No
1.263
0.971
1.117
0.42
0.298
0.355
0.327
0.12
1.508
1.611
1.560
0.59
0.413
0.688
0.551
0.21
0.278
0.267
0.273
0.10
0.29
Yes
0.349
0.483
0.416
0.16
0.292
0.260
0.276
0.11
0.665
0.566
0.616
0.23
0.260
0.388
0.324
0.12
0.161
0.142
0.152
0.06
0.14
Superior3
EM-584-F
3.11
1.85
No
0.962
1.299
1.131
2.09
0.339
0.630
0.485
0.90
1.750
1.523
1.637
3.03
0.799
0.554
0.677
1.25
0.364
0.344
0.354
0.66
1.59
Yes
1.675
1.813
1.744
3.23
1.205
1.510
1.358
2.51
2.032
2.375
2.204
4.08
0.990
0.720
0.855
1.58
1.077
0.851
0.964
1.78
2.64
Geokinetics3
EM-586-F
2.08
1.25
No
1J75
1.675
1.625
2.03
0.628
0.528
0.578
0.72
1.788
2.963
2.376
2.97
0.611
0.655
0.633
0.79
0.508
0.588
0.548
0.69
1.44
Yes
1.385
1.147
1.266
1.58
0.893
1.054
0.974
1.22
2.097
1.162
1.630
2.04
0.438
0.527
0.483
0.60
0.646
0.566
0.606
0.76
1.31
Paraho DOE3
EM-585-F
2.86
1.82
No
1.625
1.313
1.469
2.67
0.576
0.519
0.548
1.00
1.575
1.678
1.627
2.96
0.374
0.458
0.416
0.76
0.358
0.377
0.368
0.67
1.61
Yes
2.175
2.063
2.119
3.86
1.322
1.293
1.308
2.38
1.282
1.425
1.354
2.46
0.781
0.733
0.757
1.38
0.907
1.080
0.994
1.81
2.38
aSOF from hot-start transient operation only.
bSpecific Activity results from statistical analysis-given as "linear slope" revertants/plate per microgram
of SOF dose. Each sample was tested in replicate.
cBrake Specific Response has units of: millions of revertants/plate per kilowatt hour.
115
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VI. EVALUATION OF ENGINE WEAR AFTER OPERATING ON CRUDE
SHALE OIL
This section summarizes the results of various inspections conducted on
the engine after testing with crude shale oil.
A. Engine Teardown and Inspection
Several borescope inspections of the engine's cylinder liners and piston
tops were conducted during the course of both preliminary test work and
emissions test work. Overall, about 40 hours of operation were accumulated on
the engine from the "as received" condition. Of this 40 hours, approximately 32
hours were accumulated with crude shale oils. From the initial borescope
inspection, conducted after preliminary test work on DF-2, deterioration of the
cylinder liners (especially liner No. 4) was apparent and continued to worsen
with further engine operation on the various fuels. Since liner scuffing started
with operation on DF-2, it is impossible to attribute the further deterioration of
the cylinder liners to operation on the heated crude shale oils. In addition, it is
impossible to estimate what portion of the deterioration was due to operating
the engine on heated ( 200°F to 250°F) diesel fuel while preparing to switch to
operation on heated shale oil.
Recall that after operating the engine on Geokinetics shale oil for
emissions test purposes, borescope inspection revealed the formation of slight
depressions at the apex of the piston crowns of all six cylinders. This condition
appeared to have worsened after operation on the Paraho DOE shale oil.
Although liner scuffing and piston damage were apparent, loss of maximum
power in conjunction with lower maximum fuel flow indicated that perhaps the
fuel injection pump had deteriorated by operation on the crude shale oils. To
investigate the deterioration noted, the engine's head was removed for
inspection of the valves, liners and pistons. The injection pump and injectors
were removed and sent to a local commercial fuel injection service facility for
examination and comparison with specified operating parameters.
An overall view of the head is shown in Figure 41, and a close-up of the
combustion chambers of cylinders 5 and 6 given in Figure 42. Deposits were
relatively light. Recall that the engine was operated on DF-2 for about 1 hour
prior to subsequent removal of the head. Liner scuffing was quite apparent.
Figure 43 shows liner scuffing on cylinder No. 4. The arrow indicates an
apparent ring-to-liner weld or corrosion. A similar mark was noted on cylinder
liner No. 2, indicated by the longer arrow in Figure 44. The shorter arrows in
Figure 44 point to two areas where other liner damage was apparent. From the
positions of these marks, found to some degree on each cylinder liner, relative
to that of the crankshaft, it would appear that the damage occurred during
storage of the engine or after shut-down for some extended period of time.
From these observations, we attribute the development of liner scuffing to the
interruption of cylinder liner-ring lubrication at these concentric liner
disruptions, and not to the use of crude shale oil alone.
117
-------
Figure 41. Overview of head from DT-466B after operation on DF-2
and three crude shale oils
Figure 42. Close-up of head side of Cylinders No. 5 and 6
118
-------
Figure 43. Cylinder liner No.
Figure 44. Cylinder liner No. 2
119
-------
With the head removed, the tops of the pistons were exposed for
examination. As mentioned earlier, depressions were formed in the tops of the
piston crowns. The depressions were apparent on all six pistons, and are shown
in Figures 45 through 48. In addition, Figures 45, 47, and 48 show another point
of erosion (designated by the arrow) which occurred on all six pistons in the
same relative position. This position is also in approximate alignment with one
of the nozzle holes in the injector. On piston No. 6, shown in Figure 48, this
erosion appeared to be stair-stepped in shape. From a telephone conversation
with Mr. Bernie Sipes of International Harvester on May 25, 1984, depressions
in the top center of the piston have occurred with use of very low-cetane fuels
or when oil control by the top ring has deteriorated. The erosion noted on the
perimeter of the piston crown has also occurred with low-cetane fuels and is
thought to be a result of a distortion of the swirl pattern, which in turn, distorts
the flame front from its intended positioning. In addition, the tunnel-shaped
deposits which formed around the nozzle holes of the injector, shown in Figure
37, may have also contributed to deterioration of the piston tops.
Although cetane numbers of the crude shale oils were not determined in
this program, it was expected that the cetane number might be similar to that
of diesel fuel since the shale oil materials contained a wide range of higher
boiling point materials. It is conjecture that the low boiling point materials
present in the crude shale oils contributed to depressing the cetane number,
causing problems with deterioration and subsequent piston crown damage. We
and EPA would welcome any comments from those who have experienced this
type of piston deterioration.
Based on the intended use of this engine, to conduct follow-on testing
with minimally-processed shale oil fuels, it was decided to rebuild the engine
with new International Harvester liners, pistons and rings. In addition, rod end
bearings showed signs of normal wear, and were replaced during the rebuild.
The head and valves were inspected and serviced by a local machine shop as
necessary.
B. Fuel Injection Pump and Injector Teardown and Inspection
Upon receiving the engine for use in this program, the fuel injection pump
was sent out for calibration. When refitted to the engine, the maximum power
was in the range of 210 to 213 hp with about 87 Ib/hr of DF-2. By the end of
the program, the maximum power had dropped to about 187 hp with about 82
Ib/hr of DF-2. In addition, the idle speed had dropped from the initial 750 rpm
to near 630 rpm by the end of the program. The injection pump and injectors
were removed and sent to a local fuel injection repair facility (M&D
Distributors, San Antonio, Texas) for inspection and service.
Results of initial and final injection pump calibration checks, given in
Table 38, indicated that injection pump performance had deteriorated. The
injection pump was dismantled and an inspection for worn parts found that the
primary cause for loss of maximum power fuel flow and the reduction of low
idle speed was the deterioration of the friction clutch drive of the governor.
This drive mechanism consists of two disc springs (one behind the other, with
spacer in between) driving the spider assembly (governor weights, pins, and
bushings) through the resulting contact area.
120
-------
Figure 45. Top of Piston No. 1
Figure 46. Close-up of No. 1 piston crown, center
121
-------
Figure 47. Top of Piston No. 4
Figure 48. Top of Piston No. 6
122
-------
TABLE 38. RESULTS OF DT-466B FUEL INJECTION PUMP INSPECTIONS
Injection Pump and Governor Test
Test Condition Test Point Readings
Speed, Boost,
No. rpm psi Specified Initial Final Test Simulation
1 2600 15 47.5 cc 47.5 45.5 full load
2 2600 0 37-41 cc 39.0 37.5 full load
3 2100 15 48.0 cc 48.0 44.0 peak torque
4 2675 15 C.D., rpm 2680 2710 cam nose departure
5 3150 15 2 cc, max. 2.0 3.0 break in
6 1600 15 45.5 cc 45.5 39.5 droop speed
7 625 0 9.5 cc 12.0 5.5 low idle
8 150 0 10 cc, min. 15.0 10.5 cranking (200 strokes)
This oil-lubricated friction drive should transmit between 34 and 44 in Ib
torque, but when checked, torque transmission was limited to 10 in Ib. This low
torque transfer caused improper governor operation which in turn caused
improper fuel flow during engine operation. Test points 4, 5, and 7 of Table 38
are affected most strongly by the friction drive. Figure 49 shows the two disc
springs along with the spider to which the governor weights are attached. The
arrows in Figure 49 indicate the friction drive surfaces. Wear of these surfaces
are no greater than normal, but the spring rates of the two disc springs were
below specifications. This type of damage is normally the result of very high
engine oil temperatures. The temperature of the engine oil during testing did
not exceed that of normal operation, but is is probable that the auxiliary
heating of the injection pump in conjunction with the heated crude shale oil
caused the deterioration in the spring rate of the friction clutch drive.
Results of test point 8 of the pump and governor test, Table 38, indicated
some deterioration in the hydraulic head assembly. The fuel flow decreased
from 15 to 10.5 cc with 200 strokes at 150 rpm cranking. The low limit at this
flow check condition was 10 cc. Figure 50 shows the parts associated with the
hydraulic head of the injection pump. No damage to the delivery valve
assembly was noted (shown as item 1 in Figure 51). Figure 51 shows the plunger
assembly along with the mating sleeve, item 2. These two parts mate with a
minimal clearance sufficient for a sliding fit, and are not tolerant of any debris
in the fuel. All fuel introduced to the engine is delivered through this fuel
metering plunger and sleeve. On the plunger, the distributor slot is identified
as 3, the fill port by 4, and the spill port by 5. Wear marks were noted next to
both the fill port and spill port. The wear between these portions of the plunger
and the sleeve are indeterminable, but the result of overall wear was indicated
by the reduced cranking flow noted for test point 8 of Table 38. Due to
undocumented use of this pump prior to its use in this program, it is impossible
to determine what portions of these wear marks were due to operation on the
crude shale oil. The plunger sleeve along with the other parts of the hydraulic
head assembly, were replaced with new parts in preparation for operation on
minimally-processed shale oils.
123
-------
Figure 49. Friction drive ol governor spider assembly
Figure 50. Hydraulic head of injection pump of DT-466B
124
-------
Figure 51. Close-up of fuel metering parts from the hydraulic
head of the injection pump
Figure 52. Fuel transfer pump of the fuel injection pump
125
-------
All DF-2 and crude shale oils were pumped through the fuel transfer pump
of the injection pump. Figure 52 shows the dismantled transfer pump. No
unusual wear was noted from operation on the crude shale oils.
As mentioned earlier, the injectors were also inspected after completion
of the crude shale oil program. Table 39 gives information as to the condition
of all six injectors. New injectors should have a cracking pressure of between
3600 and 3750 psi, with a service limit of 2900 psi before replacement.
TABLE 39. RESULTS OF INJECTOR INSPECTION
Opening
Press.,
Injector No. psi Atomization Comments
1 3000 Poor no chatter, dribble
2 3000 Poor no chatter, dribble
3 3200 OK one hole plugged
4 3200 OK best
5 3300 OK best
6 3250 OK one hole partially plugged
Although all injector opening pressures were above the service limit, injectors 1
and 2 had the lowest opening pressure and poor atomization. Ironically, injector
No. 4, which was suspected to have poor atomization (thus causing liner
scuffing of No. 4 cylinder), was rated as one having the best atomization of the
remaining injectors. All six injectors were reworked for replacement in the
engine.
126
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VII. EMISSION RESULTS FROM OPERATION IN MINIMALLY-PROCESSED
SHALE OILS
This section gives emissions results obtained over both transient and
steady-state testing of the International Harvester DT-466B heavy-duty diesel
engine, operated on two minimally-processed shale oils. The section is divided
into three parts. General test notes are given in the first part to describe
engine operating characteristics and observations. Detailed analyses of exhaust
emissions obtained over cold- and hot-start transient testing on the baseline and
two minimally-processed shale oils are given in the second part for gaseous
emissions, and then in the third part for particulate-related emissions.
A. General Test Notes
A few specification fuels have been refined from crude shale oils in the
past, at considerable cost relative to refining conventional petroleum crude oil.
Since the diesel engine is exceptionally "fuel tolerant," is was expected that
minimally-processed shale oils might be suitable for direct introduction as fuel
in heavy-duty diesel engine operation. The ability to consume minimally-
processed shale oils would be expected to substantially reduce the cost of
utilizing shale oil. Two 55-gallon drum quantities of each of two candidate
minimally-processed shale oils were obtained from the DOE Synthetic Fuels
Center for use in this program. The two materials were derived from crude
shale oil holdings of Geokinetics, Inc., and were processed through their Caribou
refinery. One was labeled as "Distillate Shale Crude," and was coded as EM-
600-F. The other was labeled "High Nitrogen Hydrocracker Feed," and was
coded EM-599-F. Both materials had good cetane numbers, and other
properties which appeared to pose little problem with introducing them to the
engine.
Since these two "fuels" were not expected to damage the engine beyond
that which had occurred during operation on the crude shale oils, the engine was
rebuilt. Rebuild of the International Harvester DT-466B included installation of
new pistons, rings and liners. New rod end bearings were installed. The head
was reconditioned with new valve guides, valves and springs as needed. In
addition, the head was checked for cracks, and none were found. The fuel
injection pump and all six injectors were reconditioned. A complete set of new
injector lines was installed, and the fuel handling system was returned to the
stock configuration. Fuel injection was timed to 16.5°BTDC (which was the
timing of engine "as-received").
The rebuilt engine was installed in transient test-capable Cell 1, and was
operated over the manufacturers prescribed break-in procedure. In addition, 20
hours of maximum power operation were conducted to stabilize engine
performance and emissions on DF-2 baseline fuel (EM-597-F). A new baseline
was to be established on DF-2 since the engine was rebuilt. The rebuilt test
engine was mapped as prescribed by the transient test procedure using DF-2.
Over the map, the maximum torque was 477 ft-lb at 1900 rpm, and the
maximum power was 208 hp at 2600 rpm. Idle speed was 692 rpm. The results
of the torque map are given in Table F-l, Appendix F. The resulting transient
cycle command had a total transient cycle work of 13.45 hp-hr (4.6 percent
greater than obtained for the previous baseline on DF-2).
127
-------
This transient cycle command was used for testing on baseline DF-2 and
on both minimally-processed shale oils. The engine was operated over a
practice transient test in order to make the necessary dynamometer control
adjustments to meet statistical criteria for transient engine operation. Sample
flow rates for several particulate and gaseous sample systems were established.
Once again, the relatively large CVS (shown in Figure 32) was used for single
dilution of the engine's exhaust.
Two complete transient test sequences (each consisting of a cold- and
hot-start transient test) were performed on baseline DF-2 (Test 5, Run 1 and
Run 2). Following completion of transient test work, a single 13-mode test
(Test No. 5) was conducted. During that 13-mode test, a maximum power of
209.4 hp was observed at 2600 rpm with 84.5 Ib/hr of DF-2. Smoke opacity was
determined over 13 modes of steady-state operation and over the FTP for
smoke. After completing the planned emissions characterization on DF-2 (EM-
597-F), the engine's injectors were removed, and a borescope inspection was
performed. Figure 53 shows the deposits on the tips of all six injectors from
operation on DF-2, and they appeared to be normal. The borescope inspection
(Report No. 8 Table 1-1) indicated that cylinder liner wear was good ("clear"),
with only a slight presence of bore polish on cylinder liners No. 5 and 6.
Figure 53. Injector Nozzle tips after operation
DF-2 (EM-597-F)
on
Of the two minimally-processed shale oils on hand, EM-599-F, or the High
Nitrogen Hydrocracker Feed (HNHF) appeared to be most like diesel fuel in
regard to physical properties. This hydrotreated shale oil material had a very
high cetane number (58), had a H/C mole ratio of 1.99, and contained about 88
128
-------
percent saturates (by FIA). Based on these properties, the fuel system was
switched over without modification from DF-2 (EM-597-F) to the HNHF (EM-
599-F). The engine was operated at maximum power on this fuel for about 30
minutes in order to purge the fuel system. The engine performed well on this
fuel, but some reduction in full power was observed, which corresponded to a
reduction in fuel mass flow. The percent change (-5.5 percent) agreed well with
the lower density of EM-599-F, at 0.8022 grams/ml, versus the density of the
baseline DF-2, EM-597-F, at 0.8488 grams/ml. A practice transient cycle was
performed using the same transient cycle command developed from operation
on DF-2, No problems with meeting the statistical criteria were noted.
As on the baseline fuel, two complete transient test sequences were
performed on the HNHF (Test No. 6 Run 1 and Run 2). No problems were
encountered during cold-start-up for transient testing. A single 13-mode test
was conducted on HNHF and the maximum power during that run was 198.0 hp
(-5.4 percent from baseline) at 2600 rpm with 79.3 Ib/hr of fuel. After
completing measurements of steady-state and FTP smoke opacities, the
injectors were removed for borescope inspection of the cylinder liners. Figure
54 shows the deposits on the injectors after 5 hours of operation on EM-599-F.
Figure 54. Injector Nozzle tips after operation on
HNHF (EM-599-F)
The deposits were not noticeably different from those noted on DF-2.
Similarly, borescope inspection of the cylinder liners (Report No. 9) showed no
noticeable difference from operation on DF-2 other than that the tops of the
pistons had a reddish tint, along with some gray-colored deposits.
129
-------
The fuel was changed to EM-600-F, shale oil Distillate, and the engine
operated at maximum power for approximately 20 minutes to insure that the
fuel system was purged of the previous fuel tested. Observed power was similar
to that obtained on DF-2 (EM-597-F). The Distillate shale oil fuel had a very
strong odor, and was black in color, similar to that of the crude shale oil run in
the previous project phase. The viscosity of this material was low enough so
that no preheating was needed. The fuel temperature measured at the inlet to
the injection pump was maintained near 100° ±10°F. Following 20 minutes of
purge operation, the engine was operated over a transient test cycle, and no
problems with engine performance or meeting the statistical criteria of the
transient test were noted. Engine start-up for the cold-start transient test
went well, and no problems with engine operation or fueling were encountered.
We were concerned that this material (EM-600-F) might cause some problems
with vapor lock in the fuel filter since it contained some light ends.
Two transient test sequences (Test No. 7, Run 1 and Run 2) were
completed on Distillate. During the 13-mode test (Test No. 7), the engine
developed a maximum power of 205.4 hp at 2600 rpm with 85.2 Ib/hr of shale oil
Distillate. No problems were encountered over 13-mode steady-state or FTP
operation for smoke opacity measurements. After about 6 hours of operation
on EM-600-F, a borescope inspection (Report No. 10) was conducted, and it
showed no noticeable deterioration. The tops of the pistons had a gray tint with
no carbon build-up. Deposits on the injector tips are shown in Figure 55, and
were heavier than obtained on DF-2 or HNHF, but not nearly as heavy as noted
on the crude shale oils. It is possible that greater deposits would have
accumulated with extended operation on Distillate.
lv::.'
Figure 55. Injector nozzle tips after operation on
Distillate (EM-600-F)
130
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After completing the test work, the engine's fuel system was purged with
DF-2. Following about one hour of maximum power operation on DF-2, the fuel
filters of both the engine and Flo-tron were changed, and the engine was
operated for another 2 hours at rated power conditions. Since there was no
change in performance following operation on the two minimally-processed
shale oils, and because no damage was noted during the borescope inspections,
no teardown or further inspection of the engine was carried out.
B. Gaseous Emissions
The term "gaseous emissions," as used in this section, refers not only to
HC, CO, and NOX emissions, but also includes emissions of selected Individual
hydrocarbons, ammonia, cyanide, aldehydes, and phenols. Results of these
analyses, along with results of odor intensity measurements, are given in this
section.
1. HC, CO, and NOX
These regulated pollutants were measured over the 1979 13-mode
FTP as well as the 1984 Transient FTP. Detailed emissions characterization
was conducted on the International Harvester DT-466B heavy-duty diesel engine
over the 1984 Transient FTP, whereas only HC, CO, and NOX emissions were
determined over the 1979 13-mode FTP. Results from transient testing of the
DT-466B on the baseline DF-2 and two minimally-processed shale oil fuels are
given in Table 40. Detailed results from individual cold-start and-hot-start runs
are given in Appendices F, G, and H for testing on DF-2, (EM-597-F) HNHF
(EM-599-F), and Distillate (EM-600-F), respectively. Results from the
individual runs are tabulated in Table 40 along with their averages for cold- and
hot-start operation. Average transient composite results, given in Table 40,
were computed by weighting the average cold- and hot-start values per the
1984 Transient Procedure.
Transient composite emissions of HC, CO, and NOX from operation
on DF-2 and the two minimally-processed shale oil fuels were all below the
1984-1985 regulated emission levels. On DF-2, emission levels were somewhat
greater over the cold-start transient than over the hot-start transient. This
trend was also noted on both minimally-processed shale oils. On the HNHF
(EM-599-F), all regulated emissions were lower than with the baseline DF-2.
Average composite HC emissions on HNHF were 22 percent lower than obtained
on DF-2 (EM-597-F). Average composite CO emissions were also somewhat
lower (15 percent) on HNHF (EM-599-F). Average composite NOX emissions
were approximately 16 percent lower when tested on this shale oil material
(containing rather low nitrogen, despite the implication of the name). Although
fuel-bound nitrogen does affect the NOX emissions to some degree, the
apparent reduction in NOX emissions may be the result of the relatively high
cetane number providing a smoother pressure rise with lower peak
temperature.'^)
131
-------
TABLE 40. REGULATED EMISSIONS SUMMARY FROM TRANSIENT FTP OPERATION OF THE
IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
u>
K)
Test Fuel
DF-2
EM-597-F
Test Run Cycle
No. No. Type
5 1 Cold
5 2 Cold
Average Cold
5 1 Hot
5 2 Hot
Average Hot
Average Transient
Composite
Transient Emissions, R/kW-hr(s/hp-hr)
HC
1.29
(0.96)
1.35
(1.01)
1.32
(0.98)
1.13
(0.8*)
1.14
(0.85)
1.13
(0.84)
1.16
(0.86)
CO
3.38
(2.52)
3.51
(2.62)
3.45
(2.57)
2.70
(2.01)
2.68
(2.00)
2.69
(2.00)
2.80
(2.08)
NOy
12.16
(9.07)
11.65
(8.69)
11.91
(8.88)
11.55
(8.61)
11.24
(8.50)
11.39
(8.50)
11.46
(8.55)
Part.
0.86
(0.64)
0.91
(0.68)
0.88
(0.66)
0.83
(0.62)
0.75
(0.59)
0.79
(0.59)
0.80
(0.60)
Cycle BSFC^b
kg/kW-hr
(Ib/hp-hr)
0.275
(0.452)
0.270
(0.444)
0.272
(0.448)
0.255
(0.420)
0.254
(0.417)
0.254
(0.418)
0.257
(0.422)
Cycle Work
kW-hr
(hp-hr)
9.66
(12.96)
9.71
(13.02)
9.69
(12.99)
9.69
(12.99)
9.75
(13.07)
9.72
(13.03)
9.72
(13.02)
-------
TABLE 40 (CONT'D). REGULATED EMISSIONS SUMMARY FROM TRANSIENT FTP OPERATION OF THE
IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Cycle BSFCa»b Cycle Work
Test Fuel
HNHF
EM-599-F
Test
No.
6
6
6
6
Run Cycle
No. Type
1 Cold
2 Cold
Average Cold
1 Hot
2 Hot
Average Hot
Average Transient
Composite
Transient Emissions, K/kW-hr(g/hp-hr)
HC
0.98
(0.73)
0.89
(0.66)
0.93
(0.70)
0.91
(0.68)
0.89
(0.66)
0.90
(0.67)
0.90
(0.67)
CO
2.83
(2.11)
2.86
(2.13)
2.84
(2.12)
2.19
(1.63)
2.40
(1.79)
2.29
(1.71)
2.37
(1.77)
NOV
10.46
(7.80)
10.47
(7.81)
10.47
(7.80)
9.51
(7.09)
9.49
(7.08)
9.50
(7.08)
9.64
(7.18)
Part.
0.64
(0.48)
0.63
(0.47)
0.64
(0.48)
0.55
(0.41)
0.58
(0.43)
0.56
(0.42)
0.57
(0.43)
kg/kW-hr
(Ib/hp-hr)
0.267
(0.439)
0.265
(0.436)
0.266
(0.438)
0.246
(0.405)
0.246
(0.404)
0.246
(0.404)
0.249
(0.409)
kW-hr
(hp-hr)
9.63
(12.92)
9.64
(12.93)
9.64
(12.92)
9.66
(12.95)
9.65
(12.94)
9.65
(12.94)
9.65
(12.94)
-------
TABLE 40 (CONT'D). REGULATED EMISSIONS SUMMARY FROM TRANSIENT FTP OPERATION OF THE
IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Test Run Cycle
Test Fuel No. No. Type
Distillate 7 1 Cold
EM-600-F
7 1 Cold
Average Cold
7 1 Hot
7 2 Hot
Average Hot
Average Transient
Composite
Transient Emissions, R/kW-hr(g/hi>-hr)
HC
1.54
(1.15)
1.42
(1.06)
1.48
(1.10)
1.19
(0.89)
1.49
(1.11)
1.34
(1.00)
1.36
(1.01)
CO
4.55
(3.39)
4.25
(3.17)
4.40
(3.28)
3.10
(2.31)
2.99
(2.23)
3.04
(2.27)
3.23
(2.41)
NOV
12.23
(.912)
11.84
(8.83)
12.04
(8.98)
12.07
(9.00)
11.45
(.854)
11.76
(8.77)
11.80
(8.80)
Part.
1.17
(0.87)
1.33
(0.99)
1.25
(0.93)
0.91
(0.68)
0.85
(0.63)
0.88
(0.66)
0.93
(0.70)
Cycle BSFCa»b
kg/kW-hr
(Ib/hp-hr)
0.274
(0.451)
0.263
(0.433)
0.269
(0.442)
0.261
(0.429)
0.249
(0.409)
0.255
(0.418)
0.257
(0.421)
Cycle Work
kW-hr
(hp-hr)
9.66
(12.96)
9.72
(13.03)
9.69
(13.00)
9.67
(12.97)
9.75
(13.08)
9.71
(13.02)
9.71
(13.02)
abased on carbon balance
bfuel carbon fraction: EM-597-F, 0.861; EM-599-F, 0.855; EM-600-F, 0.852
-------
Operation of the DT-466B on Distillate (EM-600-F) caused all the
regulated emissions to increase from the levels obtained on baseline (DF-2).
The average transient composite level of HC emissions increased by 17 percent,
and the average transient composite CO level increased by 16 percent. A slight
increase (3 percent) in the average transient composite level of NOX emissions
was also noted on Distillate shale oil (EM-600-F). The cetane number of this
material was 41, only slightly lower than the cetane number of the DF-2 at 46.
There was no change in BSFC over transient FTP testing with DF-2
and Distillate. However, on HNHF (with cetane number of 58), BSFC was 3
percent below the level obtained on DF-2 (EM-597-F). There was little change
in cycle work over all the transient test work with these fuels; and no problems
were encountered in meeting the statistical criteria for transient testing, even
though the engine was not remapped on each fuel. Transient composite total
particulate, which will be discussed in a later section, decreased by 28 percent
on the HNHF, but increased by 17 percent on the distillate as compared to DF-
2.
A 13-mode test was conducted on each fuel after completing the
transient testing on that fuel. Results from the single 13-mode test on each
fuel are summarized in Table 41. Detailed results of each test are given in the
Appendices along with additional engine parameters, in Tables F-l and F-2 for
DF-2, Tables G-l and G-2 for HNHF, and Tables H-l and H-2 for Distillate.
TABLE 41. GASEOUS EMISSIONS SUMMARY FROM 13-MODE OPERATION OF
THE IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
13-Mode
Emissions,
Test Fuel
Test No.
05-01
06-01
07-01
Emissions,
HC
0.94
(0.70)
0.83
(0.62)
0.94
(0.70)
K/kW-hr, (g/hp-hr)
CO NOV
2.24 11.63
(1.67) (8.67)
1.82 10.04
(1.36) (7.48)
2.43 12.23
(1.81) (9.12)
BSFC
kg/kW-hr
(Ib/hp-hr)
0.249
(0.410)
0.248
(0.407)
0.262
(0.430)
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
As with previous testing on crude shale oils, the 13-mode FTP
results from operation on the baseline DF-2 fuel and the two minimally-
processed shale oils were about the same as those obtained over transient
testing. On DF-2, the 13-mode HC and CO emissions levels were about 19
percent below those obtained for the transient FTP. The 13-mode composite
NOX emission level was 1.4 percent above that obtained on the transient FTP on
DF-2. The BSFC over the 13-mode test was about 2 percent lower than that
obtained during transient testing.
135
-------
On HNHF (EM-599-F), emission trends noted over transient
operation were also noted for 13-mode operation, namely that HC, CO, and
NOX were lower along with a slight improvement in BSFC. Comparing 13-mode
composite results on HNHF to those obtained on DF-2, HC emissions were down
by 11 percent, CO emissions were down by almost 19 percent, and NOX
emissions were 8 percent lower. No improvement in BSFC was noted over the
13-mode test with the HNHF as a fuel.
Over the 13-mode test on Distillate (EM-600-F), no change in HC
emissions was noted from the level obtained on DF-2, even though an increase
had been noted over transient FTP testing with this fuel. In addition, an 8
percent increase in composite CO emissions over 13-mode operation on DF-2
was noted when Distillate was used. This change in CO emissions was greater
over the transient FTP on this fuel. Although little change in transient FTP
NOX emissions was noted with Distillate shale oil (EM-600-F), NOX emissions on
the 13-mode FTP increased by about 5 percent over the level obtained with DF-
2. No change in BSFC was noted during transient FTP testing with Distillate,
but 13-mode BSFC increased by about 5 percent over that obtained on DF-2.
2. Selected Individual Hydrocarbons
Certain individual hydrocarbons (IHC) were determined by
processing CVS-diluted exhaust samples using chromatographic techniques to
separate methane, ethylene, ethane, acetylene, propylene, propane, benzene,
and toluene. These determinations were conducted for each of the replicate
transient tests conducted with each of the three test fuels. Results from the
individual transient tests are given in Appendix Tables F-6 and F-7 for DF-2,
Tables G-5 and G-6 for HNHF, and Tables H-5 and H-6 for Distillate. Average
results for both cold- and hot-start transient tests given in these Appendix
Tables have been carried forward and are summarized in Table 42.
Aside from methane, which appeared to be more variable in its
concentration, repeatability of replicate tests were good. As with the crude
shale oil test work, no propane or toluene were found over transient operation
on either of the two minimally-processed fuels or on the baseline DF-2.
Ethylene was the most prevalent hydrocarbon species for all the fuels tested,
followed by propylene, methane, and acetylene. Small concentrations of
benzene and ethane were also noted.
The IHC total emission levels were obtained by simply adding the
emission levels of the individual species for a given fuel. IHC total emissions
were always greater for the cold-start than over the hot-start transient test.
The total IHC level was somewhat lower on both minimally-processed shale oils
than on baseline DF-2. This might be expected for the HNHF, since total HC's
by HFID (given in Table 40) were somewhat lower; but it was not expected for
the Distillate, which indicated greater total HC emissions by HFID. Ethylene
accounted for about 53 to 70 percent of the IHC total for the three fuels, and
propylene accounted for about 11 to 30 percent. Acetylene (hot-start), which
accounted for about 2 to 5 percent of the total IHC, was lowest for operation
on the HNHF, higher on DF-2, and highest on Distillate.
136
-------
TABLE «. INDIVIDUAL HYDROCARBONS FROM TRANSIENT OPERATION OF THE IH DT-466B ENGINE ON
DF-2 AND MINIMALLY-PROCESSED SHALE OILS
u>
Test Fuel
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
Transient
Cycle
Cold
Start
Hot
Start
Cold
Start
Hot
Start
Cold
Start
Hot
Start
Individual Hydrocarbons
Units
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
Methane
220
23
83
290
30
120
370
38
150
0
0
0
190
20
73
50
5.0
21
Ethylene
910
94
350
710
73
290
830
86
330
710
73
300
870
88
3*0
840
85
340
Ethane
4.0
0.41
1.5
8.8
0.88
3.5
7.5
0.80
2.9
0
0
0
0
0
0
0
0
0
Acetylene
65
6.7
25
46
4.7
19
43
4.5
17
20
2.0
8.0
56
5.8
21
61
6.3
25
Propane
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Propylene
530
55
200
180
19
74
240
25
93
230
24
94
380
39
150
270
28
110
Benzene
0
0
0
39
4.0
1.6
0
0
0
70
7.5
30
60
6.0
23
39
4.0
16
Toluene
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
IHC
"Total"
1700
180
660
1300
130
520
1500
150
590
1000
110
430
1600
160
610
1300
130
510
-------
3. Aldehyde
Aldehydes were determined by the liquid chromatograph DNPH
procedure. Dilute samples were taken over replicate cold- and hot-start
transient tests. Results from the individual runs are given in the Appendices,
Tables F-8 and F-9 for DF-2, Tables G-7 and G-8 for HNHF, and Tables H-7 and
H-8 for Distillate. Results from these individual runs were averaged and are
given in Table 43 for cold- and hot-start transient testing. Total aldehyde
emission levels were obtained by adding the emissions of various species. Of
the species, formaldehyde was most prevalent; followed by acetaldehyde; then
propionaidehyde, isobutyraldehyde and MEK as a group; followed by lesser
levels of the remaining aldehydes. In most cases, aldehyde emission levels over
the cold-start cycle were above the levels obtained over the hot-start cycle.
Considering total aldehydes, the highest levels were obtained with operation on
baseline DF-2, then Distillate, and least on HNHF.
4. Phenols
Phenols were determined from dilute exhaust samples taken over
single runs of cold- and hot-start transient operation. The detection of
individual phenols in dilute exhaust is quite variable, particularly when working
with relatively low concentrations. From analysis of all the samples taken, only
those from both cold-start and hot-start operation on Distillate indicated the
presence of a phenol compound, 2,3,5-trimethylphenol. Computed emissions of
this phenol compound are given in Table 44. No other phenols were noted above
the detection limits, which are about 11 mg/test, 1.1 mg/kW-hr, or 4.4 mg/kg
fuel.
TABLE W. EMISSIONS OF 2,3,5,-TRIMETHYLPHENOL FROM TRANSIENT
OPERATION OF THE DT-466B ON DISTILLATE SHALE OIL (EM-600-F)
2,3,5-Trimethylphenol Emissions
Units Cold-Start Hot-Start
mg/test 13 32
mg/kW-hr 1.3 3.2
mg/kg fuel 5.0 12
5. Cyanide
Total cyanide, including hydrogen cyanide (HCN) and cyanogen
(C2N2), was determined from dilute exhaust samples obtained individually over
cold- and hot-start transient operation. Table 45 summarizes the results
obtained from these individual samples. It should be noted that the cyanide
emissions determined over baseline operation on DF-2 are about 10 times the
level determined over hot-start operation on DF-2 during the original baseline,
established prior to running the crude shale oil. At this point, we are not sure
what caused this difference in baseline levels and have reviewed analysis and
calculations concerning all of the cyanide emission data. Comparing the results
obtained from the three fuels tested during this program phase, it appears that
no significant change in cyanide emissions occurred.
138
-------
TABLE *3. SUMMARY OF ALDEHYDES FROM TRANSIENT OPERATION OF THE IH DT-466B ENGINE ON
DF-2 AND MINIMALLY-PROCESSED SHALE OIL
Test Fuel
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
Transient
Cycle
Cold
Start
Hot
Start
Cold
Start
Hot
Start
Cold
Start
Hot
Start
Units
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
mg/test
mg/kW-hr
mg/kg fuel
Form-
aldehyde
1200
120
440
980
100
400
700
73
2SO
540
56
230
1100
120
440
760
79
310
Acet-
aldehyde
370
38
140
250
26
100
240
25
93
78
8.2
33
330
34
120
260
27
100
Acrolein
240
25
92
130
13
53
52
5.4
20
78
8.0
33
63
65
25
120
13
99
Propion-
aldehyde
190
20
72
170
17
67
240
25
95
180
18
75
310
32
120
220
23
90
Acetone
47
4.8
18
>t7
4.8
19
0
0
0
0
0
0
0
0
0
120
12
50
Croton-
aldehyde
54
5.5
20
69
7.1
28
45
4.6
17
7.7
0.8
3.2
72
7.5
28
75
7.8
30
Isobutyr-
aldehyde
& MEK
240
24
89
190
19
75
120
13
48
62
6.4
27
180
18
67
99
10
39
Benz-
aldehyde
52
5.4
20
73
7.5
30
30
3.1
12
40
4.2
17
62
6.4
24
38
3.9
15
• Hexan-
aldehyde
58
6.0
22
69
7.1
28
48
5.0
19
68
7.1
29
78
8.0
30
28
2.9
11
Total
Aldehydes
2400
250
910
2000
200
800
1500
150
580
1000
110
440
2200
230
850
1700
180
750
-------
TABLE 45. SUMMARY OF CYANIDE EMISSIONS FROM TRANSIENT FTP
OPERATION OF THE IH DT-466B ON DF-2 AND
MINIMALLY-PROCESSED SHALE OILS
Test Fuel
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
Cycle
Cold
Hot
Composite
Cold
Hot
Composite
Cold
Hot
Composite
Total Cyanide Emissions
mg/testmg/kW-hrring/kg fuel
95
110
110
89
34
42
120
120
120
9.9
11
11
9.2
3.5
4.3
12
12
12
36
44
43
34
14
17
47
48
48
6. Ammonia
Ammonia was determined from dilute exhaust samples taken
individually over cold- and hot-start transient operation. A summary of the
results is given in Table 46. Operation on both of the minimally-processed
shale oil fuels yielded lower emissions of ammonia than on DF-2. The fact that
no ammonia above the minimum detectable level was noted for operation on
Distillate is puzzling, and tends to indicate a lack of dependence on fuel-bound
nitrogen for the formation of ammonia. It is possible that low levels of
ammonia were not noted due to interference caused by the presence of other
compounds in the exhaust or as a result of other exhaust products absorbing the
ammonia to produce some form of salt such as ammonium sulfate.
TABLE 46. SUMMARY OF AMMONIA EMISSIONS FROM TRANSIENT
OPERATION OF THE DT-466B ON DF-2 AND MINIMALLY-PROCESSED
SHALE OILS
Test Fuel
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
Transient
Cycle
Cold Start
Hot Start
Composite
Cold Start
Hot Start
Composite
Cold Start
Hot Start
Composite
Ammonia Emissions
mg/test mg/kW-hr mg/kg fuel
1100
900
930
530
160
210
<380a
<360a
<360a
110
93
96
55
17
22
<40a
<3/a
410
360
370
200
68
88
<150a
<150a
<150a
abased on minimum detectable levels
140
-------
7. Odor - TIA
Total intensity of aroma (TIA) was determined from DOAS analysis
of dilute exhaust samples taken individually over cold- and hot-start transient
operation. Results from individual analyses are given in Table 47 along with
computed transient composite values. There was little difference in TIA on the
basis of liquid column aromatic (LCA) for the three fuels tested. TIA by LCA
was generally lower for the cold-start than for the hot-start. On the basis of
liquid column oxygenate (LCO), TIA was slightly greater for all three fuels
tested as compared to TIA by LCA, and the level of TIA was slightly greater
with the two minimally-processed shale oils than that obtained on DF-2.
TABLE 47. SUMMARY OF TIA BY DOAS* FROM TRANSIENT
OPERATION OF THE IH DT-466B ON DF-2 AND
MINIMALLY-PROCESSED SHALE OILS
Transient LCA, LCO,
Test Fuel Cycle ug/l TIAb UR/t TIAf
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
Cold Start
Hot Start
Composite
Cold Start
Hot Start
Composite
Cold Start
Hot Start
Composite
10.83
22.61
20.93
20.27
22.34
22.04
29.38
33.57
32.97
1.12
1.35
1.32
1.31
1.34
1.34
1.43
1.47
1.46
2.60
4.25
4.01
6.72
7.19
7.12
13.40
8.36
9.08
1.41
1.63
1.60
1.83
1.86
1.86
2.13
1.92
1.95
aThese measurements were based on DOAS standard corresponding
for use of No. 2 diesel fuel. Samples were taken from exhaust
diluted approximately 12:1 for the overall transient cycle.
^TIA based on liquid column aromatics (LCA) by:
TIA = 0.4 + 0.7 Iog10 (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO),(TIA by LCO preferred)
C. Particulate Emissions
In order to determine particulate emission rates and to characterize the
total particulate, samples were collected on several filter media for a variety
of analyses which included total mass, elemental analysis, and organic
extractables. Particulate samples were always taken from the dilute exhaust
using a CVS. Smoke was measured as an indication of visible particulate
emission levels on each of the three fuels.
141
-------
1. Smoke
Smoke and particulate emissions are related, smoke levels being a
measure of the visible portion of particulate matter. Smoke opacity was
determined using an end-of-stack PHS smokemeter. Table 48 summarizes the
smoke opacity data obtained over both steady-state modal operation and smoke
FTP operation. Detailed results from smoke FTP chart readings are given in
the Appendices, Table F-10 for DF-2, Table G-9 for HNHF, and Table H-9 for
Distillate.
TABLE 48. SUMMARY OF SMOKE OPACITY FROM THE IH DT-466B ON
DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Federal Transient Smoke Cycle Opacity,
Test Fuel Accel. Lug Peak
DF-2
EM-597-F 10.8 9.8 16.5
HNHF
EM-599-F
Distillate
EM-600-F
8.7 3.7 12.7
9.8 4.3 16.2
13-Mode
Smoke Opacity, %, by Fuel
Mode RPM Power.
2
25
50
75
100
100
75
50
25
2
1
2
3
4
5
6
7
8
9
10
11
12
13
690
1800
1800
1800
1800
1800
690
2600
2600
2600
2600
2600
690
DF-2
EM-597-F
0.1
0.1
0.1
1.5
2.4
6.3
0.1
5.5
1.0
0.7
0.6
0.5
0.1
HNHF
EM-599-F
0.1
0.4
0.7
1.8
2.7
4.6
0.3
5.0
2.1
1.6
2.4
1.5
0.1
Distillate
EM-600-F
0.3
0.7
1.0
2.2
2.8
5.0
1.0
4.7
2.2
2.3
2.2
2.0
1.0
142
-------
On DF-2, the FTP smoke opacities were somewhat lower than statutory
limits. On HNHF, the FTP smoke opacities were somewhat lower than those
obtained on the baseline fuel, particularly over the lug portion. One reason for
lower smoke during "full rack" operation while on HNHF was this fuel's lower
specific gravity, compared to the baseline DF-2. FTP smoke opacities while on
Distillate were similar to the values obtained on DF-2 with the exception of the
lug portion, which was about half the level noted on DF-2. No dense white
smoke peaks at the beginning of the test cycle accelerations were noted as they
had been for testing on the crude shale oils. Modal steady-state smoke
emissions on both minimally-processed fuels were slightly lower than obtained
on DF-2 during the high load conditions. However, somewhat higher levels of
smoke opacity than on DF-2 were noted for the rated speed and moderate load
conditions on both minimally-processed shale oils, especially on Distillate.
2. Total Particulate
Total paniculate was determined over replicate cold- and hot-start
transient operation of the DT-466B. Results from the individual tests are given
in Table 49, along with the average levels of total particulate and computed
transient composites. More details associated with sample flows and filter
efficiencies are given in the computer printouts for the individual test results,
presented in the Appendices corresponding to the various fuels. On DF-2, the
transient composite of total particulate emissions from cold- and hot-start
testing was 0.80 g/kW-hr, or 0.60 g/hp-hr. Total particulate emissions were
slightly greater from the cold-start transient than from the hot-start transient
test for all three fuels tested.
On the HNHF, the transient composite of total particulate was
about 29 percent lower than obtained on the baseline DF-2. In fact, even the
cold-start total particulate emissions with HNHF were 20 percent below the
composite particulate emission rate obtained on DF-2. On Distillate, the
transient composite of total particulate increased by 16 percent over that
obtained on the baseline DF-2. The cold-start emission of total particulate was
noticeably higher than for the hot-start on the Distillate shale oil.
3. Soluble Organics
The soluble organic fraction (SOF) of the total particulate was
determined by extraction of relatively large particulate samples. The results of
these analyses are also given in Table 49. Following rebuild of the engine, the
hot-start SOF was 36 percent, down from nearly *1 percent during the previous
baseline on DF-2. For the most recent baseline on DF-2, the SOF accounted for
36.2 percent of the transient composite of total particulate, with SOF emissions
of 0.28 g SOF/kW-hr. On the HNHF, the percentage of SOF changed very little;
however, when considering the lower total particulate emission on this fuel, the
emission of SOF was 0.22 g SOF/kW-hr (a 21 percent reduction in SOF emissions
from the baseline level).
In contrast to the use of the hydrotreated shale oil (HNHF),
transient operation on the Distillate shale oil yielded a higher percentage of
SOF in the total particulate. On Distillate, the transient composite percent
SOF increased to 50 percent. When this level of percent solubles is combined
143
-------
TABLE *9. TOTAL PARTICULATE AND SOLUBLE ORGANIC FRACTION FROM TRANSIENT FTP
OPERATION OF THE IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Test Fuel
Test Run Cycle
No. No. Type
DF-2
EM-597-F
HNHF
EM-599-F
Distillate
EM-600-F
1 1 Cold
1 2 Cold
Avg
1 1 Hot
1 2 Hot
Avg
Average Transient
Composite
2 1 Cold
2 2 Cold
Avg
2 1 Hot
2 2 Hot
Avg
Average Transient
Composite
3 1 Cold
3 2 Cold
Avg
3 1 Hot
3 2 Hot
Avg
Total Particulate
g/kW-hr g/kg fuel
Percent Soluble Organic Fraction
SOF g /kW-hr g /kg fuel ~
0.86
0.91
0.88
0.83
0.75
0.79
0.80
Average Transient
Composite
0.57
1.17
1.33
1.25
0.91
0.85
0.88
0.93
3.13
3.37
3.25
3.25
2.95
3.10
3.12
2.31
4.27
5.06
4.67
3.49
3.41
3.45
3.62
34.1
42.9
38.5
30.2
3571
36.2
37.7
57.0
44.3
50.6
52.3
48.7
50.5
50.5
0.29
0.39
0.34
0.25
0.31
0.28
0.29
0.22
0.67
0.59
0.63
0.48
0.41
0.44
0.47
1.07
1.45
1.26
0.98
1.22
1.10
1.12
0.64
0.63
0.64
0.55
0.58
0.56
2.40
2.38
2.39
2.24
2.36
2.30
38.7
38.6
38.6
38.5
36.5
37.5
0.25
0.24
0.25
0.21
0.21
0.21
0.93
0.92
0.92
0.86
0.86
0.86
0.89
2.43
2.24
2.34
1.82
1.66
1.74
1.83
144
-------
with the higher total participate emissions on Distillate, the emissions of
soluble organic material are 0.47 g SOF/kW-hr (an increase in SOF emissions of
62 percent over that obtained on DF-2).
4. Sulfate
Sulfate was determined from samples of total particulate collected
on Fluoropore filter media during replicate runs of cold- and hot-start transient
operation. Results of sulfate analysis by the BCA method are summarized in
Table 50. Since the sulfate originates from the sulfur contained in the fuel,
sulfate emissions were computed in terms of mg/kg fuel and percent of fuel
sulfur converted to
On DF-2 (EM-597-F), containing 0.35 weight percent sulfur,
transient composite sulfate emissions were 53 mg/kW-hr, representing about 1.9
percent conversion of fuel sulfur to sulfate. Compared to these levels obtained
on DF-2, sulfate emissions were much lower on the HNHF and somewhat higher
on the Distillate.
On the HNHF, containing less than 0.01 weight percent sulfur, the
transient composite sulfate emissions were determined to be about 5 mg/kW-hr,
which would represent about a 6.3 percent conversion of fuel sulfur to sulfate.
This level of conversion appears to be abnormally high, and in consideration of
the low fuel sulfur content, it is possible that the values for sulfate emissions
with the HNHF are overstated. On Distillate, containing 0.53 weight percent
sulfur, transient composite sulfate emissions were 80 mg/kW-hr, representing
about 2.0 percent fuel sulfur conversion to sulfate.
A trend noted from comparison of sulfate emissions is that the cold-
start level is often higher than the hot-start level. One possible reason for this
occurrence may be that generally emission of ammonia is often greater during
the cold-start (see Table 46). Higher concentrations of ammonia would promote
conversion of SO2 gases to SO^= precipitate or aerosol, which is collected as
particulate and identified as sulfate. The fact that no ammonia above the
detectable limit was noted on Distillate may have been caused by the
ammoniation of SO2 and 803 to ammonium sulfate aerosol, thereby consuming
what little ammonia may have been produced. Other unknown interferences
associated with the use of Distillate may have caused the low readings of
ammonia.
5. Elemental Composition
Elemental analysis of the total particulate required two particulate
samples. Carbon, hydrogen and nitrogen content of the total particulate were
determined by Galbraith Laboratories, using oxidation techniques on particulate
samples collected by glass fiber filter media. Sulfur and metal content were
determined by EPA-RTP from particulate samples collected on Teflon
membrane (Fluoropore) filter media, using x-ray fluorescence techniques.
A summary of elemental analysis is given in Table 51. There was
little difference in carbon content from cold-start and hot-start transient
operation on any of the three fuels. Sulfur content was least on HNHF, but iron
145
-------
TABLE 50. SULFATE EMISSIONS FROM TRANSIENT FTP OPERATION
OF THE IH DT-466B ENGINE ON DF-2 AND
MINIMALLY-PROCESSED SHALE OILS
Test Fuel
DF-2
EM-597-F
Transient
Cycle
Cold
Start
Hot
Start
Sulfate Emissions
Run
1
2
Avg
1
2
Avg
mg/test
570
570
570
550
450
500
mg/kW-hr
59
58
59
57
46
52
mg/kg fuel
210
220
215
220
180
200
% of Fuel
S in SOfc=
2.00
2.09
2.05
2.09
1.71
1.90
Average Transient
Composite
510
53
200
1.92
HNHF
EM-599-F
Cold
Start
Hot
Start
1
2
Avg
1
2
Avg
86
58
72
66
16
41
8.9
6.0
7.5
6.8
1.7
4.3
33
23
28
28
6.8
17.4
11.0
7.67
9.34
9.33
2.27
5.80
Average Transient
Composite
45
4.8
19
6.31
Distillate
EM-600-F
Cold
Start
Hot
Start
1
2
Avg
1
2
Avg
Average Transient
Composite
950
880
915
750
760
755
780
98
21
95
78
ZI
78
80
360
340
350
300
310
305
320
2.31
2.18
2.25
1.92
1.99
1.96
2.00
146
-------
TABLE 51. SUMMARY OF ELEMENTAL ANALYSIS OF TOTAL PARTICIPATE FROM
TRANSIENT OPERATION OF THE IH DT-466B ON DF-2 AND
AND MINIMALLY-PROCESSED SHALE OILS
Individual
Elements
% wt.
C
H
N
S
Al
As
Ba
Br
Ca
Cd
Cl
Co
Cu
Cr
Fe
Hg
K
Mg
Mn
Mo
Na
Ni
P
Pb
Pt
Sb
Se
Si
Sn
Sr
Ti
V
Zn
DF-2,
Cold
62.9
--
0.6
3.25
b
b
b
b
0.098
b
b
b
c
c
0.506
b
b
0.045
c
b
c
c
0.109
b
b
c
c
b
c
b
b
b
c
EM-597-F
Hot
64.2
5.5
0.7
3.49
b
b
b
b
0.107
b
b
b
c
0.224
0.536
b
b
0.045
c
b
c
c
0.097
b
b
c
b
b
b
b
b
b
c
HNHF,
Cold
81.6
6.4
0.3
0.353
b
b
b
b
0.655
b
c
c
c
0.220
1.09
b
c
0.057
b
b
b
c
0.098
b
b
b
b
c
b
b
0.047
b
c
EM-599-F
Hot
80.7
6.3
0.3
0.258
b
b
b
b
0.153
c
c
b
c
0.258
0.712
b
b
0.037
b
b
b
c
0.085
b
b
c
b
b
b
b
c
b
c
Distillate,
Cold
63.8
6.3
1.7
3.42
b
c
a
b
0.094
0.036
b
a
a
c
0.573
b
b
0.044
c
b
c
c
0.101
b
a
a
a
b
a
b
c
b
0.547
EM-600-F
Hot
68.7
6.8
1.6
3.94
b
c
a
b
c
0.033
b
a
a
c
0.594
b
b
0.028
c
b
c
c
0.072
b
a
a
a
b
a
b
c
b
0.525
Detection^
Limit
a
a
a
0.017
0.013
0.107
0.010
0.202
0.026
0.005
0.007
0.031
0.077
0.068
0.105
0.365
0.011
0.005
0.040
0.673
0.087
0.044
0.006
0.585
0.203
0.006
0.098
0.029
0.031
0.263
0.009
0.020
0.054
aNo data
^Concentration below the detection limit
cElement was detected but was below the level of quantitation (3 x detection limit)
^Detection limit is dependent on particulate loading, three values are based on a loading
of 0.6 mg (which was the range of loading for samples submitted for x-ray)
147
-------
was highest on HNHF. Arsenic was below the level of quantitation on Distillate
and was not detected on DF-2 on HNHF.
6. Boiling Point Distribution
A high-temperature GC-simulated boiling point distribution with
internal standard (C^-C{\) was conducted on the SOF from the total particulate
collected over individual cold-start and hot-start transient tests on each of the
three fuels. Chromatograms from analysis of SOF are given in Figure 56. The
peak data from the internal standard, which has a retention time between 10
and 15 minutes, were omitted for the sake of simplicity. The vertical scale
units of "mV" and "slice units" are for data manipulation by computer only, and
can not be translated into meaningful units (Figure 56). Results were also
plotted on a distillation chart in Figure 57. Boiling point temperature of
several HC's with various carbon numbers have been designated by "NC-XX" on
Figure 57 for comparative purposes. Additional discussion will be added when
results are received.
7. Elemental Composition of SOF
The carbon, hydrogen, and nitrogen content of the SOF from cold-
and hot-start transient operation on DF-2 and two minimally-processed shale
oils are given in Table 52. Generally, the carbon content was about 85 percent
for all three fuels over both cold- and hot-start tests. It appears that there
might be a trend to higher carbon content with the two minimally-processed
shale oils. Similarly, there was little difference in the hydrogen content of the
SOF from use of the three fuels. The nitrogen content of the SOF appeared to
follow the nitrogen content of the fuel. That is, for the HNHF fuel, with a
nitrogen content of 0.05 percent, the hot-start SOF contained about 0.23
percent nitrogen. For the baseline DF-2 fuel, containing 0.08 percent, the SOF
contained about the same as with the HNHF. Hot-start SOF from operation on
Distillate, containing 1.23 percent fuel-bound nitrogen, contained about 0.84
percent nitrogen. Computed H/C mole ratios of the SOF are also given in Table
52, and although they do not correspond exactly with the H/C ratio of the fuel
used, it is interesting that they follow the same rank order (namely, that the
SOF from operation on HNHF has the highest computed H/C mole ratio).
TABLE 52. SUMMARY OF ELEMENTAL ANALYSIS OF SOF FROM TRANSIENT
FTP OPERATION OF THE IH DT-466B ON DF-2 AND
MINIMALLY-PROCESSED SHALE OILS
Test Transient Individual Elements. % by Weight H/C
Fuel Cycle C H N Ratio
DF-2 Cold 85.08 13.14 0.27 1.84
EM-597-F Hot 85.24 13.36 0.24 1.87
HNHF Cold 85.28 13.67 0.20 1.91
EM-599-F Hot 85.28 13.53 0.23 1.89
Distillate Cold 85.65 13.27 0.80 1.84
EM-600-F Hot 85.80 13.51 0.84 1.88
148
-------
pi F t H
DISTRIBUTION
60O-F
EM-599-F
2 -
EM-597-F
COLD-
Si
IM
OJ
CI
U)
'-•J
p>
O)
RET. TIME, MIN.
Figure 56. Area distribution of boiling point data obtained from SOF over Transient
FTP operation of the IH DT-466B on DF-2 and two minimally-processed shale oils
-------
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900
800
700
600
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Figure 57. Boiling point distribution of SOF from Transient FTP operation of the
IH DT-^66B on DF-2 and two minimally-processed shale oils
150
-------
8. Selected PAH Content of SOF
Samples of SOF derived from cold- and hot-start transient operation
on DF-2 and minimally-processed shale oils were analyzed for various
polynuclear aromatic hydrocarbons (PAH). Results from these analyses are
given in Table 53. Of the six PAH's measured over this program for all three
fuels, pyrene was most prevalent followed by emissions of chrysene,
benz(a)anthracene, benzo(e)pyrene, benzo(a)pyrene and finally 1-nitropyrene.
Compared to levels obtained on the baseline DF-2, operation on Distillate
yielded the greatest overall emission of PAH. Pyrene accounted for almost 50
percent of the total measured PAH emission on Distillate, about 65 percent on
HNHF and almost 38 percent on DF-2. Emissions of 1-nitropyrene were lower
than for the baseline fuel on both minimally-processed fuels. Emissions of ail
but pyrene were lower on HNHF than on DF-2. In contrast, emissions of all but
1-nitropyrene were greatest on Distillate than on either HNHF or DF-2.
9. Bioassay of SOF
Samples of SOF obtained from cold- and hot-start transient tests
were weighted 1/7 cold- and 6/7 hot-start. These composite transient extracts
were submitted to Southwest Foundation for Biomedical Research for Ames
bioassay. These samples were tested over five strains: TA97A, TA98, TA100,
TA102, and TA98NR. A summary of the slopes of the dose response curves are
given in Table 54. These slopes are based on the linear portion of the dose
response curve and are labeled in the table as "specific activity." Table 54 also
gives the "brake specific response" based on the average of specific activities
found on replicate tests and the brake specific emission rate of SOF. Detailed
results from these bioassays are given as Appendix J.
The specific activity of SOF from operation on DF-2, following
engine rebuild, was higher for all five strains used, with or without metabolic
activation, compared to the levels obtained for SOF from operation on HNHF or
Distillate. Even though, total measured PAH (Table 53) for these two
minimally-processed shale oils were greater than for the DF-2. Specific
activities were generally lowest for TA98NR followed by TA102, TA98, TA97A,
and highest on TA100. Relatively high specific activities were noted on strain
TA97A without metabolic activation with SOF from operation on DF-2. This
strain (TA97A) is sensitive to acridine type compounds. The resulting brake
specific response for both HNHF and Distillate were lower than for the DF-2.
151
-------
TABLE 53. SUMMARY OF 1-NITROPYRENE AND PAH OF SOF FROM TRANSIENT FTP
OPERATION OF THE IH DT-466B ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
DF-2. EM-597-F HNHF. EM-599-F Distillate. EM-6QO-F
PAH
Units
1-Nitropyrene
Pyrene
Chrysene
Benz(a)anthracene
Benzo(e)pyrene
Benzo(a)pyrene
Total of Measured
PAH
Mg/g SOF
,ug/kW-hr
/ug/kg fuel
Mg/g SOF
Hg/kW-hr
/ig/kg fuel
jug/g SOF
Mg/kW-hr
Mg/kg fuel
Mg/g SOF
Mg/kW-hr
ug/kg fuel
Mg/g SOF
Mg/kW-hr
/Ltg/kg fuel
Mg/gSOF .
jug/kW-hr
Mg/kg fuel
Mg/g SOF
Mg/kW-hr
jug/kg fuel
11
• 3.6
13
68
23
86
61
21
77
21
7.1
26
16
5.4
20
9.2
3.1
12
190
63
230
7.6
2.1
8.4
80
22
88
61
17
67
18
5.0
20
14
3.9
15
8.7
2.4
9.5
190
53
210
1.3
0.3
1.2
150
38
140
32
8.0
30
16
4.0
15
12
3.0
12
8.4
2.1
8.0
220
55
210
1.3
0.3
1.1
160
33
140
49
10
42
18
3.8
15
29a
6.1
14
6.2
1.3
3.0
260
55
130
Cold
3.1
2.0
7.2
210
130
480
89
56
210
57
36
130
26
16
61
25
16
11
410
260
960
Hot
1.7
0.8
3.0
180
77
300
92
40
160
56
25
97
21
9.2
37
20
8.8
35
370
160
650
aChromatograrn is different from others, value should be used with caution
152
-------
TABLE 54. SUMMARY OF AMES RESPONSE TO TRANSffiNTa SOF FROM THE IH DT-466B
ON DF-2 AND MINIMALLY-PROCESSED SHALE OILS
Fuel
Fuel Code
Total Particulate Rate, g/kW-hr
Soluble Organic Fract., g/kW-hr
Metabolic Activ. Status
Strain TA97A, Test 1
Specific Test 2
Activity*5 Avg.
Avg. Brake Specific
Response on TA97AC
Strain TA98, Test 1
Specific Test 2
Activity15 Avg.
Avg. Brake Specific
Response on TA98C
Strain TA100, Test 1
Specific Test 2
Activity13 Avg.
Avg. Brake Specific
Response on TA100C
Strain TA102, Test 1
Specific Test 2
Activity'5 Avg.
Avg. Brake Specific
Response on TA102C
Strain TA98NR, Test 1
Specific Test 2
Activity*5 Avg.
Avg. Brake Specific
Response on TA98NRC
Average of all 5 Strains,
Brake Specific Responsec
Diesel3
EM-597-F
0.80
0.29
No
3.025
2.363
2.694
0.78
0.963
0.992
0.978
0.28
2.225
0.761
1.493
0.43
0.725
0.259
0.492
0.14
0.626
0.551
0.589
0.17
0.36
Yes
0.790
0.641
0.716
0.21
0.784
0.720
0.752
0.22
1.041
2.663
1.852
0.54
0.470
0.700
0.585
0.17
0.387
0.313
0.350
0.10
0.25
HNHpa
EM-599-F
0.57
0.22
No
0.664
0.615
0.640
0.14
0.321
0.235
0.278
0.06
0.728
0.677
0.703
0.16
0.500
0.250
0.375
0.08
0.254
0.181
0.218
0.05
0.10
Yes
0.316
0.606
0.461
0.10
0.264
0.399
0.332
0.07
0.808
0.691
0.750
0.17
1.013
0.390
0.702
0.15
0.180
0.131
0.156
0.03
0.10
Distillate3
EM-600-F
0.93
0.47
No
0.981
0.780
0.881
0.41
0.348
0.539
0.444
0.21
1.093
1.017
1.055
0.50
0.225
0.107
0.166
0.08
0.190
0.188
0.189
0.09
0.26
Yes
0.632
0.338
0.485
0.23
0.399
0.623
0.511
0.24
0.596
0.709
0.653
0.31
0.187
0.369
0.278
0.13
0.231
0.296
0.264
0.12
0.21
aSOF weighted composite 1/7 cold-start + 6/7 hot-start.
^Specific Activity results from statistical analysis-given as "linear slope" revertants/plate per microgram
of SOF dose. Each sample was tested in replicate.
cBrake Specific Response has units of: millions of revertants/plate per kilowatt hour.
153
-------
REFERENCES
1. Federal Register, "Gaseous Emission Regulations for 1984 and Later
Model Year Heavy-Duty Engines," Part II, Vol. 45, No. 14, January 21,
1980.
2. Federal Register, "Control of Air Pollution from New Motor Vehicles and
New Motor Vehicle Engines; Particulate Regulation for Heavy-Duty Diesel
Engines," Proposed Rules Part III, Vol. 46, No. 4, January 7, 1981.
3. Federal Register, "Heavy-Duty Engines for 1979 and Later Model Years,"
Part III, Certification and Test Procedures, Vol. 42, No. 174, September 8,
1977.
4. Springer, K.J., "Characterization of Sulfates, Odor, Smoke, POM and
Particulates from Light and Heavy-Duty Engines - Part IV," Final Report
EPA 460/3-79-007 prepared under Contract No. 68-03-2417 for the
Environmental Protection Agency, June 1979.
5. Smith, L.R, et al, "Analytical Procedures for Characterizing Unregulated
Emissions from Vehicles Using Middle-Distillate Fuels," Interim Report,
Contract No. 68-02-2497, Environmental Protection Agency, Office of
Research and Development, April 1980.
6. Lipari, F., and Swarin, S.J., "Determination of Formaldehyde and Other
Aldehydes in Automobile Exhaust With an Improved 2,4-
Dinitrophenylhydrazine Method," Journal of Chromatograph, 247, pp. 297-
306, 1982.
7. Levins, P.L., and Kendall, D.A., "Application of Odor Technology to
Mobile Source Emission Instrumentation," CRC Project CAPE 7-68 under
Contract No. 68-03-0561, September 1973.
8. Memo from Craig Harvey, EPA, to Ralph Stahman and Merrill Korth,
EPA, on February 26, 1979.
9. SwRI derivation of method developed by IIT Research Institute for CRC-
APRAC CAPI-1-64 Chemical Characterization Panel.
10. Private communication between Lawrence Smith, SwRI and S. Tejada,
EPA-RTP.
11. Maron, D.M., Ames, B.N., "Revised Methods for the Salmonella
Mutagenicity Test," Mutation Research, 113, pp. 173-215, 1983.
12. "Identification of Probable Automotive Fuels Composition: 1985-2000,"
Report prepared by The Southwest Research Institute with the Assistance
of the Standard Oil Company, The SOHIO Petroleum Company and
Cameron Engineers for the U.S. Department of Energy, under Contract
No. EY-76-C-04-3684, May 1978.
155
-------
13. Baughman, G.L., "Synthetic Fuels Data Handbook," Second Edition by
Cameron Engineers, Inc., U.S. Oil Shale, U.S. Coal Oil Sands, 1978.
14. Oil Shale Projects, United States Department of Energy, April 1981.
15. Duir, J.H., Griswold, C.F., and Christolini, B.A., "Oil Shale Retorting
Technology," CEP Chemical Engineering Progress, Union Oil Co. Brea,
California, February 1983.
16. Telecon with Mr. Bernie Sipes of International Harvester and Terry
Ullman of Southwest Research Institute.
17. Jones, K.B., "Boiling Point Distribution of Lubricants and Fluids by Gas
Chromatography," prepared by the U.S. Army Fuels and Lubricants
Research Laboratory, Southwest Research Institute, May 1981.
18. Owens, E.G., Frame, E.A., "Direct Utilization of Crude Oils as Fuels in
U.S. Army Diesel Engines," Interim Report prepared by U.S. Army Fuels
and Lubricants Research Laboratory, Southwest Research Institute, June
1975.
19. Sullivan, R.F., "Distillate Fuels from Green River Oil Shale," SAE Paper
820960 presented at the West Coast International Meeting, San Francisco,
California, August 16-19, 1982.
20. Frame, E.A., "Direct Utilization of Crude Oil as Fuel in the U.S. Army
6B53T Diesel Engine," Interim Report prepared by the U.S. Army Fuels
and Lubricants Research Laboratory, Southwest Research Institute, June
1978.
21. "Emergency Fuels Utilization Guidebook," Report prepared for the U.S.
Department of Energy under Contract No. AC01-78CS54269, August 1980.
22. "Proceedings of Topical Review on Mobility Fuels Technology," Volume II,
Naval Research Laboratory, Working Group Selected Presentations,
February 15-17, 1983.
23. Harris, S.J., "The Logical Suspect," article from Automotive Engineering,
pp. 16-17, April 1984.
24. Patterson, D.J., Henein, N.A., "Emissions from Combustion Engines and
Their Control," Ann Arbor Scient Publishing Inc., Ann Arbor, MI.
156
-------
APPENDIX A
RESULTS FROM OPERATION ON EM-528-F, DF-2
-------
I
to
TABLE A-l
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
ENGINE:IH DT466B DF-2 CONTROL FUEL
TEST-01-01 FUEL:EM-528-F PROJECT:03-7338-004
BAROMETER 29.32
DATE:02/09/84
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
POWER
ENGINE TORQUE POWER FUEL AIR INTAKE NOX
SPEED DBS OBS FLOW FLOW HUMID CORR
PCT
2
25
50
75
too
100
75
50
25
2
COND
IDLE
INTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM LB-FT BHP LB/MIN LB/MIN GR/LB FACT
/ 700. 0. .0 .043 5.74 78. .993
/ 1800. 9. 3.0 .145 15.16 80. .012
/ 1800. 112. 38.4 .302 15.52 80. .014
/ 1800. 222. 76.2 .495 17.16 80. .010
/ 1800. 334. 114.6 .707 19.43 82. .013
/ 1800. 445. 152.4 .945 22.09 82. .012
/ 699. 0. .0 .037 5.70 80. .991
/ 2600. 431. 213.2 1.455 37.27 78. 1.004
/ 2600. 322. 159.5 1.075 32.03 78. .998
/ 2600. 215. 106.6 .790 27.94 81. .998
/ 2600. 109. 53.7 .515 24.38 81. .994
/ 2600. 9. 4.3 .280 22.15 81. .992
/ 699. 0. .0 .040 5.62 77. .976
HC
PPM
315.
335.
322.
265.
247.
167.
332.
105.
158.
178.
252.
353.
320.
MEASURED
CO
PPM
277.
253.
235.
148.
235.
691.
249.
840.
286.
131.
184.
235.
263.
CO 2
PCT
1.39
2.05
4.19
6.28
7.99
9.42
1.35
8.38
7.24
6.04
4.46
2.62
1.35
NOX
PPM
270.
215.
485.
845.
1230.
1380.
265.
1215.
1065.
765.
460.
210.
255.
CA LCULATED
GRAMS /
HC
26.
64.
65.
60.
64.
49.
24.
53.
68.
67.
82.
103.
25.
CO
46.
96.
92.
64.
114.
379.
36.
796.
233.
94.
116.
136.
41.
HOUR
NOX
72.
135.
315.
602.
986.
1251.
62.
1887.
1413.
895.
471.
196.
64.
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CALCULATED F/A F/A WET HC
F/A
GRAMS/LB-FUEL GRAMS/BHP-HR DRY "PHI" CORR
HC
10.01
7.36
3.58
2.02
1.50
.87
10.86
.61
1.05
1.41
2.65
6.14
10.46
CO
17.58
11.03
5.09
2.15
2.69
6.69
16.26
9.12
3.61
1.98
3.76
8.07
17.17
NOX HC CO NOX MEAS STOICH FACT
27.76 »«»*«««»«»»» »»»»»» .0076 .0691 .110 .984
15.48 21.3632.00 44.90 .0097 .0691 .140 .978
17.38 1.69 2.40 8.19 .0197 .0691 .284 .960
20.27 .79 .84 7.90 .0292 .0691 .422 .943
23.26 .55 .99 8.61 .0368 .0691 .532 .930
22.06 .32 2.49 8.21 .0433 .0691 .626 .919
27.98 «#»»«»»»»»»« »**»»» .0065 .0691 .094 .984
21.61 .25 3.73 8.85 .0395 .0691 .571 .927
21.91 .43 1.46 8.86 .0339 .0691 .491 .936
18.88 .63 .88 8.40 .0286 .0691 .414 .945
15.23 1.52 2.16 8.76 .0214 .0691 .309 .958
11.67 23.8031.28 45.23 .0128 .0691 .185 .973
26.51 »»**«»»»*»»» »»»»»« .0072 .0691 .104 .985
CALC
.0069
.0100
.0199
.0293
.0370
.0435
.0067
.0390
.0336
.0282
.0211
.0126
.0067
F/A
PCT
MEAS
-10.0
3.0
1.1
.5
.6
.5
2.7
-1.3
-.8
-1.5
-1.4
-1.2
-7.2
POWER
CORR
FACT
.996
.002
.002
.006
.010
.016
.999
.061
.047
.038
.030
.023
.002
BSFC
CORR
LB/HP-HR
»»«»«
2.894
.470
.388
.366
.366
»»»»»
.386
.386
.428
.559
3.789
«*«»»
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CYCLE COMPOSITE USING 13-MOOE WEIGHT FACTORS
D cur* __ ____ — 7 QO ft PA II /RI-IP MP
DC NAY ._.--. a O filO ftP* U /Rt-JP UP
BSHC + BSNOX * 9.818 GRAM/BHP-HR
CORR. BSFC - = .429 LBS/BHP-HR
-------
i
U)
TABLE A-2
7-MODE DIESEL EMISSION CYCLE
ENGINE: IH DT466B DF-2 CONTROL FUEL H/C = 1.78 BAROMETER: 29.32
TEST-01-01 FUEL: EM-528-F PROJECT: 03-7338-004 DATE: 2/9/84
MODE
1
2
3
4
5
6
7
POWER ENGINE TORQUE POWER FUEL AIR INTAKE
SPEED OBS DBS FLOW FLOW HUMID
PCT COND / RPM LB-FT BMP LB/MIN LB/MIN GR/LB
2 INTER / 1800. 9. 3.0
50 INTER / 1800. 222. 76.2
100 INTER / 1800. 445. 152.4
IDLE / 699. 0. .0
100 RATED / 2600. 431. 213.2 1
50 RATED / 2600. 215. 106.6
2 RATED / 2600. 9. 4.3
.145 15.16
.495 17.16
.945 22.09
.040 5.68
.455 37.27
.790 27.94
.280 22.15
80. 1
80. 1
82. 1
80.
78. 1
81.
81.
NOX
CORR
FACT
.012
.010
.012
.991
.004
.998
.992
HC
PPM
335.
265.
167.
322.
105.
178.
353.
MEASURED
CO C02 NOX
PPM PCT PPM
253.
148.
691.
263.
840.
131.
235.
2.05 215.
6.28 845.
9.42 1380.
1.36 267.
8.38 1215.
6.04 765.
2.62 210.
CALCULATED
GRAMS / HOUR
HC CO NOX
64.
60.
49.
25.
53.
67.
103.
96.
64.
379.
41.
796.
94.
136.
135.
602.
1251.
67.
1887.
895.
196.
MODE
1
2
3
4
5
6
7
MODE
1
2
3
4
5
6
7
CALCULATED
GRAMS/LB-FUEL GRAMS/BHP-HR
HC CO NOX HC CO NOX
7.36 11.03 15.48 21.36 32.00 44.90
2.02 2.15 20.27 .79 .84 7.90
.87 6.69 22.06 .32 2.49 8.21
10.46 17.05 27.99 »»»»»»«»«»»» »»»«»»
.61 9.12 21.61 .25 3.73 8.85
1.41 1.98 18.88 .63 .88 8.40
6.14 8.07 11.67 23.80 31.28 45.23
F/A F/A
DRY
MEAS STOICH
.0097 .0691
.0292 .0691
.0433 .0691
.0071 .0691
.0395 .0691
.0286 .0691
.0128 .0691
"PHI"
. 140
.422
.626
.103
.571
.414
.185
WET HC
CORR
FACT
.978
.943
.919
.984
.927
.945
.973
F/A
CALC
.0100
.0293
.0435
.0067
.0390
.0282
.0126
F/A
PCT
MEAS
3.0
.5
.5
-5.5
-1.3
-1.5
-1.2
POWER
CORR
FACT
1.002
1.006
1.016
.999
1.061
1.038
1.023
BSFC
CORR
LB/HP-HR
2.894
.388
.366
»»»»»
.386
.428
3.789
MODAL
WEIGHT
FACTOR
.120
.160
.120
.200
.120
.160
.120
MODE
1
2
3
4
5
6
7
CYCLE COMPOSITE USING 7-MODE WEIGHT FACTORS
BSHC = .778 GRAM/BHP-HR
BSCO = 2.733 GRAM/BHP-HR
BSNOX = 9.042 GRAM/BHP-HR
BSHC + BSNOX = 9.820 GRAM/BHP-HR
CORR. BSFC - = .433 LBS/BHP-HR
-------
TABLE A-3. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE TESTING ON
(EM-528-F) DF-2
Test
Mode
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
Temp.a
°F
97
96
96
97
96
96
99
96
99
100
101
101
100
Fi
Press.0
psi
31.0
50.5
49.5
48.5
47.5
46.5
31.5
57.0
59.0
61.0
62.0
63.5
31.0
lei
Injector Tetnp.c
°F
109
111
117
123
127
128
121
143
149
147
141
137
124
Temp.
°F
89
86
85
86
87
88
91
89
92
93
93
92
92
Inlet Air
Restrict.
in. H7.0
1.2
5.1
5.5
6.3
7.6
9.5
1.2
25.0
18.8
14.9
11.6
9.6
1.2
Exhaust
Boost
psi
0
0.5
1.1
3.0
5.7
9.3
0
17.4
11.2
6.9
3.4
1.4
0
Temp.
°F
288
332
502
690
848
1013
475
1051
920
797
658
491
325
B.P.
in. Hg
0.05
0.2
0.25
0.3
0.4
0.6
0.05
2.0
1.3
0.9
0.6
0.4
0.05
aMeasured at fuel inlet to pump
"Measured after secondary filter
GMeasured approximately 2 inches upstream of injector No. 1
dNo data
Oil
Temp.
°F
d
d
d
d
d
d
d
d
d
d
d
d
d
Press.
psi
25
50
49
48
47
45
23
49
48.5
49
50
51.5
23
-------
TABLE A-4
TRANSIENT ENGINE MAP DATA
Engine Model
DT-466B
Engine Intake Air
77
Date 2/27/84 Barometer 29.2
'F, Relative Humidity 38 %
in. Hg
Transient Map Results
Speed, rpm
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
Torque, ft-lb
139
139
139
139
139
155
189
210
232
251
263
267
276
300
338
401
408
414
419
432
454
446
Speed, rpm
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
Idle Speed 65_0 rpm
Max, Power 206 hp (416_ft-lb) @ 2600 rpm
ft-lb <§ 2100
Max. Torque
Transient Cycle Work by Command, hp-hr
Torque, ft-lb
440
Segment 1
1.35
Segment 2
2.54
Segment 3
7.63
Segment 4
1.34
434
424
416
386
A-5
-------
>
TABLE A-5
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
ENGINE: IH 466 H/C 1.78 BAROMETER: 29.18
TEST-t FUEL: EM-528-F PROJECT: 03-7338-004 DATE: 3/13/84
— — ...
MODE
1
2
3
4
5
6
7
8
9
to
1 1
12
13
POWER
PCT
2
25
50
75
100
100
75
50
25
2
ENGINE TORQUE POWER FUEL AIR INTAKE NOX
SPEED DBS OBS FLOW FLOW HUMID CORR
COND
IDLE
INTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM LB-FT BMP LB/MIN LB/MIN GR/LB FACT
/ 618. 0. .0 .032 4.85 71. .975
/ 1800. 9. 3.1 .145 15.26 71. 1.001
/ 1800. 100. 34.3 .288 15.61 71. 1.002
/ 1800. 200. 68.5 .460 16.84 71. .999
/ 1800. 301. 103.2 .640 18.54 70. .991
/ 1800. 400. 137.1 .847 21.16 70. .990
/ 618. 0. .0 .030 4.83 70. .965
/ 2600. 400. 198.0 1.380 36.16 70. .991
/ 2600. 300. 148.5 1.040 31.48 70. .991
/ 2600. 201. 99.5 .763 28.15 70. .993
/ 2600. 101. 50.0 .508 24.61 70. .991
/ 2600. 8. 4.0 .327 22.88 70. .991
/ 615. 0. .0 .033 4.81 70. .970
HC
PPM
260.
315.
293.
283.
258.
218.
270.
158.
215.
220.
265.
333.
305.
MEASURED
CO
PPM
258.
258.
269.
191.
213.
457.
247.
667.
269.
147.
191.
235.
247.
C02
PCT
1.38
1.94
3.85
5.94
7.51
8.68
1.34
8.28
7.14
5.86
4.45
2.88
1.38
NOX
PPM
340.
200.
430.
700.
1025.
1188.
325.
1100.
950.
695.
440.
230.
320.
CALCULATED
GRAMS /
HC
16.
64.
61.
63.
64.
62.
16.
76.
90.
82.
85.
104.
20.
CO
31.
103.
110.
81.
100.
244.
29.
607.
215.
105.
119.
144.
32.
HOUR
NOX
66.
131.
286.
484.
775.
1025.
61.
1620.
1227.
805.
444.
228.
65.
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CALCULATED F/A F/A WET HC
F/A
GRAMS/LB-FUEL GRAMS/BHP-HR DRY "PHI" CORR
HC
8.37
7.30
3.53
2.26
1 .66
1 .22
8.93
.92
1.45
1.79
2.79
5.29
9.79
CO
16.57
11.88
6.33
2.93
2.59
4.81
16.32
7.34
3.44
2.29
3.91
7.36
15.83
NOX HC CO NOX MEAS STOICH FACT
34.74 **»»»»***»*» »»*»** .0066 .0691 .095 .984
15.04 20.59 33.51 42.41 .0096 .0691 .139 .980
16.55 1.78 3.20 8.36 .0187 .0691 .270 .964
17.53 .91 1.18 7.06 .0276 .0691 .399 .946
20.17 .62 .96 7.51 .0349 .0691 .504 .934
20.18 .45 1.78 7.48 .0404 .0691 .585 .925
33.81 **»*»»»»*»*» ****** .0063 .0691 .091 .985
19.57 .39 3.07 8.18 .0385 .0691 .558 .928
19.66 .61 1.45 8.26 .0334 .0691 .483 .937
17.57 .82 1.06 8.09 .0274 .0691 .396 .947
14.56 1.70 2.38 8.88 .0209 .0691 .302 .959
11.65 26.1836.42 57.65 .0144 .0691 .209 .972
32.44 *»*»*»*»»*»* *»»»«» .0070 .0691 .101 .985
CALC
.0068
.0094
.0183
.0278
.0349
.0402
.0066
.0385
.0332
.0274
.0210
.0138
.0068
F/A
PCT
MEAS
2.8
-1.6
-1.9
.8
.0
-.6
5.1
-.2
-.4
.0
.8
-4.1
-2.8
POWER
1
CORR
FACT
.000
.004
.003
.005
.011
.017
.001
.058
.042
.031
.024
.019
.001
BSFC
CORR
LB/HP-HR
*****
2.810
.503
.401
.368
.364
*****
.395
.403
.447
.596
4.856
*****
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CYCLE COMPOSITE USING 13-MODE WEIGHT FACTORS
BSHC + BSNOX = 9.429 GRAM/BHP-HR
CORR. BSFC - = .446 LBS/BHP-HR
-------
TABLE A-6. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE TESTING ON
(EM-528-F) DF-2
Test
Mode
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
Temp.a
°F
99
99
98
98
98
97
100
96
98
99
100
100
101
Fuel
Press. b
psi
29.0
50.0
49.5
48.5
47.5
46.5
29.0
56.5
58.5
60.0
62.0
63.0
28.5
Injector Temp.c
°F
132
123
130
133
136
136
140
149
155
155
151
153
141
Temp.
op
88
82
81
81
83
84
89
83
83
82
83
83
88
Inlet Air
Restrict.
in. H?.0
1.0
5.6
5.9
6.6
7.8
9.6
1.0
24.8
19.3
15.5
12.5
10.7
1.0
Exhaust
Boost
psi
_
0.6
1.2
2.7
4.9
7.9
—
15.3
10.4
6.6
3.5
1.7
—
Temp.
op
342
343
491
665
924
968
363
1054
920
792
648
505
276
B.P.
in. Hg
— _M
0.2
0.3
0.4
0.6
0.8
—
2.7
1.9
1.4
0.9
0.7
—
Oil
Temp.
°F
199
196
199
204
208
212
193
222
228
223
217
213
192
Press.
psi
19
48
48
47
46
44
20
51
47
48
48
49
20
aMeasured at fuel inlet to pump
^Measured after secondary filter
cMeasured approximately 2 inches upstream of injector No. 1
-------
TABLE A-7. REGULATED EMISSIONS SUMMARY FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B
ON (EM-528-F) DF-2
Test
No.
1
1
1
1
1
1
Run
No.
1
2
3
4
5
6
Transient
HC
1.17
(0.87)
1.25
(0.93)
1.21
(0.90)
1.29
(0.96)
1.34
(1.00)
1.37
(1.02)
Emissions,
CO
2.75
(2.05)
3.27
(2.44)
3.22
(2.40)
3.19
(2.38)
3.10
(2.31)
3.22
(2.40)
g/kW-hr
NOV
10.25
(7.64)
11.26
(8.40)
10.86
(8.10)
11.35
(8.46)
11.08
(8.26)
11.48
(8.56)
(g/hp-hr)
Part.
0.94
(0.70)a
0.94
(0.70)a
0.94
(0.70)a
0.97
(0.72)b
0.97
(0.72)°
0.97
(0.72)b
Cycle BSFC
kg/kW-hr
(Ib/hp-hr)
0.252
(0.414)
0.284
(0.467)
0.270
(0.444)
0.272
(0.448)
0.268
(0.441)
0.276
(0.454)
Cycle WorfcC
kW-hr
(hp-hr)
9.34
(12.53)
9.34
(12.53)
9.35
(12.54)
9.35
(12.54)
9.35
(12.54)
9.35
(12.54)
aBased on participate samples obtained using one set of filters
3 consecutive runs (1,2,3)
bfiased on participate samples obtained using one set of filters
3 consecutive runs (4,5,6)
CA11 runs met statistical criteria for transient FTP
over
over
A-8
-------
TABLE A-8.
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 LU66. CID) L-6
CVS NO. 1 t
BAROMETER 738.12 MM HG(29.06 IN HG)
DRY BULB TEMP. 25.6 DEG C(78.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC SAMPLE
HC BCKGRD
CO SAMPLE
CO BCKGRD
. C02 SAMPLE
*? C02 BCKGRD
vo NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.34 ( 12.53)
1.17 ( -87)
2.75 ( 2.05)
793. ( 592.)
10.25 ( 7.64)
TEST N0.1
DATE 3/12/84
TIME
DYNO NO. 1
RUN1
DIESEL EM-528-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-59. PCT
ABSOLUTE HUMIDITY 12.3 GM/KG( 86.0 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
4
NYNF
298.0
82.57 ( 2915.7)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1.75)
456.1 (16105.)
t
NYNF
296.0
82.61 ( 2916.8)
9.18 (324.1)
.03 ( t .01 )
.05 ( 1.75)
453.2 ( 16002.)
28.7/21/ 14.
15. 5/ I/ 8.
13.1/13/ 12.
3.9/13/ 4.
73. 3/1 3/ .15
23. 7/1 3/ .04
50. 4/ I/ 15.
2.4/ I/ 1.
87.49
7.
8.
.It
14.3
1.75
4.32
098.*
12.38
.283 ( .62)
1.00 ( 1.34)
1.75 ( 1.30)
4.33 ( 3.23)
889.56 ( 663.34)
12.39 ( 9.24)
.283 ( .466)
2
LANF
300.0
82.61 ( 2917.0)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1 .75)
459.3 (16219.)
35.5/21/ 18.
16.7/ I/ 8.
17.6/13/ 16.
3.3/13/ 3.
57.2/12/ .23
13.0/12/ .04
72. 6/ I/ 22.
2.5/ I/ 1 .
57.89
10.
13.
.18
20.9
2.53
0.82
\992.9
18.33
.494 t 1.09)
1.80 f 2.42)
1.40 1.05)
3.78 2.82)
860.32 641.54)
10.16 7.57)
.274 .450)
3
LAF
305.0
82.59 ( 2916.2)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1 .75)
466.9 (16485.)
50.2/21/ 25.
17. O/ I/ 9.
24.2/13/ 22.
2.7/13/ 2.
63. 8/1 I/ .54
7. 7/1 I/ .05
61. 5/ 2/ 62.
.6/ 2/ 1.
24.67
17.
19.
.49
60.9
4.57
10.42
4223.2
54.40
1.356 ( 2.95)
5.94 ( 7.43)
.82 ( .61)
1.88 ( 1.40)
762.23 ( 568.40)
9.82 ( 7.32)
.241 ( .397)
32.9/21/
17. O/ I/
11.3/13/
2.6/13/
66. 2/1 3/
24. 2/1 3/
43. I/ I/
2.0/ I/
97.93
8.
8.
.09
12.2
16.
9.
10.
2.
.13
.04
13.
1.
PARTICULAR RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
2.11
4.10
749.0
10.67
.239 ( .53)
1.00 ( 1.34)
2.12 ( 1.58)
4.10 ( 3.06)
749.60 ( 558.98)
10.68 ( 7.96)
.240 ( .394)
8.74
.94 ( .70)
3.72 ( 1.69)
97.6
BSFC KG/KW HR (LB/HP HR) .252 ( .414)
-------
TABLE A-9.
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1t
BAROMETER 738.12 MM HG(29.06 IN HG)
DRY BULB TEMP. 24.4 DEG C(76.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
'NOX SAMPLE
'NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.34 ( 12.53)
1.25 (
3.28 (
896. (
1 1.27 (
.93)
2.44)
668.)
8.40)
TEST N0.1 RUN2
DATE 3/12/84
TIME
DYNO NO. 1
RELATIVE HUMIDITY
ABSOLUTE HUMIDITY
1
NYNF
296.0
82.43 ( 2910.5)
9.18 (324.1)
.03 ( 1 .01)
.05 ( 1 .75)
452.3 ( 15971.)
32.8/21/ 16.
16. 5/ I/ 8.
13.5/13/ 12.
3.2/13/ J.
76. 4/1 3/ .16
24. 4/1 3/ .05
32. 7/ I/ 16.
2*5/ t/ 1.
83.33
8.
9.
.11
14.9
2.16
4.82
937.1
12.93
.299 ( .66)
.99 ( 1.33)
2.17 ( 1.62)
4.86 ( 3.63)
944.92 ( 704.62)
13.03 ( 9.72)
.301 ( .496)
DIESEL EM-528-F
, ENGINE-61. PCT ,
12.1 GM/KG( 84.6 GRA
2
LANF
300.0
82.43 ( 2910.6)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1 .75)
458.4 (16187.)
37.3/21/ 19.
16. 4/ I/ 8.
22. I/I 3/ 20.
2.6/13/ 2.
70. 2/1 2/ .29
12. 6/1 2* .04
94.J/;t/ 2§i
45.23
It.
17.
.25
27.2
2.82
9.29
2102.9
23.85
.668 ( 1.47)
1.80 ( 2.42)
1.56 ( 1 .16)
5.15 ( 3.84)
1165.28 ( 868.95)
13.22 ( 9.86)
.370 ( .609)
BAG CART NO. 1
CVS-59. PCT
INS/LB) NOX
3
LAF
305.0
82.43 ( 2910.5)
9.18 (324.1)
.03 ( 1 .01 )
.05 ( 1.75)
466.1 (16457.)
50.3/21/ 25.
16. 4/ I/ 8.
26. 5/1 3/ 24.
2.1/13/ 2.
63.7/1 1/ .56
!f*/1?/ W»
63^ 5/ 2/ 64.
.«/ */ 1.
23.70
17.
22.
.52
62.9
4.65
11.81
4410.5
56.09
1.396 ( 3.08)
5.55 ( 7.44)
.84 ( .62)
2.13 ( 1.59)
794.97 ( 592.81 )
10.11 ( 7.54)
.252 ( .414)
HUMIDITY C.F. 1 .0000
4
NYNF
298.0
82.39 ( 2909.3)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1.75)
455.2 (16073.)
31.2/21/ 16.
15. S/ I/ 8.
1I.9/13/ 11.
1.9/13/ 2.
73, 3/1 V .13
S2.1/I3/ -04
49. 9/ I/ 15.
1.9/ I/ 1.
87.48
8.
9.
.11
14.3
2.09
4.70
919.0
12.44
.293 ( .65)
1.00 ( 1.34)
2.09 ( 1 .56)
4.70 ( 3.51)
919.75 ( 685.86)
12.45 ( 9.28)
.293 ( .482)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
8.73
.93 ( .70)
3.29 ( 1.49)
97.6
BSFC KG/KW HR (LB/HP HR) .284 ( .467)
-------
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. II
BAROMETER 738.12 MM HGC29.06 IN HG)
DRY BULB TEMP. 23.9 DEG C(75.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
TABLE A-10. ENGINE EMISSION RESULTS
H-TRANS.
TEST NO.l RUN3
DATE 3/12/84
TIME
DYNO NO. 1
PROJECT NO. 03-7338-004
HC
HC
CO
CO
>
i
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
8SC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.35 ( 12.54)
1.20 (
3.22 (
852. (
10.86 (
.270 (
.90)
2.40)
635.)
8.10)
.444)
DIESEL EM-528-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-63. PCT , CVS-53. PCT
ABSOLUTE HUMIDITY 12.1 GM/KG( 84.5 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.55 ( 2914.8)
9.18 (324.1 )
.03 ( 1.01)
.05 ( 1.75)
452.9 ( 15992.)
2
LANF
300.0
82.55 ( 2914.9)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1.75)
459.0 (16209.)
3
LAF
305.0
82.56 ( 2915.2)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1.75)
466.7 (16480.)
4
NYNF
298.0
82.55 ( 2915.0)
9.18 (324.1)
.03 ( 1.01)
.05 ( 1.75)
456.0 (16101.)
30.1/21/ 15.
15. 4/ I/ 8.
12.9/13/ 12.
1.8/13/ 2.
74. 3/1 3/ .15
21.8/13/ .04
50. 8/ t/ 15.
1.8/ I/ 1.
86.13
7.
10.
.It
14.6
1.94 -
5.20
939.0
12.63
.299 ( .66)
1.00 ( 1.34)
1.95 ( 1.45)
5.21 ( 3.88)
35.3/21/ 18. 48.2/21/ 24.
15. 4/ I/ 8. 15. 4/ I/ 8.
18.1/13/ 16. 26.9/J3/ 25.
1.8/13/ 2. 1.5/13/ 1.
58.4/12/ .23 65.5/11/ .56
12.4/12/ .04 7. 2/1 I/ .04
74. 5/ I/ 22. 63. 7/ 2/ 64.
1.9/ I/ 1 . .6/2/1.
56.49 23.80
10. 17.
15. 23.
.19 .52
21.6 63.1
2.67 4.50
7.76 12.33
1617.5 4417,3
18.97 56.34
.515 1.13) 1.398 1 3.08)
1.80 2.42) 5.55 ( 7.44)
1.48 1.10) .81 .61)
4.30 3.21) 2.22 1.66)
939.69 ( 700.73) 896.30 668.37) 796.19 593.72)
12.64 ( 9.43)
.300 ( .493)
PARTICULATE
10.51 7.84) 10.16 7.57)
.285 ( .469) .252 .414)
RESULTS, TOTAL FOR 4 BAGS
90MM PARTI COLA TE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
31.4/21/ 16.
15. 4/ I/ 8.
11.9/13/ 11.
1.6/13/ 1.
77.1/13/ .16
22.5/13/ .04
54. I/ I/ 16.
1.7/ I/ 0.
82.57
8.
9.
.12
15.6
2.13
4.86
990.3
13.60
.316 ( .70)
1.00 ( 1.34)
2.13 1.59)
4.86 3.62)
991.01 739.00)
13.61 10.15)
.316 .519)
8.74
.93 ( .70)
3.46 ( 1.57)
97.6
-------
ENGINE NO.t
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-4
CVS NO. II
BAROMETER 737.36 MM HGC29.03 IN HG)
DRY BULB TEMP. 25.0 DEC C(77.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
TABLE A-ll. ENGINE EMISSION RESULTS
H-TRANS.
TEST NO.t RUN4
DATE 3/12/84
TIME
DYNO NO. 1
PROJECT NO. 03-7338-004
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.35 ( 12.54)
1.28 ( .96)
3.19 ( 2.38)
858. ( 640.)
11.34 ( 8.46)
DIESEL EM-528-F
BAG CART NO. I
RELATIVE HUMIDITY , ENGINE-51. PCT , CVS-52. PCT
ABSOLUTE HUMIDITY 10.3 GM/KG( 72.3 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.36 ( 2908.2)
9.12 (321 .9)
.03 ( .99)
.05 ( 1.71)
451.7 ( 15948.)
28.1/21/ 14.
12. O/ I/ 6.
10.8/13/ 10.
.2/13/ 0.
77.9/1 3/ .16
21. 1/1 3/ .04
57.3/ 17 17.
.67 17 Oi
81.72
8.
9.
.12
16.9
2.12
4.94
1019.6
14.57
.325 ( .72)
1.00 ( 1.34)
2.12 ( 1 .58)
4.94 ( 3.69)
1020.42 ( 760.92)
14.58 ( 10.87)
.325 ( .534)
2 3
LANF LAF
300.0 305.0
82.35 ( 2907.9) 82.36 ( 2908.2)
9.12 (321.9) 9.12 (321.9)
.03 ( .99) .03 ( .99)
.05 ( 1.71) .05 ( 1.71)
457.7 (16163.) 465.4 (16433.)
33.5/21/ 17. 47.8/21/ 24.
12. 7/ I/ 6. 13.0/ 17 7.
16.5/13/ 15. 27.0/tV 25.
. 3/13/ 0. *%tA?f 0»
58.97127 .24 64.0fh7; .if.
iM7t27 .04 ffftm/ .64
78*87 I/ 23. 66.87 2/, 67.
'«$/ I/ Oi i47t27 0.
55.98 23.55
It. 18.
14. 24.
.20 .52
23.3 66.4
2.78 4.75
7.67 12.94
1659.3 4465.2
20.37 59.11
.528 ( 1.16) 1.414 ( 3.12)
1.82 ( 2.44) 5.53 ( 7.42)
1.53 ( 1.14) .86 ( .64)
4.22 ( 3.14) 2.34 ( 1.74)
911.96 ( 680.05) 806.99 ( 601.77)
11.19 ( 8.35) 10.68 ( 7.97)
.290 ( .477) .256 ( .420)
4
NYNF
298.0
82.34 ( 2907.4)
9.12 (321.9)
.03 ( .99)
.05 ( 1.71)
454.6 (16052.)
31.3/217- 16.
§'
-------
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 737.11 MM HG(29.02 IN HG)
DRY BULB TEMP. 24.4 DEG C(76.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
TABLE A-12. ENGINE EMISSION RESULTS
H-TRANS.
TEST N0.1 RUN5
DATE 3/12/84
TIME
DYNO NO. 1
PROJECT NO. 03-7338-004
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO2 MASS 6RAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.35 ( 12.54)
1.34 ( 1.00)
3.09 ( 2.31)
845. ( 630.)
11.08 ( 8.26)
DIESEL EM-528-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-52. PCT , CVS-52. PCT
ABSOLUTE HUMIDITY 10.2 GM/KG( 71.3 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.05 ( 2897.4)
9.11 (321.7)
.03 ( .99)
.05 ( 1 .71 )
450.1 ( 15894.)
31.2/21/ 16.
13. 5/ I/ 7.
10.8/13/ 10.
.2/13/ 0.
75.1/13/ .15
22.1/13/ .04
54. O/ I/ 16.
.9/ I/ 0.
85.15
9.
9.
.11
15.8
2.32
; ';-,4.tr
944.1
13.60
.301 ( .66)
1.00 ( 1.34)
2.32 ( 1.73)
4.93 ( 3.67)
944.86 ( 704.58)
13.61 ( 10.15)
.302 ( .496)
2 3
LANF LAF
300.0 305.0
82.05 ( 2897.1) 82.06 ( 2897.4)
9.11 (321.7) 9.11 (321.7)
.03 ( .99) .03 ( .99)
.05 ( 1 .71) .05 ( 1 .71)
456.2 (16108.) 463.8 (16378.)
36.3/21/ 18. 49.6/21/ 25.
13. 6/ I/ 7. 13. 4/ I/ 7.
15.8/13/ 14. 25.7/13/ 24.
.4/13/ 0. .2/13/ 0.
57.7/12/ .23 65. 9/1 I/ .56
12.2/12/ .04 7. 0/1 I/ .04
75. 4/ I/ 22. 65. 5/ 2/ 66.
1.2/ I/ 0. .3/ 2/ 0.
57.33 23.60
11. 18.
14. 23.
.19 .52
22.1 65.2
3.02 >'-'. 4.92
• 7*2?-'*-;' -" -1-2.26
1585.2&* 4440.0
19.2C 57.84 .
.509 1.1 I) 1.406 3.10)
1.80- 2.42) 5.55 7.44)
1.67 1.25) .89 .66)
4.03 3.00) 2.21 1.69)
878.45 655.06) 800.29 596.78)
10.67 7.96) 10.43 7.77)
.280 .460) .253 .417)
4
NYNF
298.0
82.18 ( 2901.6)
9.11 (321.7)
.03 ( .99)
.05 ( 1.71)
453.8 (16023.)
30.0/21/ 15.
12. 4/ I/ 6.
9.7/13/ 9.
.1/13/ 0.
73.5/13/ .15
21.4/13/ .04
50. 4/ I/ 15.
.5/ I/ 0.
87.35
9.
9.
.11
14.8
2.32
4.49
931.5
12.88
.297 .66)
1.00 1.34)
2.32 1.73)
4.30 3.35)
932.18 695.12)
12.89 ( 9.61)
.297 { .489)
PARTI CULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTI CULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
9.01
.96 ( .72)
3.59 ( 1.63)
97.9
BSFC KG/KW HR (LB/HP HR) .268 ( .441)
-------
TABLE A-13. ENGINE EMISSION RESULTS
H-TRANS.
PROJECT MO. 03-7338-004
ENGINE NO.t
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. tl
BAROMETER 737.36 MM HG(29.03 IN HG)
DRY BULB TEMP. 23.9 DEG CC75.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
>
l
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RAN6E/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.35 ( 12.54)
1.37 ( 1.02)
3.22 ( 2.40)
870. ( 649.)
11.48 ( 8.56)
TEST N0.1 RUN6
DATE 3/12/84
TIME
DYNO NO. 1
RELATIVE HUMIDITY
ABSOLUTE HUMIDITY
1
NYNF
296.0
82.47 ( 2911 .9)
9.12 (321.9)
.03 ( .99)
.05 ( 1 .71 )
452.2 ( 15967.)
33.3/21/ 17.
14. 8/ I/ 7.
I1.0/13/ 10.
.1/13/ 0.
75. 3/1 3/ .16
21. 4/1 3/ .04
53. O/ I/ 16.
.6/ I/ 0.
84.83
9.
to.
.12
15.6
2.43
5.09
963.8
13.48
.308 ( .68)
1.00 ( 1.34)
2.43 ( 1.81 )
5.09 ( 3.80)
964.49 ( 719.22)
13.49 ( 10.06)
.308 ( .506)
DIESEL EM-528-F
BAG CART NO. 1
, ENGINE-51. PCT , CVS-50. PCT
9.7 GM/KG( 68.2 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
2 3
LANF LAF
300.0 305.0
82.45 ( 2911.3) 82.46 ( 2911.6)
9.12 (321.9) 9.12 (321.9)
.03 ( .99) .03 ( .99)
.05 ( 1.71) .05 (1.71)
458.2 (16180.) 465.9 (16451.)
37.7/21/ 19. 50.0/2I/ 25.
14. 8/ I/ 7. I3.5/ I/ 7.
16.6/13/ 15. 26.3/1 3/ 24.
.4/13/ 0. .3/13/ 0.
59. 0/1 2/ .24 66.6/1 1/ .57
II.7/12/ .04 6.8/1 t/ .04
78.9/ I/ 23. 67.8/ 2/ 68.
.8/ I/ 0. .2/ 2/ 0.
55.81 23.26
12. 19.
14. 23.
.20 .53
23.2 67.6
3.06 4.99
7.69 12.57
1659.3 4540.8
20.36 60.24
.528 ( 1.16) 1.438 ( 3.17)
1.80 ( 2.41) 5.56 ( 7.45)
1.70 ( 1.27) .90 ( .67)
4.28 ( 3.19) 2.26 ( 1.69)
923.28 ( 688.49) 817.37 ( 609.51)
11.33 ( 8.45) 10.84 ( 8.09)
.294 ( .483) .259 ( .425)
4
NYNF
298.0
82.43 ( 2910.8)
9.12 (321.9)
.03 ( .99)
.05 ( 1.71)
455.1 (16069.)
30.7/21/ 15.
13.0/ t/ 7.
io.3/ry 9.
.2/1 37 0.
7S.I/I3/ ,tS
21. 2/1 3/ .04
52.3/ I/ 16.
.9/ I/ 0.
85.19
9.
9.
.12
15.3
2.34
4.74
969.2
13.31
.309 ( .68)
1.00 ( 1.34)
2.34 ( 1.75)
4.75 ( 3.54)
969.92 ( 723.27)
13.32 ( 9.93)
.309 ( .509)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
9.04
.97 ( .72)
3.50 ( 1.59)
97.9
BSFC KG/KW HR (LB/HP HR) .276 ( .454)
-------
TABLE A-14. INDIVIDUAL HYDROCARBONS FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-528-F) DF-2
Individual HC from Test 1, Runs 1-3, 3/12/84
Hydrocarbon mg/test mg/kW-hr mg/kg fuel
Methane 490a 52 190
Ethylene 790 84 310
Ethane 12 1.3 5.0
Acetylene 79 8.5 31
Propane 0 0 0
Propylene 3ZO 34 130
Benzene 00 0
Toluene 000
Individual HC from Test 1. Runs 1-3, 3/12/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
85b
860
0
40
0
420
0
0
mg/kW-hr
9.1
92
0
4.3
0
44
0
0
mg/kg fuel
34
340
0
16
0
170
0
0
aMethane sample was 2.68 with background of 2.32 ppmC
^Methane sample was 2.71 with background of 2.68 ppmC
A-15
-------
TABLE A-15. ALDEHYDES FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON (EM-528-F) DF-2
Aldehydes from Test 1, Runs 1-3, 3/12/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyr aldehyde
& Methylethylketone
Benzaldehyde
Hexan aldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyr aldehyde
& Methylethylketone
Benzaldehyde
Hexan aldehyde
mg/test
510
360
190
160
8.7
0
78
0
32
from Test
mg/test
630
550
170
280
13
4.9
120
52
38
mg/kW-hr
54
39
20
17
0.93
0
8.4
0
3.4
mg/kg fuel
200
140
74
63
3.5
0
31
0
13
1, Runs 4-6, 3/12/84
mg/kW-hr
67
59
18
30
1.4
0.52
13
5.5
4.1
mg/kg fuel
250
215
66
110
5.1
1.9
48
20
15
A-16
-------
TABLE A-16. PHENOLS FROM HOT-START TRANSIENT OPERATION
OF THE IH DT-466B ON (EM-528-F) DF-2
Phenols from Test 1, Runs 1-3, 3/12/84
Phenol mg/test mg/kW-hr mg/kg fuel
Phenol 00 0
Salicylaldehyde 000
M- & P-cresol 000
Fivea 19 2.0 7.4
TNPPHb 000
TR235C 000
T2356d 000
Phenols from Test 1, Runs 4-6, 3/12/84
Sample Voided
^-ethylphenol, 2-isopropylphenol, Z,3-xylenol,
3,5-xylenol, 2,4,6-trimethylphenol
"2-n-propylphenol
G2,3,5-trimethylphenol
^2,3,5,6-tetramethylphenol
A-17
-------
TABLE A-17. SUMMARY OF TIA BY DOASa FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
(EM-528-F) DF-2
LCA LCO
Test No. Run No. ug/A TIAb yg/£ TIAC
1 1-3 6.78 0.98 1.23 1.09
1 4-6 7.45 1.01 2.73 1.44
aThese measurements were based on DOAS standard corresponding for use
of No. 2 diesel fuel. Samples were taken from dilute exhaust of
approximately 12:1 for the overall transient cycle.
bTIA based on liquid column aromatics (LCA) by:
TIA = 0.4 + 0.7 Iog10 (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO), (TIA by LCO perferred)
A-18
-------
TABLE A-is. FEDERAL SMOKE TEST TRACE EVALUATION
-L>-T-446>B Test No. _ /
Date; 3//3/X*/
Enalne S/N: fr^ iS*^*«i**^/
/J
ft-
/'$•""
Total Smoke %
/^,£>
//. 3
y/.^
A&
/4.3
//. •f
//. £>
//.5
/t.o
/0.4
//.S'
//,$"
//. V
/^f /.
/ 5 4 ' (>
1
Factor (a) = /£•?• ^= /5--S"
1
2,
3
tf
f
6
7
t
^
/o
//
/Z-
/^
/<*
l^~
% — / /** «>
//. 5"
/JL.0
/3+3
/S.-D
is. a
fa.s .
19,0
/sio
lLO
/3,S"~
^ ^
K.3
v*.-/
A Ovtff4^ w
15
Peak
First Sequence Second Sequence
/
9*
•3
/
f
/o,%
/9.C*
/0>tf
/0.f
1.9
S2.^
rr 8.7 K
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
•2-
<2>
^/.D
Ig'.O
14,5
Total Smoke % 57. 3
Factor (c) . 1^3,1 = /
1
^
3
f h.
/9.o
(Z.O
/3-O
47, D
+C W&LU T»
/
^
_5
*r Mf 1
/7.0
/?,o
/3 ,^
4<:.
-------
APPENDIX B
RESULTS FROM OPERATION ON EM-586-F, GEOKINETICS
-------
TABLE B-l
7-MODE DIESEL EMISSION CYCLE
ENGINE: IH DT466B SHALE OIL : GEOKINETICS
TEST-02-Ol FUEL: EM-586-F PROJECT: 03-7338-004
BAROMETER: 29.15
DATE: 2/15/84
MODE
POWER ENGINE TORQUE POWER
SPEED OBS OBS
FUEL AIR INTAKE
FLOW FLOW HUMID
PCT COND / RPM LB-FT BMP LB/MIN LB/MIN GR/LB
I
2
3
4
5
6
7
2 INTER / 1800. 9. 3.0
50 INTER / 1800. 224. 76.8
100 INTER / 1800. 434. 148.8
IDLE / 700. 0. .0
100 RATED / 2600. 427. 211.5 1
50 RATED / 2600. 217. 107.5
2 RATED / 2600. 9. 4.3
.145 14.91
.495 17.02
.945 21.49
.040 5.73
.428 37.49
.790 28.35
.280 21.94
60.
29.
77. 1
76.
60.
76.
77.
NOX
CORR
FACT
.929
.887
.003
.959
.965
.985
.988
MEASURED
HC CO C02
PPM PPM
370. 628.
235. 267.
220. 1002.
500. 769.
200. 1016.
245. 244.
375. 453.
PCT
2.00
6.37
9.53
1.35
8.68
6.28
2.84
NOX
PPM
275.
840.
1200.
245.
1200.
740.
255.
CALCULATED
GRAMS / HOUR
HC
71.
52.
64.
37.
95.
88.
100.
CO
241.
114.
545.
116.
917.
169.
241.
NOX
160.
521.
1069.
58.
1705.
826.
219.
MODE
1
2
3
4
5
6
7
MODE
1
03 2
KJ 3
4
5
6
7
CALCULATED
GRAMS/LB-FUEL GRAMS/BHP-HR
HC CO NOX HC CO NOX
8.1527.71 18.40 23.6480.35 53.35
1.75 3.85 17.55 .68 1.49 6.79
1.12 9.62 18.86 .43 3.67 7.19
15.58 48.23 24.04 »*«»*»»»*»«« »»»»»«
1.11 10.70 19.89 .45 4.33 8.06
1.86 3.57 17.42 .82 1.58 7.68
5.98 14.36 13.04 23.19 55.67 50.54
F/A F/A
DRY
MEAS STOICH
. 0098 . 0698
.0292 .0698
.0445 .0698
.0071 .0698
. 0384 . 0698
.0282 .0698
.0129 .0698
"PHI"
.140
.418
.637
. 101
.550
.403
. 185
WET HC
CORR
FACT
.980
.948
.922
.985
.929
.946
.973
F/A F/A
PCT
CALC MEAS
. 0099 . 5
.0296 1.3
.0439 -1.2
.0070 -1.5
.0402 4.6
.0292 3.6
.0137 6.0
POWER
CORR
FACT
.015
.018
.030
.012
.072
.049
.029
BSFC
CORR
LB/HP-HR
2.856
.380
.370
«*«««
.378
.420
3.767
MODAL
WEIGHT
FACTOR
120
160
120
200
120
160
120
MODE
1
2
3
4
5
6
7
CYCLE COMPOSITE USING 7-MODE WEIGHT FACTORS
RSHC = .944 GRAM/BHP-HR
BSCO = 4.102 GRAM/BHP-HR
BSNOX = 8.227 GRAM/BHP-HR
BSHC + BSNOX = 9.171 GRAM/BHP-HR
CORR. BSFC - = .428 LBS/BHP-HR
-------
TABLE B-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 7-MODE TESTING ON
(EM-586-F) GEOKINETICS CRUDE SHALE OIL
Test
Mode
No.
1
2
3
4
5
6
7
Temp.a
°F
195
2ZO
195
211
187
207
196
Fuel
Press. D Injector Temp.c Temp.
psi
42
36.0
60
35.5
50
60
60
°F
226
216
217
216
226
222
220
°F
91.5
91
91
95
90
93
90
Inlet Air
Restrict.
in. H?0
5.4
6.6
9.9
1.2
26.5
16.1
10.1
Exhaust
Boost
psi
0.7
3.2
9.5
0.1
17.8
7.5
1.6
Temp.
°F
385
732
1034
344
1084
802
482
B.P.
in. Hg
0.2
0.3
0.6
0.05
2.1
0.95
0.4
Oil
Temp.
°F
d
d
d
d
d
d
d
Press.
psi
49
47
44.5
19.5
48
51
52
aMeasured at fuel inlet to pump
"Measured after secondary filter
cMeasured approximately 2 inches upstream of injector No. 1
dNo data
-------
TABLE B-3
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
ENGINE: IHC 466T SHALE OIL: GEOKINETICS H/C 1.69 BAROMETER: 28.69
TEST-03-01 FUEL: EM-586-F PROJECT: 03-7338-004 DATE: 3/26/84
MODE
1
2
3
4
5
6
7
8
9
10
11
12
03 13
I
POWER
ENGINE TORQUE POWER FUEL AIR INTAKE NOX
SPEED OBS OBS FLOW FLOW HUMID CORR
PCT
2
25
50
75
100
100
75
50
25
2
COND
IDLE
INTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM LB-FT BMP LB/MIN LB/MIN GR/LB FACT
/ 609. 0. .0 .033 4.73 52. .918
/ 1800. 8. 2.7 .167 14.95 52. .933
/ 1800. 100. 34.3 .285 15.47 52. .939
/ 1800. 201. 68.9 .447 16.70 52. .943
/ 1800. 301. 103.2 .733 19.08 52. .955
/ 1800. 398. 136.4 1.000 21.65 52. .961
/ 610. 0. .0 .033 4.73 52. .911
/ 2600. 396. 196.0 1.428 35.80 49. .948
/ 2600. 302. 149.5 1.140 32.21 49. .943
/ 2600. 200. 99.0 .767 28.25 49. .934
/ 2600. 100. 49.5 .510 24.38 49. .927
/ 2600. 8. 4.0 .303 22.35 55. .940
/ 600. 0. .0 .033 4.64 55. .927
HC
PPM
335.
368.
300.
253.
210.
210.
255.
180.
160.
160.
165.
275.
440.
MEASURED
CO
PPM
769.
629.
493.
304.
158.
517.
604.
692.
327.
213.
327.
517.
1007.
C02 NOX
PCT PPM
1
2
4
6
7
9
1
8
7
5
4
2
1
.52 320.
.14 245.
.04 480.
.27 770.
.79 1050.
.21 1138.
.43 310.
.48 1075.
.32 900.
.94 660.
.45 440.
.83 230.
.43 205.
CA LCULATED
GRAMS /
HC
19.
76.
59.
51.
57.
67.
15.
88.
72.
59.
53.
80.
26.
CO
87.
260.
189.
119.
82.
309.
74.
641.
281.
152.
206.
299.
118.
HOUR
NOX
54.
154.
283.
465.
852.
1068.
56.
1541.
1190.
717.
419.
204.
36.
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
*» - — —————— —
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CALCULATED F/A F/A WET HC
GRAMS/LB-FUEL GRAMS/BHP-HR DRY "PHI" CORR
HC
9.47
7.61
3.42
1.92
1.30
1.11
7.74
1.02
1.05
1.28
1.73
4.40
12.86
CO
43.66
26.00
11.08
4.45
1.87
5.16
36.89
7.48
4.11
3.30
6.73
16.45
59.20
NOX HC CO NOX MEAS STOICH FACT
27.22 *»•»*»•»»«»» »»»»«» .0071 .0698 .102 .984
15.42 27.74 94.82 56.22 .0112 .0698 .161 .980
16.52 1.71 5.53 8.24 .0186 .0698 .266 .964
17.35 .75 1.73 6.75 .0269 .0698 .386 .947
19.35 .55 .80 8.25 .0387 .0698 .555 .936
17.80 .49 2.27 7.83 .0465 .0698 .667 .925
28.14 «**»»«»»*»»« »»««»» .0071 .0698 .102 .985
17.98 .45 3.27 7.86 .0402 .0698 .576 .931
17.40 .48 1.88 7.96 .0356 .0698 .511 .940
15.59 .59 1.53 7.24 .0273 .0698 .392 .950
13.70 1.07 4.16 8.47 .0211 .0698 .302 .961
11.23 20.23 75.61 51.61 .0137 .0698 .196 .974
18.24 *******»**»***»*«» .0072 .0698 .104 .985
F/A
CALC
.0077
.0105
.0192
.0292
.0359
.0423
.0071
.0392
.0339
.0276
.0209
.0136
.0074
F/A
PCT
MEAS
8.2
-6.3
3.4
8.4
-7.3
-9.0
.6
-2.5
-5.0
1.0
-.7
-.4
2.5
POWER
CORR
FACT
1.016
1.024
1.025
1.028
1.030
1.036
1.019
1.084
1.069
1.056
1.046
1.039
1.016
BSFC
CORR
LB/HP-HR
»*»««
3.563
.487
.378
.414
.425
«***«
.403
.428
.440
.591
4.422
*»***
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CYCLE COMPOSITE USING 13-MODE WEIGHT FACTORS
Dcur _______ - flA1? ftRAM /RHP—MR
ocuny ______ - n ^in RRAM/RMP-HR
BSHC + BSNOX * 9. 161 GRAM/BHP-HR
CORR. BSFC - = .463 LBS/BHP-HR
-------
TABLE B-4. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE TESTING ON
(EM-586-F) GEOKINETICS CRUDE SHALE OIL
w
i
Ul
Test
Mode
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
Temp.a
°F
191
173
169
179
194
206
224
182
210
213
210
202
192
Fuel
Press.0
psi
31.0
44.5
44.5
44.0
42.0
42.0
30.0
44.5
52.0
52.0
57.0
51.0
30.0
Injector Temp.c
op
222
226
228
231
230
223
222
225
222
—
—
—
"~
Temp.
OF
87
84
84
85
84
84
89
87
87
86
86
85
87
Inlet Air
Restrict.
in. H20
1.0
5.5
5.8
6.7
7.9
9.9
1.0
Z5.3
20.2
16.1
12.5
10.5
1.0
Exhaust
Boost
psi
0
0.6
1.3
3.1
5.2
8.7
0
15.7
11.6
7.4
3.9
1.8
0
Temp.
°F
342
355
498
686
829
981
431
1054
947
827
674
513
321
B.P.
in. Hg
0
0.15
0.2
0.3
0.4
0.6
0
2.4
1.7
1.2
0.8
0.55
0
aMeasured at fuel inlet to pump
^Measured after secondary filter
CMeasured approximately 2 inches upstream of injector No. 1
dNo Data
Temp.
°F
196
198
201
207
210
214
200
219
229
227
223
216
202
Press.
psi
d
d
d
d
d
d
d
d
d
d
d
d
d
-------
TABLE B-5. REGULATED EMISSIONS SUMMARY FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B
ON (EM-586-F) GEOKINETICS
Cycle BSFC Cycle Worka
Transient Emissions. g/kW-hr (g/hp-hr) kg/kW-hr kW-hr
HC CO NO, Part. (Ib/hp-hr) (hp-hr)
2.20 4.53 10.53 2.16 0.275 9.24
(1.64) (3.38) (7.85) (1.61) (0.452) (12.39)
2.16 4.47 10.62 2.01 0.273 9.24
(1.61) (3.33) (7.92) (1.50) (0.449) (12.39)
aAll runs met statisticla criteria
B-6
-------
TABLE B-6.
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
ENGINE NO.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 735.33 MM HG(28.95 IN HG)
DRY BULB TEMP. 24.4 DEC C(76.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
CO2 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO2 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR 'G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.24 ( 12.39)
2.20 ( 1.64)
4.53 ( 3.38)
842. ( 628.)
10.53 ( 7.85)
.275 ( .452)
TEST NO.3
DATE 3/23/84
TIME
DYNO NO. 1
RUN1
DIESEL EM-586-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-47. PCT
ABSOLUTE HUMIDITY 11.5 GM/KG( 80.7 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.08 ( 2898.2)
8.62 (304.3)
.02 ( .58)
.03 ( 1.22)
447.7 ( 15808. )
30.2/22/ 30.
6.7/ 2/ 7.
24.2/13/ 22.
1.0/13/ 1.
74.5/13/ .15
22.8/13/ .04
46. I/ I/ 14.
1.3/ I/ 0.
84.49
24.
21.
.11
13.3
6.08
10.86
916. 1
11*41
.305 ( .67)
.99 ( 1.33)
6.13 ( 4.57)
10.95 ( 8.16)
923.65 ( 688.76)
11.51 ( 8.58)
.308 ( .506)
2 3
LANF LAF
300.0 305.0
82.07 ( 2897.9) 82.08 ( 2898.2)
8.62 (304.3) 8.62 (304.3)
.02 ( .58) .02 ( .58)
.03 ( 1.22) .03 ( 1.22)
453.7 (16020.) 461.3 (16289.)
22. 5/22/ 22. 29.S/22/ 30.
7.0/ 2/ 7. 7.0/ 2/ 7.
23.3/13/ 21. 27.3/13/ 25.
1.3/13/ 1. 1.2/13/ 1.
59.6/12/ .24 65.4/11/ .55
12.3/12/ .04 7. 1/11/ .04
75. 9/ I/ 23. 62. 4/ 2/ 62.
1.3/ I/ 0. ,6/ 2/ 1.
54.93 24.15
16. 23.
20. 23.
.20 .51
22.2 61.8
4.08 6.14
10^*1, ... , • 12.54
l|J4».ft;r 4J10.6
"1 9»-J6> r 4 * ~* :• J4i94 " ' '
.539 ( 1.'19) 1.595 ( 5.08)
1.78 ( 2.39) 5.4? f 7.34)
2.29 t 1.71) 1.12 ( .84)
5.84 f 4.56) 2.29 ( 1.71)
925.57 ( 690.20) 787.55 ( 587.28)
10.81 ( 8.06) 9.96 ( 7.43)
.302 ( .497) .255 ( .419)
4
NYNF
298.0
82.04 ( 2896.7)
8.62 (304.3)
.02 ( .58)
.03 ( 1.22)
450.5 (15907. )
22. 7/22/ 23.
7.3/ 2/ 7.
18.2/13/ 17.
1.1/13/ 1.
73. 7/13/ .15
22.8/13/ .04
48.7/ I/ 14.
1.8/ I/ 1.
86.22
15.
15.
.11
14.0
4.03
8.01
906.1
12.03
.299 ( .66)
.99 ( 1.33)
4.06 3.03)
8.08 6.02)
913.59 681.27)
12.13 9.04)
.301 .495)
PARTI CULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTI CULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
S/KG FUEL (G/LB FUEL)
FILTER EFF. .
19.98
2.16 ( 1.61)
7.87 ( 3.57)
93.9
-------
TABLE B-7.
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT MO. 03-7330-004
ENGINE NO.
ENGINE MODEL 0 IHC OT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 735.08 MM HG(28.94 IN HG)
DRY BULB TEMP. 24.4 DEG C(76.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
03
I
00
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.23 ( 12.38)
2.16 ( 1.61)
4.47 ( 3.33)
838. ( 625.)
10.62 ( 7.92)
TEST NO.3
DATE 3/23/84
TIME
DYNO NO. 1
RUN2
DIESEL EM-586-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-47. PCT
ABSOLUTE HUMIDITY 11.5 GM/KG( 80.7 GRAINS/LB) NOX HUMIDITY C.F. t.OOOO
1
NYNF
296.0
82.35 ( 2907.8)
8.57 (302.6)
.02 ( .59)
.03 ( 1.22)
448.8 ( 15847.)
2
LANF
300.0
82.35 ( 2907.9)
8.57 (302.6)
.02 ( .59)
.03 ( 1.22)
454.9 (16061.)
3
LAP
305.0
81.97 ( 2894.4)
8.57 (302.6)
.02 ( .59)
.03 ( 1.22)
460.5 (16261.)
4
NYNF
298.0
82.33 ( 2907.0)
8.57 (302.6)
.02 ( .59)
.03 ( 1.22)
451.7 (15950.)
27.0/22/ 27.
7.0/ 2/ 7.
22.8/13/ 21.
.5/13/ 0.
74.0/13/ .15
22.6/13/ .04
47.9/ I/ 14.
1.4/ I/ 0.
85.37
20.
20.
.11
13.8
5.18
10.44
911.7
23. 1/22/ 23. 30.8/22/
7.0/ 2/ 7. 7.0/ 2/
23.3/13/ 21. 27.2/13/
1.3/13/ 1. 1.4/13/
58.1/12/ .23 65.6/1 1/
12.6/12/ .04 7. 3/1 1/
73.8/ I/ 22. 63. I/ 2/
1.4/ I/ 0. ,6/ 2/
56.58 24.04
16. 24.
20. 23.
.19 .51
21.5 62.5
4.26 6.39
10.44 12.38
1585.0 4313.3
11.88
5
10
303 (
.99 (
.23 (
.53 (
919.29 (
1 1
•
.98 (
305 (
.67)
1.33)
3.90)
7.85)
685.52)
8.93)
.502)
•
1
2
5
889
10
*
18.74
518 (
.78 (
.39 (
.86 (
.32 (
.52 (
291 (
PARTI CULATE RESULTS
1
2
1
4
663
7
•
55.06
.14) 1.396 (
.39) 5.47 {
.78) 1.17 (
.37) 2.27 (
31.
7.
25.
1.
.55
.04
63.
1.
3
7
1
.17) 789.12 ( 588
.84) 10.07 (
478) .255 (
7
•
.08)
.33)
.87)
.69)
.45)
.51)
420)
22.7/22/ 23.
7.0/ 2/ 7.
18.1/13/ 16.
1.1/13/ 1.
74.1/13/ .15
22. 1/13/ .04
49. 5/ I/ 15.
1.5/ I/ 0.
85.71
16.
15.
.11
14.3
4.11
7.99
927.7
12
.306
.99
4.15
8.05
935.42
12.44
.308
.34
( *
( 1.
( 3.
( 6.
( 697.
( 9.
67)
33)
09)
00)
54)
28)
( .507)
, TOTAL FOR 4 BAGS
90MM PARTI CULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB
FILTER EFF.
FUEL)
18.
2.01 (
7.35 (
97.
54
1.50)
3.33)
1
BSFC KG/KW HR (LB/HP HR) .273 ( .449)
-------
TABLE B-8. INDIVIDUAL HYDROCARBONS FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-586-F) GEOKINETICS CRUDE SHALE OIL
Individual HC from Test 3, Run 1, 3/23/84
Hydrocarbon mg/test mg/kW-hr nag/kg fuel
Methane 130 14 51
Ethylene 1300 140 500
Ethane 13 1.4 5.0
Acetylene 49 5.3 19
Propane 00 0
Propylene 500 54 200
Benzene 00 0
Toluene 00 0
Individual HC from Test 3, Run 2. 3/23/84
Hydrocarbon mg/test mg/kW-hr nag/kg fuel
Methane 100 11 41
Ethylene 1200 130 480
Ethane 12 1.3 4.9
Acetylene 49 5.3 19
Propane 0 0 0
Propylene 520 56 200
Benzene 00 0
Toluene 00 0
B-9
-------
TABLE B-9. ALDEHYDES FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON (EM-586-F) GEOKINETICS CRUDE SHALE OIL
Aldehydes from Test 3, Run 1, 3/23/84
Aldehyde mg/test mg/kW-hr mg/kg fuel
Formaldehyde 1100 120 430
Acetaldehyde 930 100 370
Acrolein 390 42 150
Acetone 560 61 220
Propionaldehyde 00 0
Crotonaldehyde 200 22 79
Isobutyraldehyde
& Methylethylketone 170 18 66
Benzaldehyde 120 13 47
Hexanaldehyde 130 15 53
Aldehydes from Test 3, Run 2, 3/23/84
Aldehyde mg/test mg/kW-hr mg/kg fuel
Formaldehyde 1100 120 450
Acetaldehyde 950 100 380
Acrolein 450 49 180
Acetone 440 48 170
Propionaldehyde 250 27 100
Crotonaldehyde 130 14 51
Isobutyraldehyde
& Methylethylketone 78 8.4 31
Benzaldehyde 120 13 48
Hexanaldehyde 140 15 54
B-10
-------
TABLE B-10. PHENOLS FROM HOT-START TRANSIENT OPERATION
OF THE IH DT-466B ON (EM-586-F) GEOKINETICS CRUDE SHALE OIL
Phenols from Test 3, Run 1, 3/Z3/84
Phenol mg/test mg/kW-hr nag/kg fuel
Phenol 000
Salicylaldehyde 000
M- & P-cresol 000
Fivea 190 20 75
TNPPHb 000
TR235C 54 5.8 21
T2356d 000
Phenols from Test 3, Run 2, 3/23/84
No Phenols above background levels
ap-ethylphenol, 2-isopropylphenol, 2,3-xylenol|
3,5-xylenol, 2,4,6-trimethylphenol
^2-n-propylphenol
c2,3,5-trimethylphenol
d2,3,5,6-tetramethylphenol
B-ll
-------
TABLE B-ll. SUMMARY OF TIA BY DOASa FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
(EM-586-F) GEOKINETICS CRUDE SHALE OILS
LCA LCO
Test No. Run No. yg/& TIAb yg/1,
2Z.71 1.35 19.99
21.20 1.33 21.63 2.34
aThese measurements were based on DOAS standard corresponding for use
of No. 2 diesel fuel. Samples were taken from dilute exhaust of
approximately 12:1 for the overall transient cycle.
bTIA based on liquid column aromatic* (LCA) by:
TIA = 0.4 + 0.7 Iog10 (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO), (TIA by LCO perf erred)
B-12
-------
e*> 6i( - * TABLE B-12. FEDERAL SMOKE TEST TRACE EVALUATION
Engine Model: 3^tt ^Crf^ 446B Ttet No* 3
Enalne S/N: fae/i &M~ f#4> -F Run Mo. / Evil . 8V: VfT OTL^
Ace ele ration*
0ls*r+<*t K*^: /tffc &+r^4n ZM/ i*. Mj
First Sequence Second Sequence Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No* Smoke %
1
SL
3
4
£~
&.
7
/
7
/P
//
IJU
/J
/^
if
Total Smoke %
^l.-o
4.0.0
is. I
I&-O
9,8
//.S"
i4,?
£O.O
la,^
J.Z
H>2~>
/3.0
to. o
t>?
7,$
J-/4.7
Factor (a) = f3L S*"* -2^,
A
2;
... 3- .
*
<~
e,
7
x
q
/o
//
/z.
13
Iff
if
1 7
fr.O
Lo.o
43.0
JL.o
Al.f
£.l,f .
ib.f
3S".O
lf.0
1 3..O
/f.o
13.0
fo.f
/O.2.
/O.D
3S-I.SU
45
Lugging
First Sequence Second Sequence
\
±
s
•f.
<•
^
7
/
«
10
II
r>
/j
//
tif
3(».*>
fo.o
¥a,f
*?• 5^
7.-3
Total Smoke % 3^. /
Factor (b) » ^. / = (
i
3*
3
j.
g'
'3%
£,f
r.r
f.j?
S^3
&,D
At. 4
15
Peak
First Sequence Second Sequence
/
£,
3
4.
g*~
/„.£>
f'ttlmJ
t^O
5". 5"
5". ^
JO. ^
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
3*
<3
37.0
3JD.O
<£o,D
(
«2
>3
ioO.O
4-3.0
VD.O
/
^
ja,
70.0
4-3 C"
3b. O
Total Smoke % ff.O /
-------
APPENDIX C
RESULTS FROM OPERATION ON EM-584-F, SUPERIOR
-------
o
TABLE C-l
7-MODE DIESEL EMISSION CYCLE
ENGINE: IH DT466B SHALE OIL : SUPERIOR BAROMETER: 29.10
- --03-01 FUEL: EM-584-F PROJECT: 03-7338-004 DATE: 2/22/84
MODE
1
2
3
4
5
6
7
POWER
PCT
2
50
100
too
50
2
ENGINE
SPEED
COND
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
/ RPM
/ 1800
/ 1800
/ 1800
/ 700
/ 2600
/ 2600
/ 2600
TORQUE POWER FUEL AIR
OBS OBS FLOW FLOW
LB-FT BHP LB/MIN LB/MIN
11. 3.6 .162 14.93
222. 76.2 .495 17.04
420. 144.0 .945 20.74
0. .0 .040 5.72
392. 194.1 1.428 34.96
215. 106.6 .790 27.20
7. 3.5 .297 22.00
INTAKE NOX
HUMID CORR
GR/LB FACT
26
26
26
24
23
24
26
.845
.884
.919
.818
.902
.876
.845
MEASURED
HC CO C02 NOX
PPM PPM
900. 1257.
240. 388.
280. 1043.
1000. 1302.
235. 1016.
300. 310.
850. 832.
PCT PPM
2.15 285.
6.71 885.
9.64 1260.
1.35 195.
8.48 1020.
6.62 740.
2.95 330.
CA LCULATEO
GRAMS / HOUR
HC CO
170. 481.
50. 159.
79. 565.
70. 184.
113. 945.
102. 205.
225. 443.
NOX
150.
522.
1024.
37.
1396.
701.
242.
MODE
1
2
3
4
5
6
7
CALCULATED F/A F/A
MODE
1
2
3
4
5
6
7
GRAMS/LB-FUEL
HC
17.57
1.69
1.40
29.04
1.32
2.15
12.67
CO
49.57
5.35
9.96
76.86
11.02
4.33
24.89
NOX
15.50
17.59
18.05
15.37
16.29
14.78
13.61
GRAMS/BHP-HR DRY
WET HC
»PH I " CORR
HC CO NOX MEAS STOICH
47.34133.57 41.76 .0109 .0706
.66 2.08 6.86 .0292 .0706
.55 3.92 7.11 .0457 .0706
*»**»»«««»«« ****»» .0070 .0706
.58 4.87 7.19 .0410 .0706
.95 1.93 6.57 .0291 .0706
65.04127.82 69.90 .0135 .0706
CYCLE COMPOSITE USING
a cur- _______ = |
RCMflV ______ - 7
BSHC + 8SNOX = 9.
CORR. BSFC - =
FACT
.154 .981
.413 .948
.648 .928
.099 .988
.581 .936
.413 .949
.192 .976
F/A F/A
PCT
CALC MEAS
.0110 1.6
.0310 6.3
.0442 -3.2
.0074 5.5
.0391 -4.5
.0306 5.0
.0145 7.1
POWER
CORR
FACT
.017
.019
.027
.013
.073
.033
.030
BSFC
CORR
LB/HP-HR
2.651
.383
.383
****»
.412
.431
4.986
MODAL
WEIGHT
FACTOR
. 120
. 160
. 120
.200
. 120
.160
. 120
MODE
1
2
3
4
5
6
7
7-MODE WEIGHT FACTORS
541
•**T 1
478
649
190
451
ftRA M /RHP-HR
onn PI/ Dnr nr\
GRAM/BHP-HR
GRAM/BHP-HR
GRAM/BHP-HR
LBS/BHP-HR
-------
TABLE C-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 7-MODE TESTING ON
(EM-584-F) SUPERIOR CRUDE SHALE OIL
Test
Mode
No.
1
2
3
4
5
6
7
Fuel
Temp.a
°F
263
260
254
244
276
265
280
Press.0
psi
60
60
60
59
70
70
60
Injector Temp.c
°F
299
305
300
290
297
292
315
Temp.
°F
90
89
90
95
92
92
92
Inlet Air
Restrict.
in. H?.0
5.3
6.7
9-2
1.2
24.5
15.4
10.3
Exhaust
Boost
psi
0.7
3.3
8.2
0
16.0
6.8
1.8
Temp.
°F
448
764
933
345
1081
849
548
B.P.
in. Hg
0.6
1.0
1.7
0.1
2.6
2.8
1.35
Oil
Temp.
op
d
d
d
d
d
d
d
Press.
psi
d
d
d
d
d
d
d
aMeasured at fuel inlet to pump
^Measured after secondary filter
GMeasured approximately 2 inches upstream of injector No. 1
dNo data
-------
TABLE C-3
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
ENGINE: IHC DT466B SHALE OIL: SUPERIOR H/C RATIO 1.58 BAROMETER 29.28
TEST-02-01 FUEL: EM-584-F PROJECT: 03-7338-004 DATE: 3/20/84
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
POWER
PCT
2
25
50
75
100
100
75
50
25
2
ENGINE TORQUE POWER FUEL AIR INTAKE NOX
SPEED OBS OBS FLOW FLOW HUMID CORR
COND
IDLE
INTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM LB-FT BHP LB/MIN LB/MIN GR/LB FACT
/ 630. 0. .0 .050 5.13 57. .975
/ 1800. 9. 3.1 .153 15.42 57. .983
/ 1800. 101. 34.6 .292 15.87 34. .918
/ 1800. 200. 68.5 .455 17.21 43. .937
/ 1800. 301. 103.2 .600 19.41 43. .939
/ 1800. 396. 135.7 .815 21.57 40. .937
/ 626. 0. .0 .050 5.02 40. .906
/ 2600. 378. 187.1 1.290 36.64 39. .931
/ 2600. 300. 148.5 1.068 32.99 38. .927
/ 2600. 200. 99.0 .780 29.15 38. .924
/ 2600. 101. 50.0 .510 25.46 40. .923
/ 2600. 8. 4.0 .303 23.33 40. .921
/ 608. 0. .0 .050 4.90 40. .913
HC
PPM
438.
610.
320.
238.
215.
220.
440.
185.
180.
158.
175.
375.
560.
MEASURED
CO
PPM
1411.
1 199.
692.
409.
373.
718.
1255.
730.
481.
373.
579.
926.
1484.
CO 2
PCT
1.34
2. 19
4.17
5.94
6.70
9. 10
1.34
8.18
7.14
5.94
NOX
PPM
210.
280.
560.
770.
975.
1075.
215.
975.
838.
640.
4.45 470.
2.94
1.43
290.
190.
CALCULATED
GRAMS /
HC
40.
110.
62.
51.
55.
57.
40.
84.
77.
59.
56.
103.
47.
CO
259.
434.
265.
174.
185.
356.
233.
638.
399.
272.
365.
512.
254.
HOUR
NOX
61.
163.
321.
500.
743.
816.
59.
1293.
1052.
704.
447.
241.
48.
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
O
^MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CALCULATED F/A F/A WET HC
F/A
GRAMS/LB-FUEL GRAMS/BHP-HR DRY "PHI" CORR
HC
13.20
11.91
3.52
.89
.52
. 17
13.38
.08
.20
1.25
1.82
5.68
15.74
CO
86.35
47. 19
15. 12
6.36
5. 15
7.29
77.59
8.24
6.23
5.81
11.94
28. 15
84.73
NOX HC CO NOX MEAS STOICH FACT
20.44 *»*»***»»**»»*»»»» .0098 .0706 .139 .987
17.67 35.52140.75 52.71 .0100 .0706 .142 .979
18.33 1.78 7.64 9.27 .0185 .0706 .262 .966
18.30 .75 2.53 7.29 .0266 .0706 .377 .953
20.63 .53 1.80 7.20 .0311 .0706 .441 .948
16.68 .42 2.63 6.01 .0380 .0706 .538 .931
19.64 *«*»*****»*«****** .0100 .0706 .142 .988
16.71 .45 3.41 6.91 .0354 .0706 .502 .937
16.42 .52 2.69 7.09 .0326 .0706 .461 .945
15.03 .59 2.75 7.11 .0269 .0706 .381 .953.
14.60 1.11 7.31 8.94 .0201 .0706 .285 .964
13.25 26.11129.37 60.91 .0131 .0706 .185 .975
16. 16 »«**»»»*»**«*»«»** .0103 .0706 .145 .987
CALC
.0071
.0111
.0198
.0276
.0309
.0417
.0071
.0377
.0329
.0275
.0209
.0143
.0076
F/A
PCT
MEAS
-27.5
10.3
6.9
3.7
-.5
9.8
-29.6
6.4
1.1
2.3
3.7
9.1
-25.4
POWER
CORR
FACT
.983
.991
.992
.997
1.001
1.006
.989
1.050
1.038
1.024
1.016
1.010
.987
BSFC
CORR
LB/HP-HR
*****
3.009
.510
.400
.349
.358
*****
.394
.416
.461
.602
4.551
*****
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CYCLE COMPOSITE USING 13-MODE WEIGHT FACTORS
D CUf O.QT r*OAU /DUD UD
BSHC + BSNOX = 8.683 GRAM/BHP-HR
CORR. BSFC - = .450 LBS/BHP-HR
-------
TABLE C-4. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE TESTING ON
(EM-584-F) SUPERIOR CRUDE SHALE OIL
n
i
Ul
Test
Mode
No.
1
Z
3
4
5
6
7
8
9
10
11
1Z
13
Temp.a
°F
ZZ3
ZOZ
Z34
Z70
Z93
304
Z80
Z96
300
280
259
253
237
Fuel
Press.13
psi
35.0
43.0
48.5
50.0
50.0
48.5
35.0
55.0
56.0
56.0
55.0
56.0
26.0
Injector Temp.c
°F
294
293
291
291
291
Z91
291
291
291
Z90
Z89
Z89
Z89
Temp.
OF
77
75
75
77
77
78
82
79
79
78
79
78
80
Inlet Air
Restrict.
in. H?.0
1.1
5.6
5.9
6.8
8.1
9.6
1.0
Z5.Z
Zl.O
16.5
13.0
10.9
1.0
Exhaust
Boost
psi
0
0.8
1.5
3.2
5.5
8.Z
0
15.7
11.7
7.5
4.1
2.1
0
Temp.
°F
286
348
508
670
821
1004
390
1048
942
812
675
5Z3
Z78
B.P.
in. Hg
0
0.15
O.Z
0.3
0.4
1.7
0
Z.3
1.8
1.2
0.85
0.5
0
Oil
Temp.
°F
188
198
ZOZ
Z07
Zll
Z13
196
Z30
Z31
ZZ7
ZZ1
Z16
194
Press.
psi
ZO
48
47
46.5
45.5
44
19
49
46.5
47.5
48
49.5
19
aMeasured at fuel inlet to pump
^Measured after secondary filter
cMeasured approximately Z inches upstream of injector No. 1
-------
TABLE C-5. REGULATED EMISSIONS SUMMARY FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B
ON (EM-584-F) SUPERIOR
Cycle BSFC Cycle Worka
Test Run Transient Emissions, g/kW-hr (g/hp-hr) kg/kW-hr kW-hr
No. No. HC CO NOy Part. (Ib/hp-hr) (hp-hr)
Z.17 6.44 10.69 3.18 O.Z79 9.31
Z 1 (1.6Z) (4.80) (7.97) (Z.37) (0.458) (1Z.48)
Z.1Z 6.88 10.94 3.04 O.Z86 9.Z9
Z Z (1.58) (5.13) (8.16) (Z.Z7) (0.471) (1Z.46)
aAll runs met statistical criteria
C-6
-------
TABLE
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 738.38 MM HG(29.07 IN HG)
DRY BULB TEMP. 23.3 DEG C(74.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
n
i
HC
HC
CO
CO
C02
C02
NOX
NOX
SAMPLE
BCKGRD
SAMPLE
BCKGRD
SAMPLE
BCKGRD
SAMPLE
BCKGRD
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.31 ( 12.48)
2.17 ( 1.62)
6.43 ( 4.80)
841. ( 627.)
10.69 ( 7.97)
TEST NO.2
DATE 3/19/84
TIME
DYNO NO. 1
RUN1
DIESEL EM-584-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-30. PCT
ABSOLUTE HUMIDITY 10.7 GM/KG( 75.1 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.33 ( 2907.2)
8.58 (302.9)
.02 ( .77)
.02 ( .69)
448.7 ( 15844.)
18.9/22/ 19.
5.5/ 2/ 6.
29.5/13/ 27.
1.1/13/ 1.
73.7/13/ .15
20.9/13/ .04
52. 3/ I/ 16.
.5/ I/ 0.
85.85
13.
26.
.11
15.4
3.49
13.47
933.0
13.22
.313 ( .69)
.99 ( 1.33)
3.52 ( 2.62)
13.59 ( 10.13)
2 3
LANF LAF
300.0 305.0
82.32 ( 2906.6) 82.33 ( 2906.9)
8.58 (302.9) 8.58 (302.9)
.02 ( .77) .02 ( .77)
.02 ( .69) .02 ( .69)
454.7 (16055.) 462.3 (16324.)
25.1/22/ 25. 2S.6/22/ 29.
5.9/ 2/ 6. 6.2/ 2/ 6.
33.4/13/ 31. 35.7/13/ 33.
1.0/13/ 1. 1.1/13/ 1.
56.3/12/ .22 65. 5/1 I/ .56
11.6/12/ .04 6.7/11/ .04
73. I/ I/ 22. 62. O/ 2/ 62.
.3/ I/ 0. .3/ 2/ 0.
58.41 23.74
19. 23.
30. 31.
.19 .52
21.7 61.7
5.06 6.04
15.62 16.91
1542.1 4400.7
18.83 54.56
.514 ( 1.13) 1.443 ( 3.18)
1.80 ( 2.41) 5.52 ( 7.40)
2.82 ( 2.10) 1.10 ( .82)
8.69 ( 6.48) 3.07 ( 2.29)
940.76 ( 701.52) 858.11 ( 639.89) 797.49 ( 594.69)
13.33 ( 9.94)
.316 ( .519)
PARTICULATE
10.48 ( 7.81) 9.89 ( 7.37)
.286 ( .470) .262 ( .430)
RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
4
NYNF
298.0
82.32 ( 2906.7)
8.58 (302.9)
.02 ( .77)
.02 ( .69)
451.7 (15948.)
27.4/22/ 27.
6.0/ 2/ 6.
29.9/13/ 27.
.9/13/ 1.
73.8/13/ .15
20.4/13/ .04
50.6/ I/ 15.
.6/ I/ 0.
85.24
21.
26.
.11
14.9
5.59
13.85
949.2
12.85
.321 ( .71)
1.00 ( 1.34)
5.60 ( 4.17)
13.86 ( 10.34)
949.95 ( 708.38)
12.86 ( 9.59)
.321 ( .528)
29.62
3.18 ( 2.37)
11.43 ( 5.19)
93.1
BSFC KG/KW HR (LB/HP HR) .278 ( .458)
-------
TABLE
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
o
oo
ENGINE N0.1
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 738.12 MM HG(29.06 IN HG)
DRY BULB TEMP. 23.9 DEG C{75.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC SAMPLE
HC BCKGRD
CO SAMPLE
CO BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.29 ( 12.46)
2.11 ( 1.58)
6.88 ( 5.13)
865. ( 645.)
10.94 ( 8.16)
TEST NO.2
DATE 3/19/84
TIME
DYNO NO. 1
RUN2
DIESEL EM-584-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-53. PCT , CVS-30. PCT
ABSOLUTE HUMIDITY 10.1 GM/KG( 70.9 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.28 ( 2905.4)
8.66 (305.8)
.02 ( .56)
.02 ( .83)
448.8 ( 15849.)
2
LANF
300.0
82.31 ( 2906.2)
8.66 (305.8)
.02 ( .56)
.02 ( .83)
455.0 (16067.)
3
LAF
305.0
82.29 ( 2905.8)
8.66 (305.8)
.02 ( .56)
.02 ( .83)
462.6 (16333.)
4
NYNF
298.0
82.28 ( 2905.3)
8.66 (305.8)
.02 ( .56)
.02 ( .83)
451.9 (15955.)
20.
9.
30.
1.
74.
20.
52.
3.
4/22/
5/ 2/
4/13/
6/13/
7/13/
9/13/
9/ I/
3/ I/
84.44
11.
26.
.12
14.8
2.85
13.69
952.9
12.68
.319 (
1.
2.
13.
953.
12.
00 (
85 (
70 (
20.
10.
28.
1.
.15
.04
16.
1.
.70)
1.34)
2.12)
10.21)
63 ( 711.12)
69 (
.319 (
9.46)
.525)
26.
6.
36.
1.
58.
11.
78.
1.
4/22/
8/ 2/
8/13/
7/13/
8/12/
6/12/
O/ I/
5/ I/
55.43
20.
32.
.20
22.8
5.16
17.02
1642.7
19.81
.547 (
1.
2.
9.
921.
11.
78 (
90 (
55 (
26.
7.
34.
2.
.24
.04
23.
0.
1.21)
2.39)
2.16)
7.12)
70 ( 687.31)
12 (
.307 (
8.29)
.505)
29.
7.
40.
1.
66.
6.
64.
*
6/22/
O/ 2/
2/13/
5/13/
4/11/
7/11/
I/ 2/
5/ 2/
23.29
23.
35.
.53
63.6
6.11
19.04
4493.3
56.28
1.474 (
5.
1.
3.
815.
10.
51 (
11 (
46 (
30.
7.
37.
1.
.57
.04
64.
1.
3.25)
7.39)
.83)
2.58)
37 ( 608.02)
21 (
.268 (
7.62)
.440)
28
7
31
1
74
20
51
1
•
1
5
14
950
12
•
.1/22/
.O/ 21
.0/13/
.4/13/
.2/13/
.9/13/
.I/ I/
.I/ I/
84.64
21.
27.
.11
14.9
5.51
14.17
949.5
12.86
321 (
.00 (
.52 (
.18 (
28.
7.
29.
1.
.15
.04
15.
0.
.71)
1.34)
4.1 1)
10.57)
.19 ( 708.56)
.87 (
321 (
9.59)
.528)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
28.23
3.04 ( 2.27)
10.61 ( 4.81)
95.6
BSFC KG/KW HR (LB/HP HR) .286 ( .471)
-------
TABLE C-8. INDIVIDUAL HYDROCARBONS FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-584-F) SUPERIOR CRUDE SHALE OIL
Individual HC from Test 2, Run 1, 3/19/84
Hydrocarbon mg/test mg/kW-hr nag/kg fuel
Methane 540 58 220
Ethylene 1700 180 680
Ethane 79 8.5 32
Acetylene 130 14 51
Propane 00 0
Propylene 580 63 230
Benzene 150 16 59
Toluene 00 0
Individual HC from Test 2, Run 2, 3/19/84
Hydrocarbon mg/test mg/kW-hr rag/kg fuel
Methane 560 60 220
Ethylene 1700 180 660
Ethane 91 9.8 35
Acetylene 120 13 46
Propane 00 0
Propylene 640 68 250
Benzene 170 18 65
Toluene 00 0
C-9
-------
TABLE C-9. ALDEHYDES FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON (EM-584-F) SUPERIOR CRUDE SHALE OIL
Aldehydes from Test 2, Run 1, 3/19/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyr aldehyde
& Methylethylketone
Benz aldehyde
H exan aldehyde
mg/test
450
570
110
620
0
15
170
36
36
Aldehydes from Test
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyr aldehyde
& Methylethylketone
Benz aldehyde
Hexan aldehyde
mg/test
1400
860
380
390
140
140
380
97
130
mg/kW-hr
48
61
12
66
0
1.6
18
3.8
3.9
2, Run 2, 3/19/84
mg/kW-hr
150
93
41
42
16
15
40
10
14
mg/kg fuel
180
230
45
250
0
5.9
69
14
14
mg/kg fuel
530
330
150
150
56
53
150
37
52
C-10
-------
TABLE C-10. PHENOLS FROM HOT-START TRANSIENT OPERATION
OF THE IH DT-466B ON (EM-584-F) SUPERIOR CRUDE SHALE OIL
Phenols from Test 2, Run 1, 3/19/84
Phenol mg/test mg/kW-hr mg/kg fuel
Phenol 00 0
Salicylaldehyde 00 0
M- & P-cresol 00 0
Fivea 0 0 0
TNPPHb 00 0
TRZ35C 40 4.3 16
TZ356d 00 0
Phenols from Test Z, Run 2, 3/19/84
No Phenols above background levels detected
^p-ethylphenol, Z-isopropylphenol, 2,3-xylenol,
3,5-xylenol, 2,4,6-trimethylphenol
b2-n-propylphenol
c2,3,5-trimethylphenol
^2,3,5,6-tetramethylphenol
C-ll
-------
TABLE Oil. SUMMARY OF TIA BY DOASa FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
(EM-584-F) SUPERIOR CRUDE SHALE OILS
LCA LCO
Test No. Run No. u g/£ TIAb ug/£ TIAC
22.61 1.35 57.32 2.76
22.38 1.34 19.54 2.29
aThese measurements were based on DOAS standard corresponding for use
of No. 2 diesel fuel. Samples were taken from dilute exhaust of
approximately 12:1 for the overall transient cycle.
^TIA based on liquid column aromatics (LCA) by:
TIA = 0.4 + 0.7 log 10 (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO), (TIA by LCO perf erred)
C-12
-------
TABLE c-12. FEDERAL SMOKE TEST TRACE EVALUATION
EnalM Model : T>T^<%6> £ Test No. ^ Date: 3/&/W
Ehgin* S/N: j^t\ '£M- ^4--f= Run No. / EvaT. Byr XrQoc^/
Accelerations
&*n~J #*r.> m t? 8~~~*«ri -a.nl*. /$..
First Sequence Second Sequence Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No* Smoke %
/
A
3
^ ;•
s~
£
/
/
7
fO
II
IJLi
XJ
fif.
jf
*• .
^7,-sr"
77o
' I'^P y ^o
^^ / * j
•2.2 #
3¥.O
3J.f
&e> ^
/S'.o
£t. 0
SZ.o
Jtjs.O
/3.7
HilT
13.2-
Total Smoke % r/£ ' y
Factor (a) - &S"3. 0 s $4.
t - •
a
------ 3 »
^
^
C,
7
g
4
lo
//
/z.
73
/a
1^
?
7fi r"
•JP**3
60.0
St.?
IX. 6
40.0 .
¥2.0
£
/&.o
/X.o
szt.t.
45
Lugging
First Sequence Second Sequence
\
l_
^
4+
5-
4>
7
t
q
io
H
l->
13
/y
/S"
£"3. O
. O
4i~o
44: -O
/l.O
11,0
/0.S""~
f . ?
tt.3
Factor (b) . /^ /).>/= /0 f %
15
Peak
First Sequence Second Sequence
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
.
/
.2,
^3
%£>
S/.f
ft.b
Total Smoke % /^^,^"
/
^
^3
11.3
% f
&O.O
JA3.O
/
^
J$
99. n
f3./O
^3.O
-73C-.C
/ n -I n , C"13
Factor (c) , 6^7.5^= ^AV%
-------
APPENDIX D
RESULTS FROM OPERATION ON EM-585-F, PARAHO DOE
-------
TABLE D-l
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
EN.GINE: IHC 466B SHALE OIL: PARAHO H/C 1.59 BAROMETER: 29.04
TEST-4-1 FUEL: EM-585-F PROJECT: 03-7338-004 DATE: 3/28/84
MODE
1
2
3
4
5
6
7
8
9
10
It
12
13
POWER
PCT
2
25
50
75
100
100
75
50
25
2
ENGINE TORQUE POWER FUEL AIR INTAKE NOX
SPEED OBS OBS FLOW FLOW HUMID CORR
COND
IDLE
INTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM LB-FT BHP LB/MIN LB/MIN GR/LB FACT
/ 625. 0. .0 .037 4.96 30. .875
/ 1800. 9. 3.1 .155 15.37 30. .888
/ 1800. 100. 34.3 .295 15.64 30. .897
/ 1800. 200. 68.5 .442 16.95 30. .905
/ 1800. 301. 103.2 .657 19.13 30. .912
/ 1800. 392. 134.3 .853 21.26 30. .919
/ 630. 0. .0 .037 4.94 30. .872
/ 2600. 382. 189.1 1.373 36.36 30. .917
/ 2600. 300. 148.5 1.023 32.83 26. .901
/ 2600. 200. 99.0 .815 28.30 26. .899
/ 2600. 100. 49.5 .520 24.74 26. .888
/ 2600. 8. 4.0 .307 22.64 26. .882
/ 625. 0. .0 .037 4.94 26. .865
HC
PPM
435.
435.
240.
190.
175.
175.
285.
200.
195.
158.
165.
400.
510.
MEASURED
CO
PPM
1171.
1088.
718.
373.
350.
542.
1088.
641.
327.
327.
350.
887.
1325.
C02
PCT
1.13
1.99
3.91
6.11
7.60
8.79
1.21
8.18
7.14
5.86
4.38
2.72
1.21
NOX
PPM
165.
285.
580.
800.
975.
1075.
200.
1050.
875.
663.
475.
290.
165.
CA LCULATEO
GRAMS /
HC
34.
87.
50.
39.
43.
49.
21.
96.
80.
62.
55.
120.
37.
CO
186.
440.
296.
150.
168.
292.
166.
596.
260.
252.
230.
534.
195.
HOUR
NOX
37.
167.
350.
473.
697.
869.
43.
1462.
1024.
751.
452.
251.
34.
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
O
I
NJ MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
CALCULATED F/A F/A WET HC
F/A
GRAMS/LB-FUEL GRAMS/BHP-HR DRY "PHI" CORR
HC
15.45
9.37
2.81
1.47
1.10
.96
9.70
1.17
1.30
1.27
1.75
6.52
16.78
CO
84.62
47.36
16.72
5.64
4.27
5.7.1
75.32
7.23
4.24
5.16
7.37
29.04
88.67
NOX HC CO NOX MEAS STOICH FACT
17.03 ************ ****** .0074 .0705 .105 .989
17.98 28.25142.80 54.22 .0101 .0705 .144 .982
19.77 1.45 8.63 10.21 .0189 .0705 .269 .968
17.87 .57 2.18 6.91 .0262 .0705 .371 .952
17.70 .42 1.63 6.76 .0345 .0705 .489 .942
16.97 .37 2.17 6.47 .0403 .0705 .572 .933
19.70 *»»*»******» »»«»»» .0074 .0705 .106 .989
17.74 .51 3.15 7.73 .0379 .0705 .538 .937
16.68 .54 1.75 6.90 .0313 .0705 .444 .945
15.36 .63 2.55 7.59 .0289 .0705 .410 .954
14.49 1.10 4.64 9.13 .0211 .0705 .299 .965
13.66 30.27134.91 63.47 .0136 .0705 .193 .977
15.58 *«*»**»**«** ****** .0074 .0705 .106 .989
CALC
.0060
.0100
.0186
.0283
.0349
.0403
.0063
.0376
.0329
.0271
.0205
.0133
.0065
F/A
PCT
MEAS
-18.6
-1.2
-2.1
8.2
1.3
-.1
-15.3
-.8
5.1
-6.1
-2.9
-2.5
-12.4
POWER
CORR
FACT
.997
1.005
1.005
1.008
1.012
1.017
.998
1.057
1.047
1.032
1.025
1.018
.997
BSFC
CORR
LB/HP-HR
*****
3.001
.514
.384
.377
.375
*****
.412
.395
.478
.615
4.564
*****
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
11
12
13
CYCLE COMPOSITE USING 13-MODE WEIGHT FACTORS
BSCO = 4.412 GRAM/BHP-HR
BSHC + BSNOX = 8.821 GRAM/BHP-HR
CORR. BSFC - = .456 LBS/BHP-HR
-------
TABLE D-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE TESTING ON
(EM-585-F) PARAHO DOE CRUDE SHALE OIL
D
Test
Mode
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
Temp.a
op
265
211
202
210
238
254
272
244
278
269
259
238
229
Fuel
Press.0
psi
42.0
51.0
46.0
45.0
47.5
48.0
43.5
52.5
61.0
65.0
67.0
66.5
38.5
Injector Temp.c
o F
280
272
278
280
280
280
281
281
280
282
282
282
280
Temp.
°F
82
79
79
79
80
80
83
79
80
79
80
79
82
Inlet Air
Restrict.
in. H?.0
1.0
5.6
5.8
6.55
7.9
9.6
1.0
24.8
20.6
15.8
12.6
10.5
1.0
Exhaust
Boost
psi
0
0.7
1.2
2.8
5.2
8.1
0
15.2
11.7
7.0
3.8
1.8
0
Temp.
°F
300
341
487
665
828
972
390
1040
942
804
664
503
286
B.P.
in. Hg
0
0.2
0.3
0.4
0.6
0.85
0
2.6
2.0
1.4
0.9
0.65
0
aMeasured at fuel inlet to pump
^Measured after secondary filter
cMeasured approximately 2 inches upstream of injector No. 1
dNo data
Temp.
°F
198
199
202
206
211
214
200
223
231
226
222
217
199
Press.
psi
d
d
d
d
d
d
d
d
d
d
d
d
d
-------
TABLE D-3. REGULATED EMISSIONS SUMMARY FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B
ON (EM-585-F) PARAHO DOE
Cycle BSFC Cycle Work8
Test Run Transient Emissions, g/kW-hr (g/hp-hr) kg/kW-hr kW-hr
No. No. HC CO NOY Part. (Ib/hp-hr) (hp-hr)
2.31 5.69 11.71 2.79 0.272 9.42
4 1 (1.72) (4.24) (8.73) (2.08) (0.447) (12.63)
2.28 5.63 11.83 2.92 0.271 9.38
4 2 (1.70) (4.20) (8.82) (2.18) (0.445) (12.58)
aAll runs met statisticla criteria
D-4
-------
TABLE
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
o
I
Ul
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 738.63 MM HG(29.08 IN HG)
DRY BULB TEMP. 22.8 DEG C(73.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC SAMPLE
HC BCKGRD
CO SAMPLE
CO BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR) 9.42 ( 12.63)
BSHC G/KW HR (G/HP HR) 2.30 ( 1.72)
BSCO G/KW HR (G/HP HR) 5.69 ( 4.24)
BSC02 G/KW HR (G/HP HR) 830. ( 619.)
BSNOX G/KW HR (G/HP HR) 11.70 ( 8.73)
BSFC KG/KW HR (LB/HP HR) .272 { .447)
TEST NO.4 RUN1
DATE 3/28/84
TIME
DYNO NO. 1
RELATIVE HUMIDITY
ABSOLUTE HUMIDITY
DIESEL EM-585-F
BAG CART NO. 1
, ENGINE-55. PCT , CVS-29. PCT
9.8 GM/KG( 68.7 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
81.08 ( 2863.0)
8.67 (306.2)
.02 ( .57)
.03 ( 1.19)
443.0 ( 15643.)
29.3/22/ 29.
8.0/ 2/ 8.
31.1/13/ 29.
.7/13/ 1.
73.8/13/ .15
20.0/13/ .04
53. 9/ I/ 16.
1.0/ I/ 0.
85.07
21.
28.
.12
15.7
5.47
14.26
937.4
13.34
.314 ( .69)
1.01 ( 1.36)
5.40 ( 4.03)
14.07 ( 10.49)
2 3
LANF LAF
300.0 305.0
81.06 ( 2862.4) 81.06 ( 2862.3)
8.67 (306.2) 8.67 (306.2)
.02 ( .57) .02 ( .57)
.03 ( 1.19) .03 ( 1.19)
448.9 (15852.) 456.4 (16116.)
27.2/22/ 27. 29.S/22/ 29.
6.7/ 2/ 7. 7.0/ 2/ 7.
31.6/13/ 29. 27.7/13/ 25.
.8/13/ 1. 1.0/13/ 1.
57.0/12/ .23 66. 0/1 1/ .56
10.7/12/ .04 6.6/11/ .04
82. O/ I/ 24. 71. 2/ 2/ 71.
1.8/ I/ 1. ,4/ 2/ 0.
57.57 23.84
21. 23.
28. 24.
.19 .52
23.9 70.8
5.33 5.99
14.64 12.77
1575.6 4348.3
20.49 61.81
.519 ( 1.14) 1.411 ( 3.11)
1.80 ( 2.41) 5.59 ( 7.50)
2.97 ( 2.21) 1.07 ( .80)
8.14 ( 6.07) 2.28 ( 1.70)
924.28 ( 689.23) 876.73 ( 653^78) 777.49 ( 579.78)
13.15 ( 9.81)
.310 ( .509)
PARTICULATE
11.40 ( 8.50) 11.05 ( 8.24)
.289 ( .475) .252 ( .415)
RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
4
NYNF
298.0
81.04 ( 2861.5)
8.67 (306.2)
.02 ( .57)
.03 ( 1.19)
445.8 (15742.)
26.1/22/ 26.
7. I/ 2/ 7.
26.3/13/ 24.
.9/13/ 1.
74.3/13/ .15
19.9/13/ .04
58. 2/ I/ 17.
.8/ I/ 0.
84.85
19.
23.
.12
17.1
4.92
11.93
954.5
14.56
.318 ( .70)
1.01 ( 1.36)
4.85 ( 3.62)
11.77 ( 8.77)
9*1.21 ( 701.86)
14.36 ( 10.71)
.313 ( .515)
26.30
2.79 ( 2.08)
10.27 ( 4.66)
92.3
-------
TABLE
ENGINE EMISSION RESULTS
H-TRANS.
PROJECT NO. 03-7338-004
o
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1t
BAROMETER 738.38 MM HGC29.07 IN HG)
DRY BULB TEMP. 22.8 DEG C(73.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC SAMPLE
HC BCKGRD
CO SAMPLE
CO BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC K6/KH HR (IB/HP HR)
9.38 ( 12.58)
2.27 ( 1.70)
5.64 (
826. (
11.83 (
.271 (
4.20)
616.)
8.82)
.445)
TEST NO.4
DATE 3/28/84
TIME
DYNO NO. 1
RUN2
DIESEL EM-585-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-37. PCT
ABSOLUTE HUMIDITY 10.4 GM/KG( 72.6 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
81.05 ( 2861.8)
8.64 (305.0)
.02 ( .56)
.02 ( .80)
442.6 ( 15629.)
2
LANF
300.0
81.05 ( 2861.9)
8.64 (305.0)
.02 ( .56)
.02 ( .80)
448.6 (15841.)
3
LAF
305.0
81.04 ( 2861.5)
8.64 (305.0)
.02 ( .56)
.02 ( .80)
456.1 (16103.)
4
NYNF
298.0
81.03 ( 2861.3)
8.64 (305.0)
.02 ( .56)
.02 ( .80)
445.6 (15733.)
2S.2/22/ 28.
6.4/ 2/ 6.
30.9/13/ 28.
.6/13/ 1.
74.6/13/ .15
20.6/13/ .04
53. 9/ I/ 16.
.8/ I/ 0.
84.13
22.
27.
.12
15.8
5.58
14.16
942.5
13.37
.316
1.01
5.54
14.07
936.26
13.29
.314
( .70)
( 1.35)
( 4.13)
( 10.49)
( 698.17)
( 9.91)
( .516)
25.0/22/ 25. 27.S/22/
5.6/ 2/ 6. 5.4/ 21
30.1/13/ 28. 27.8/13/
.7/13/ 1. .9/13/
56.8/12/ .23 65. 4/1 I/
10.9/12/ .04 6.5/11/
81. 9/ I/ 24. 71. 7/ 2/
.9/ I/ 0. .3/ 21
57.89 24.15
20. 22.
27. 24.
.19 .51
24.1 71.4
5.05 5.86
13.90 12.82
1561.1 4290.5
20.68 62.28
•
1
2
7
872
1 1
•
514 (
.79 (
.82 (
.77 (
.26 (
.55 (
287 (
PARTICULATE RESULTS
1
2
2
5
650
8
•
.13) 1.392 (
.40) 5.58 (
.10) 1.05 (
.79) 2.30 (
27.
5.
25.
1.
.55
.04
72.
0.
3.
7.
.
i!
.44) 769.21 ( 573.
.62) 11.17 (
472) .250 (
8.
.4
07)
48)
78)
71)
60)
33)
10)
24.
5.
26.
76.*
23.
57.
•
6/22/ 25.
6/ 2t 6.
3/13/ 24.
7/13/ 1.
7/13/ .16
0/13/ .04
9/ I/ 17.
I/ I/ 0.
81.95
19.
23.
.12
17.2
4.85
1 1.98
951.7
14.65
.317 (
1.
4.
11.
945.
14.
01
82
90
38
55
.315
( 1.
( 3.
( 8.
( 704.
( 10.
70)
35)
59)
88)
97)
85)
( .518)
, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB
FILTER EFF.
FUEL)
2.92
10.81
27.
(
(
94.
44
2.18)
4.90)
8
-------
TABLE D-6. INDIVIDUAL HYDROCARBONS FROM HOT-START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-586-F) PARAHO "DOE" CRUDE SHALE OIL
Individual HC from Test 4, Run 1, 3/28/84
Hydrocarbon mg/test mg/kW-hr mg/kg fuel
Methane 240 26 96
Ethylene 1500 160 590
Ethane 78 8.3 31
Acetylene 97 10 38
Propane 00 0
Propylene 590 62 230
Benzene 00 0
Toluene 00 0
Individual HC from Test 4, Run 2, 3/28/84
Hydrocarbon mg/test mg/kW-hr mg/kg fuel
Methane 230 25 91
Ethylene 1600 170 610
Ethane 56 6.0 22
Acetylene 140 14 54
Propane 00 0
Propylene 650 69 260
Benzene 110 11 42
Toluene 00 0
D-7
-------
TABLE D-7. ALDEHYDES FROM HOT-START TRANSIENT OPERATION OF THE
IH DT-466B ON (EM-585-F) PARAHO "DOE" CRUDE SHALE OIL
Aldehydes from Test 4, Run 1, 3/28/84
Aldehyde mg/test mg/kW-hr mg/kg fuel
Formaldehyde 1200 1300 460
Acetaldehyde 1000 1100 390
Acrolein 430 46 170
Acetone Z30 24 90
Propionaldehyde 180 19 69
Crotonaldehyde 170 19 68
Isobutyr aldehyde
& Methylethylketone 260 28 100
Benzaldehyde 120 12 45
Hexanaldehyde 240 26 95
Aldehydes from Test 4, Run 2, 3/28/84
Aldehyde mg/test mg/kW-hr mg/kg fuel
Formaldehyde 1300 140 530
Acetaldehyde 890 95 350
Acrolein 430 46 170
Acetone 230 25 92
Propionaldehyde 180 20 72
Crotonaldehyde 170 18 66
Isobutyr aldehyde
& Methylethylketone 220 24 87
Benzaldehyde 190 20 73
Hexanaldehyde 140 15 57
D-8
-------
TABLE D-8. PHENOLS FROM HOT-START TRANSIENT OPERATION
OF THE IH DT-466B ON (EM-585-F) PARAHO DOE CRUDE SHALE OIL
Phenols from Test 4, Run 1, 3/28/84
Phenol nag/test mg/kW-hr mg/kg fuel
Phenol 00 0
Salicylaldehyde 00 0
M- & P-cresol 0 0 0
Five3 49 5.3 19
TNPPHb 00 0
TR235C 00 0
T2356d 000
Phenols from Test 4, Run 2, 3/28/84
Phenol mg/test mg/kW-hr mg/kg fuel
Phenol 00 0
Salicylaldehyde 97 10 38
M- & P-cresol 000
Fivea 000
TNPPHb 000
TR235C 000
T2356d 000
^-ethylphenol, 2-isopropylphenol, 2,3-xylenol,
3,5-xylenol, 2,4,6-trimethylphenol
b 2-n-propy Iphenol
c2,3,5-trimethylphenol
d2,3,5,6-tetramethylphenol
D-9
-------
TABLE D-9. SUMMARY OF TIA BY DOASa FROM HOT-START
TRANSIENT OPERATION OF THE IH DT-466B ON
(EM-585-F) PARAHO "DOE" CRUDE SHALE OILS
LCA LCO
Test No. Run No. yg/£ TIAb yg/£ TIAC
4 1 27.68 1.41 Z4.92 2.40
4 2 23.59 1.36 14.37 2.16
aThese measurements were based on DOAS standard corresponding for use
of No. 2 diesel fuel. Samples were taken from dilute exhaust of
approximately 12:1 for the overall transient cycle.
^TIA based on liquid column aromatics (LCA) by:
TIA = 0.4 + 0.7 Iog10 (LCA)
CTIA based on liquid column oxygenates (LCO) by:
TIA = 1 + Iog10 (LCO), (TIA by LCO perferred)
D-10
-------
TABLE D-IO. FEDERAL SMOKE TEST TRACE. EVALUATION
Engine Model r ?# -1)T- 4-U B Test No*
Date: J
EnqlneS/N: rt**/ : £"i-f%'Z'-/s Ruir No. / EVaT. By: "^T . \la^h
Acceleration*
0U™
First Sequence
Interval No. Smoke %
1
a.
3
13
/4
If
Total Smoke %
W.O
&1.Q
ttJ)
M. f
JLf.O
n.1
J&O
341 O
a>l.£>
10.3
/3.1
li.Z
/5-O
/o.o
/o.O
4/r.l
Factor (a) = /4^^. & 33*
Second. Sequence
Interval No» Smoke %
Third Sequence
Interval No* Smoke %
I
3,
3
4f
£~
£
7
f
4
/o
//
/z.
/3
Iff
l^
*£7.O
17. ^
L3>,O
3(**O
3
7
/
q
10
tl
lOf
1$
71/
/ JT"
£<3~o
9s~o
11.&
31.0
3o. 3
97.^
61.0
41,O
/
^
^3
VS'.O
77, n
Z3..O
Total Smoke % /S^.O £(3,^ <£2
-------
APPENDIX E
RESULTS FROM BORESCOPE INSPECTION
-------
TABLE E-l
Borescope Inspection Report No.
Date:
*j / X4~ Engine Hours: /& /&• *f2-Fuel Code: erf —
Engine Manufacturer/Designation _/ f+ / b/ 4-fab *t$ Serial No.
Cylinder Liner No.
2.
5. £c
6. CTC&CA
Notes:
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"s," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
E-2
-------
TABLE E-2
Borescope Inspection Report No.
Gscc<\
$-/.
Date: £/O //r" Engine Hours: A,R.-j- 4- Fuel Code:
" t ' ^"^^^ "™^•«
Engine Manufacturer/Designation ^// / J)/'^^ <8 Serial No
Cylinder Liner No.
2.
3.
4.
5.
6.
\
. AT
Notes:
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"S," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
E-3
-------
TABLE E-3
Borescope Inspection Report No. -3>
Date: %/Z 5 J% 4- Engine Hours: A.ftj 7 Fuel Code: <£>/-5?4- '
\
Engine Manufacturer/Designation Jf/V / ~L>T- 4{f(e-3 Serial No.
Cylinder Liner No.
1.
2. _
3.
4. 40*& S
5. O %
o • C^oc f*
r
s
Notes :
.Tl v^
<> of /?i.sro-^s Sock.
'
o
-------
TABLE E-4
Borescope Inspection Report No. 4"
Date: S/lZ/ZJ- Engine Hours: A.P.* /3 Puel Cbdei fitt-frf-p-
•
%
Engine Manufacturer/Designation ^H / ~DT4-£L "E> Serial No.
Cylinder Liner No.
AT
J6"/0
4. 2o *r0 s. T fo s AT
~ - -
5. — r
6. — 7 — AT
Notes : .(n-ers &r-t
M>. 4* Jut* 7o'/o » C..\jl'*bf finer a\rt.u.^l^r-*^<^~ 5C't4tt+
-------
TABLE E-5
Borescope Inspection Report No.
Date: 3/3-0 /%4- Engine Hours: A#, 4 if Fuel Code:
Engine Manufacturer/Designation IT7 HC- / D/4/„ S . T \ $5% SAT
5. $/. s . r t
^^•B^_^_^^^l«>^B^B^^^^^^HW^^
6. Gr.-J
Notes
: /. i >;<• ^ /)^^ ^ ^w// AO°'<~
f
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"S," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
E-6
-------
TABLE E-6
Borescope Inspection Report No. <£
Date: 3/2^ /f4- Engine Hours: /£^.v£3.',. Fuel Code:
/-
Engine Manufacturer/Designation 2W _ / T)~7~4-6bB Serial No.
Cylinder Liner No.
1. GrooJtT Z/Q<> IP'/, BP AT
2. &,By
P T
4. 3o/* 5. -T\ 40'/. 5 A
™™ •^^™"^^^">— ™ "^•™^^™^B^^^^^^^^^^^™""^^™"— •—™a"™""—
5. £0J T : £"/. S . /<% E>f> AT
•"•
6. 4 '/. . B P T: /O's0 BP A T
Notes:
/op &/ gj^-ic. ••*'> ze-ntr* '/•< hk* b/*d *& a*'
/ j ^ 9{f •&• "fa
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"S," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
E-7
-------
TABLE E-7
Borescope Inspection Report No.
Date: ^2-f/o Engine Hours: /).#.-(• 3O Fuel Code: £w - ^?6~^ F
\
Engine Manufacturer/Designation J" ' JJ _ / "DT-^&lf B Serial No.
Cylinder Liner No.
1. 4% EP. ~T* Z% S.
^^^"^^ ~ ~ ^^^^ ~~
2. 3% KP~f' ^% Bf>. A-T
3.
4- 4-0^6. £°A&P, T j 307* 5. 4% &f=>. AT
' j *^~i—~^*^~~~i~^~—ij—*—**~—.r I f
5. Gr-QgxH / i $ /o & . A /
6. (Soc^
Notes :
f' 4&S
—
TOD
> I ' /
// ^ ^^ ^ ^ gfl/gf.J ^«
-------
APPENDIX F
RESULTS FROM OPERATION ON EM-597-F, DF-2
-------
TABLE F-1.13-MODF FF[)FPAL DIESEL EMISSION CYCLE 1979
ENGINE: IHC DT466P H/c RATIO 1.79 BAROMETER: 29.00
TFST- 5 FUEL: EM-597-F PROJECT: 03-7774-002 DATE: 7/17/84
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
POWER
PCT
2
25
50
75
100
100
75
50
25
2
FNGINE
SPEFH
COND
IDLE
INTFR
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ RPM
/ 695
/ 1800
/ 1800
/ 1800
/ 1800
/ 1800
/ 698
/ 2600
/ 2600
/ 2600
/ 2600
/ 2600
/ 698
TOROUE POWER FUEL AIR I.NTAKE NOX
ORS OBS FLOW FLOW HUMID CORR
LB-FT BHP LB/MIN LR/MIN GR/LP FACT
0. .0 .037 5.69 64. .971
10. 3.4 .143 15.49 64. .980
118. 40.4 .315 16.19 64. .986
237. 81.2 .518 17.84 66. .990
365. 125.1 .763 20.48 66. .986
473. 162.1 .940 22.17 66. .984
0. .0 .035 5.67 64. .967
423. 209.4 1.408 40.37 64. .985
317. 156.9 .992 31.70 64. .983
212. 105.0 .718 27.38 62. .978
106. 52.5 .472 23.91 62. .978
9. 4.5 .253 21.35 62. .986
0. .0 .037 5.69 64. .980
HC
PPM
290.
303.
235.
208.
210.
160.
290.
140.
150.
160.
185.
270.
325.
MEASURED
CO C02
PPM
350.
327.
258.
1 36.
158.
433.
315.
421.
104.
93.
158.
258.
327.
PCT
1 .30
1 .89
3.98
6.1 1
7.79
9.21
1.25
7.89
6.92
5.55
4.11
2.39
1.17
NOX
PPM
300.
225.
550.
885.
1250.
1350.
285.
1 100.
1000.
725.
488.
210.
255.
CALCI1LATFD
GRAMS / HOUR
HC
22.
62.
52.
51.
60.
48.
21.
73.
62.
59.
60.
78.
27.
CO
52.
132.
111.
63.
85.
242.
46.
412.
82.
66.
99.
148.
54.
NOX
70.
146.
381.
665.
1081 .
1212.
66.
1728.
1264.
822.
489.
193.
67.
MODE
1.
2
3
4
5
6
7
8
9
10
1 1
12
13
CALCULATED F/A F/A WET HC
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
GRAMS/LB-FUEL
HC
9.78
7.18
2.75
1.62
1.31
.85
10.18
.86
1.04
1.37
2.1 1
5.13
12.09
CO
23.58
15.39
5.89
2.03
1 .86
4.29
22.09
4.87
1.38
1.53
3.50
9.71
24.33
NOX
32.02
16.93
20.18
21 .38
23.61
21 .49
31 .53
20.45
21 .24
19.08
17.28
12.71
30.33
GRAMS/BHP-HR DRY "PHI" CORP
HC CO NOX MEAS STOICH FACT
********#*** ****** >0065 >0691 >094 >985
18.01 38.61 42.47 .0093 .0691 .135 .980
1.28 2.75 9.43 .0196 .0691 .284 .963
.62 .78 8.19 .0293 .0691 .425 .945
.48 .68 8.64 .0376 .0691 .545 .932
.30 1.49 7.48 .0428 .0691 .620 .921
************ ****** .0062 .0691 .090 .986
.35 1.97 8.25 .0352 .0691 .510 .931
.40 .52 8.05 .0316 .0691 .457 .939
.56 .63 7.83 .0265 .0691 .383 .950
1.14 1.89 9.32 .0199 .0691 .288 .962
17.52 33.12 43.37 .0120 .0691 .173 .976
************ ****** .0065 .0691 .094 .987
F/A
CALC
.0065
.0092
.0189
.0285
.0361
.0425
.0062
.0366
.0321
.0260
.0194
.0115
.0059
F/A
PCT
MEAS
-.4
-i.o
-3.8
-2.7
-4.1
-.8
-.2
4.0
1.8
-1.9
-2.5
-3.6
-9.8
POWER
CORR
FACT
1.000
1 .007
1 .007
1.008
1.014
1.018
1.002
1.056
1.039
1.029
1.021
1.014
.998
BSFC
CORR
LB/HP-HR
*****
2.491
.464
.380
.361
.342
*****
.382
.365
.399
.528
3.364
*****
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
CYCLE COMPOSITE USING 13-MODE WEIGHT FACTORS
Qcur - ~t m. r*D & M /OUD UD
DCPH — 1 f\f\f, PDAM/BUDUD
RQMHY — — ft f\(\& PDAM/DUP WD
BSHC + BSNOX = 9.371 GRAM/BHP-HR
CORR. BSFC - = .410 LBS/BHP-HR
-------
TABLE F-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE
TESTING ON (EM-597-F) DF-2
Test
Mode
No.
Fuel
Temp.3
OF
Press.0
psi
Temp.
op
Inlet Air
Restrict.
in. H?0
Exhaust
Boost
Temp.
op
B.P.
in. H?0
Oil
Temp.
op
Press.
96 30.0 83 1.1 0 286 0 198 22
2
3
4
5
6
7
8
9
10
11
12
13
95
94
94
93
94
97
92
96
97
98
98
98
50.0
49.0
48.0
46.5
45.0
30.0
56.5
58.0
59.0
60.5
62.0
30.0
81
79
78
79
80
84
77
79
80
80
78
81
5.0
5.6
6.7
8.3
9.4
1.1
24.8
17.5
13.6
10.5
8.9
1.1
0.5
1.4
3.8
7.0
10.2
0
17.4
11.2
7.0
3.6
1.7
0
315
489
685
850
1005
295
994
860
741
600
438
289
0.2
0.2
0.3
0.5
0.7
0
2.1
1.3
0.9
0.6
0.4
0
192
197
202
207
214
200
213
225
223
218
214
202
48
48
46
44
42
22
49
47
47
48
49
21
aMeasured at inlet to pump
^Measured after secondary filter
F-3
-------
TABLE F-3
TRANSIENT ENGINE MAP DATA
Engine Model
DT-466B
Engine Intake Air
Date 7/16/84 Barometer 29.23 in. Hg
°F, Relative Humidity 40 %
Transient Map Results
Speed, r?m __
0
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
Torque, ft-lh
240
240
240
240
240
240
240
250
265
286
304
328
350
370
439
453
463
473
477
473
467
457
Idle Speed 692 rpm
Max. Power 208 hp (42J_ft-lb) <§ 2600 rpm
Max. Torque 477 ft-lb @ 1900
Transient Cycle Work by Command, hp-hr
Segment 1 Segment 2
1.51
2.65
Speed, rpm
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400 '
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
Segment 3
7.79
Torque, ft-lb
446
Segment 4
1.50
440
433
421
375
216
F-4
-------
TABLE F-4. ENGINE EMISSION RESULTS
C-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 739.14 MM HG(29.10 IN HG)
DRY BULB TEMP. 22.2 DEC C(72.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CO. METRES(SCF)
SAMPLE
BCKGRD
SAMPLE
BCKGRD
HC
HC
CO
t CO
a, C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METFR/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.66 ( 12.96)
1.29 ( .96)
3.38 ( 2.52)
858. ( 640.)
12.17 ( 9.07)
TEST N0.1 RUN1
DATE 7/17/84
TIME
DYNO NO. 1
RELATIVE HUMIDITY ,
ABSOLUTE HUMIDITY
DIESEL EM-597-F
BAG CART NO. 1
, ENGINE-57. PCT , CVS-58. PCT
9.8 GM/KG( 68.9 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.94 ( 2928.8)
9.74 (343.9)
.03 ( .91)
.05 ( 1.72)
457.6 ( 16158.)
39.0/21/ 20.
14. 0/ I/ 7.
24.5/13/ 22.
.6/13/ 1.
83.8/I3/ .18
21.2/13/ .04
63. 2/ I/ 19.
.4/ I/ 0.
74.20
13.
21.
.14
18.7
3.33
11.39
1 156. 1
16.35
.376 ( .83)
1.09 ( 1.46)
3.05 ( 2.28)
10.46 ( 7.80)
1061.88 ( 791.84)
15.02 ( 11.20)
.345 ( .567)
2 3
LANF LAF
300.0 305.0
82.93 ( 2928.2) 82.97 ( 2929.8)
9.74 (343.9) 9.74 (343.9)
.03 ( .91) .03 ( .91)
.05 ( 1.72) .05 ( 1.72)
463.7 (16374.) 471.7 (16655.)
36.4/21/ 18. 43.2/21/ 22.
14. 6/ I/ 7. 14. 2/ 1/ 7.
18.7/13/ 17. 17.6/13/ 16.
.9/13/ 1. 1.1/13/ 1.
60.1/12/ .24 65.9/11/ .56
12.0/12/ .04 7.1/11/ .04
85. 4/ I/ 25. 70. 6/ 2/ 71.
1.0/ I/ 0. .5/ 2/ 1.
54.58 23.96
11. 15.
16. 15.
.20 .52
25.1 70.1
2.95 4.03
8.54 8.01
1715.4 4458.5
22.27 63.25
.551 ( 1 .21 ) 1.422 ( 3.13)
1.88 ( 2.52) 5.62 ( 7.53)
1.57 ( 1.17) .72 ( .54),
4.55 ( 3.39) 1.43 ( 1.06)
912.84 ( 680.71) 794.02 ( 592.10)
11.85 ( 8.84) 11.26 ( 8.40)
.293 ( .482) .253 ( .416)
4
NYNF
298.0
82.95 ( 2929.0)
9.74 (343.9)
.03 ( .91)
.05 ( 1.72)
460.7 (16268.)
30.5/21/ 15.
14.2/ 1/ 7.
10.9/13/ 10.
.9/13/ 1.
74.3/13/ .15
21.2/13/ .04
61. 0/ I/ 18.
I.I/ I/ 0.
86.21
8.
9.
.11
17.8
2.19
4.75
965.1
15.70
.311 ( .68)
1.08 ( 1.45)
2.03 ( 1.51)
4.39 ( 3.28)
892.56 ( 665.58)
14.52 ( 10.83)
.287 ( .472)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
8.30
.86 ( .64)
3.12 ( 1.42)
94.7
BSFC KG/KW HR (LB/HP HR) .275 ( .452)
-------
TABLE F-4. ENGINE EMISSION RESULTS (Cont'd)
H-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 1(466. CID) L-6
CVS NO. 1 1
BAROMETER 738.89 MM HG(29.09 IN HG)
DRY BULB TEMP. 22.2 DEC C(72.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. PLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
HC
HC
CO
CO
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.69 (
1.13 (
2.69 (
799. (
1 1.55 (
.256 (
12.99)
.84)
2.01)
595.)
8.61)
.420)
TEST N0.1
DATE 7/17/84
TIME
DYNO NO. 1
RUN1
RELATIVE HUMIDITY
ABSOLUTE HUMIDITY
DIESEL EM-597-F
BAG CART NO. 1
, ENGINE-57. PCT , CVS-58. PCT
9.8 GM/KG( 68.9 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
82.90 ( 2927.3)
9.70 (342.3)
.03 ( .89)
.05 ( 1.70)
457.2 ( 16143.)
31.2/21/ 16.
14. 5/ I/ 7.
15.5/13/ 14.
.9/13/ 1.
72.8/13/ .15
21.3/13/ .04
56. 8/ I/ 17.
1.0/ I/ 0.
87.97
8.
13.
.11
16.6
2.22
6.90
926.3
14.52
.299 ( .66)
1.09 ( 1.46)
2.04 ( 1.52)
6.34 ( 4.73)
2 3
LANF LAF
300.0 305.0
82.89 ( 2926.8) 82.90 ( 2927.4)
9.70 (342.3) 9.70 (342.3)
.03 ( .89) .03 ( .89)
.05 ( 1.70) .05 ( 1 .70)
463.3 (16358.) 471.1 (16634.)
33.9/21/ 17. 42.6/21/ 21.
14. 6/ I/ 7. 14. 9/ I/ 7.
15.8/13/ 14. 16.7/13/ 15.
1.1/13/ 1. 1.2/13/ 1.
58.0/12/ .23 63. 5/1 I/ .53
11.7/12/ .04 7.0/11/ .04
84. 8/ I/ 25. 66. 8/ 2/ 67.
1.0/ I/ 0. .3/ 2/ 0.
57.01 25.23
10. 14.
13. 14.
.19 .49
24.9 66.5
2.62 3.84
7.04 7.51
1636.9 4215.7
22.09 59.92
.525 ( 1.16) 1.344 ( 2.96)
1.89 ( 2.54) 5.62 ( 7.54)
1.38 ( 1.03) .68 ( .51)
3.71 ( 2.77) 1.34 ( 1.00)
850.79 ( 634.43) 864.22 ( 644.45) 749.77 ( 559.11)
13.33 ( 9.94)
.275 ( .452)
PARTICULATE
11.66 ( 8.70) 10.66 ( 7.95)
.277 ( .456) .239 ( .393)
RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
6/KG FUEL (G/LB FUEL)
FILTER EFF.
4
NYNF
298.0
82.88 ( 2926.5)
9.70 (342.3)
.03 ( .89)
.05 ( 1.70)
460.2 ( 16248.)
31.7/21/ 16.
14. 9/ I/ 7.
11.0/13/ 10.
1.2/13/ 1.
74.0/13/ .15
21.3/13/ .04
59. 6/ I/ 18.
1.0/ I/ 0.
86.57
8.
9.
,11
17.4
2.25
4.65
956.2
15.34
.308 ( .68)
1.08 ( 1.45)
2.08 ( 1.55)
4.30 ( 3.21)
884.36 ( 659.47)
14.19 ( 10.58)
.285 ( .468)
8.04
.83 ( .62)
3.25 ( 1.47)
94.8
-------
TABLE F-5. ENGINE EMISSION RESULTS
C-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1 1
BAROMETER 740.92 MM HG(29.17 IN HG)
DRY BULB TEMP. 22.2 DEC CC72.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
.DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.71 (
1.36 (
3.51 (
842. (
11.66 (
.270 (
13.02)
1.01)
2.62)
628.)
8.69)
.444)
TEST N0.1
DATE 7/18/84
TIME
DYNO NO. 1
RUN2
DIESEL EM-597-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-61. PCT , CVS-62. PCT
ABSOLUTE HUMIDITY 10.5 6M/KG( 73.5 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.16 ( 2936.5)
9.72 (343.3)
.03 ( .90)
.05 ( 1.75)
458.6 ( 16193.)
2
LANF
300.0
83.15 ( 2935.9)
9.72 (343.3)
.03 ( .90)
.05 ( 1.75)
464.7 (16409.)
3
LAF
305.0
83.15 ( 2936.1)
9.72 (343.3)
.03 ( .90)
.05 ( 1.75)
472.5 (16684.)
4
NYNF
298.0
83.14 ( 2935.6)
9.72 (343.3)
.03 ( .90)
.05 ( 1.75)
461.6 (16299.)
41
14
26
83
21
62
1
•
1
3
1 1
1042
14
•
.5/21/
.11 I/
.3/13/
.6/13/
.5/13/
.3/13/
.8/ I/
.O/ I/
74.40
14.
23.
.14
18.4
3.58
12.28
1150.4
16.13
374 (
.10 (
.24 (
.13 (
21.
7.
24.
1.
.18
.04
19.
0.
.83)
1 .48)
2.42)
8.30)
.41 ( 777.33)
.61 (
339 (
10.90)
.558)
40
16
20
1
59
1 1
82
^
1
1
4
900
1 1
.
.3/21/
.I/ 1/
. 1 / 1 3/
.1/13/
.3/12/
.6/12/
.8/ I/
.9/ 1/
55.38
12.
17.
.20
24.4
3.28
9.14
1698.1
21.66
546 (
.89 (
.74 (
.84 (
20.
8.
18.
1.
.24
.04
25.
0.
1 .20)
2.53)
1.30)
3.61)
.06 ( 671.18)
.48 (
290 (
8.56)
.476)
47
19
18
1
65
6
67
1.
5
1
781
10
.
.9/21/
.O/ I/
.1/13/
.4/13/
.1/1 I/
.9/1 I/
.8/ 2/
.5/ 2/
24.36
15.
15.
.51
67.3
4.04
8.12
4394.7
60.83
402 (
.62 (
.72 (
.44 (
24.
10.
16.
1.
.55
.04
68.
1.
3.09)
7.54)
.54)
1.08)
.61 ( 582.85)
.82 (
249 (
8.07)
.410)
43.9/21/
27
10
1
72
21
56
1
.
1
2
4
848
13
.O/ 1/
.9/13/
.4/13/
.9/13/
.7/13/
.9/ I/
.4/ I/
87.70
9.
8.
.11
16.5
2.29
4.52
930.6
14.58
300 (
.10 (
.09 (
.12 (
22.
14.
10.
1.
.15
.04
17.
0.
.66)
1.47)
1.56)
3.07)
.94 ( 633.05)
.30 (
.273 (
9.92)
.449)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
8.88
.91 ( .68)
3.39 ( 1.54)
93.4
-------
TABLE F-5. ENGINE EMISSION RESULTS (Cont'd)
H-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1 1
BAROMETER 741.17 MM H6(29.18 IN HG)
DRY BULB TEMP. 22.2 DEG C(72,0 DEC F)
BAG RESULTS
PAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 RCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METEP/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
PSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.75 (
1 .14 (
2.68 (
792. (
11.24 (
.254 (
13.07)
.85)
2.00)
591.)
8.38)
.417)
TEST NO.1
DATE 7/18/84
TIME
OYNO NO. 1
RUN2
DIESEL EM-597-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-65. PCT , CVS-65. PCT
ABSOLUTE HUMIDITY 11.2 GM/KG( 78.3 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.06 ( 2932.7)
9.68 (341.8)
.03 ( .89)
.05 ( 1.74)
457.9 ( 16167.)
36.0/21/ 18.
19. O/ I/ 10.
15.6/13/ 14.
.9/13/ 1.
72.3/13/ .15
20.9/13/ .04
53. 9/ I/ 16.
1.2/ I/ 0.
8P.51
9.
13.
.11
15.7
2.27
6.94
924.3
13.73
.299 ( .66)
1.10 ( 1.48)
2.05 ( 1.53)
6.29 ( 4.69)
837.54 ( 624.55)
12.44 ( 9.28)
.271 ( .445)
2 3
LANF LAF
300.0 305.0
83.03 ( 2931.8) 83.03 ( 2931.7)
9.68 (341.8) 9.68 (341.8)
.03 ( .89) .03 (
.05 ( 1.74) .05 ( 1
.89)
.74)
463.9 (16381.) 471.6 (16654.)
37.9/21/ 19. 46.2/21/
18. 1/ I/ 9. 18. 1/ I/
15.1/13/ 14. 17.0/13/
.9/13/ 1. 1.0/13/
57.2/12/ .23 63. 7/1 I/
11.8/12/ .04 6.9/11/
82. 5/ I/ 25. 66. 4/ 2/
1.0/ I/ 0. .3/ 2/
57.92 25.12
10. 14.
13. 14.
.19 .49
24.3 66.1
2.69 3.92
6.78 7.75
1603.8 4245.6
21.52 59.63
.515 ( 1.13) 1.354 (
1.90 ( 2.55) 5.64 (
1.41 ( 1.05) .69 (
3.57 ( 2.66) 1.37 (
23.
9.
15.
1.
.53
.04
66.
0.
2.98)
7.56)
.52)
1.02)
843.41 ( 628.93) 753.11 ( 561.59)
11.31 ( 8.44) 10.58 (
.271 ( .445) .240 (
7.89)
.395)
4
NYNF
298.0
83.00 ( 2930.8)
9.68 (341.8)
.03 ( .89)
.05 ( 1.74)
460.7 (16267.)
35.4/21/ 18.
18. 4/ I/ 9.
12.4/13/ 11.
2.6/13/ 2.
74.2/13/ .15
22.0/13/ .04
57. I/ I/ 17.
1.2/ I/ 0.
86.14
9.
9.
.11
16.6
2.28
4.66
949.8
14.66
.306 ( .67)
1.10 ( 1 .48)
2.07 ( 1.54)
4.22 ( 3.15)
860.64 ( 641.78)
13.28 ( 9.90)
.277 ( .455)
PARTI CULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTI
CULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB
FILTER EFF.
FUEL)
7.33
.75 ( .56)
2.97 ( 1.34)
93.8
-------
TABLE F-6. INDIVIDUAL HYDROCARBONS FROM COLD START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-597-F) DF-2
Individual HC from Test 5, Run 1. 7/17/8*
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
400
860
6.4
52
0
610
0
0
HC from
mg/test
41
960
1.5
77
0
450
0
0
HC from
mg/test
220
910
4.0
65
0
530
0
0
mg/kW-hr
41
89
0.66
5.4
0
63
0
0
Test 5, Run 2,
mg/kW-hr
4.2
99
0.15
7.9
0
46
0
0
Test 5, Runs 1
mg/kW-hr
23
94
0.41
6.7
0
55
0
0
mg/kg fuel
150
320
2.4
20
0
230
0
0
7/18/84
mg/kg fuel
16
370
0.57
29
0
170
0
0
and 2
mg/kg fuel
83
350
1.5
25
0
200
0
0
F-9
-------
TABLE F-7. INDIVIDUAL HYDROCARBONS FROM HOT START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-597-F) DF-2
Individual HC from Test 5, Run 1, 7/17/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
62
730
14
42
0
70
0
0
HC from
mg/test
520
680
3.5
49
0
290
77
0
HC from
mg/test
290
710
8.8
46
0
180
39
0
mg/kW-hr
6.4
75
1.4
4.3
0
7.2
0
0
Test 5, Run 2,
mg/kW-hr
53
70
0.36
5.1
0
30
7.0
0
Test 5, Runs 1
mg/kW-hr
30
73
0.88
4.7
0
19
4.0
0
mg/kg fuel
25
290
5.6
17
0
28
0
0
7/18/84
mg/kg fuel
210
280
1.4
20
0
102
3.2
0
and 2
mg/kg fuel
120
290
3.5
19
0
74
1.6
0
F-10
-------
TABLE F-8. ALDEHYDES FROM COLD START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-597-F) DF-2
Aldehydes from Test 5. Run 1. 7/17/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
1230
417
246
171
93.2
61.1
212
60.8
58.8
from Test 5,
mg/test
1099
313
241
207
0
45.9
259
43.2
57.5
mg/kW-hr mg/kg fuel
127
43.2
25.5
17.7
9.65
6.33
21.9
6.29
6.09
Run 2, 7/18/84
mg/kW-hr
113
32.2
24.8
21.3
0
4.73
26.7
4.45
5.92
462
157
92.5
64.3
35.0
23.0
79.7
22.9
22.1
mg/kg fuel
419
119
92.0
79.0
0
17.5
98.9
16.4
21.9
Average Aldehydes from Test 5, Runs 1 and 2
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
1165
365
244
189
46.6
53.5
236
52.0
58.2
mg/kW-hr
120
37.7
25.2
19.5
4.83
5.53
24.3
5.37
6.01
mg/kg fuel
441
138
92.3
71.7
17.5
20.3
89.3
19.7
22.0
F-ll
-------
TABLE F-9. ALDEHYDES FROM HOT START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-597-F) DF-2
Aldehydes from Test 5. Run 1. 7/17/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
&. Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
1095
324
222
21*
94.1
108
293
102
99
from Test 5,
mg/test
857
179
38.5
119
0
30.3
77.6
43.9
38.8
mg/kW-hr mg/kg fuel
113
33.4
22.9
22.1
9.71
11.1
30.2
10.5
10.2
Run 2, 7/18/84
mg/kW-hr
87.9
18.4
3.9
12.2
0
3.11
7.96
4.50
3.98
442
131
89.5
86.3
37.9
43.5
118.1
41.1
39.9
mg/kg fuel
347
72.5
15.6
48.2
0
12.3
31.4
17.8
15.7
Average Aldehydes from Test 5, Runs 1 and 2
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
976
252
130
167
47.1
69.2
185
73.0
68.9
mg/kW-hr
100
25.9
13.4
17.2
4.85
7.11
19.1
7.5
7.1
mg/kg fuel
395
102
52.6
67.3
19.0
27.9
74.8
29.5
27.8
F-12
-------
TABLE F-IO. FEDERAL SMOKE. TEST TRACE. EVALUATION
Engine Model: 3?tf 2>T^e,^^S Test No. /
Engine S/Nt ^ue.
Acceleration*
First Se<
Interval No.
/
X
£
^
g~
£
r
/
7
/o
n
is..
Li
ft
/f
Total Smoke %
Factor (a) = ^/.
4
Lugging
First Se
Interval No.
•
/
5^
3.
if.
^
Total Smoke %
Factor (b) > ^
First Se
Interval No.
/
•2.
<3
Total Smoke %
Factor (c) • ,
/'. &M-*17~i
%*.~~t Ti^ .
quence
Smoke %
10. O
/JL.f
/A*O
23.?
no
/J ^r
O ' O
x.o
/y. &
/£>o
$, 7
7.o
7.0
C..C,
&.£>
/63.1
3 & //) JJ
j . 6 s /Ui c
5
quence
Smoke %
U3 t «Zj
f f
L-3
&»o
6»d
3 0,4
f
15
iquence
Smoke %
rf.O
/7. ^
/^•O
3-/.0
<«?./ = /
f Run Ho.
zoahf
Second Se<
Interval No.
/
^
3
£
5*
£
7
r
V
Second Seq
Interval No.
/
^
3
4.
s*
9.X ft,
Second Sec
Interval No.
/
^
»3
^ ^*"9^
/ Evi
JZ
luence
Smoke %
/J.O
II. -3
13.3
tf.O
js"*y
f . /9
/,^?
^. 0
/^/_?
/a.f
?.7
1.7
b, 5^
^!?
6.3
&M-
[uence
Smoke %
si^^
^17
d'.t
SiS
&.f
^n
i uence
Smoke %
/^,>5
/7.&
/^,^
¥8.?
il. Bv: >^^TI^
J*~W^ 2
t$
IV
I 5"*"
Third Se
Interval No.
/
*.
3
4
if
Third Se
Interval No.
/
<*
^
jL.
Sequence
Smoke %
/S-.'Su
/a. ^
/2.£s
)g-.O
/g.o
I0.O
13
l.b
7, <^
7-£~
/?• 3
//.O
7* Q
fy f
rf.S~
tliLO
quence
Smoke %
^.fr
£~- f
S'.f
6». A,
J7J?
2t4
quence
Smoke %
J$,Q
/•£.^3
/?, O
4S*3
F-13
-------
APPENDIX G
RESULTS FROM OPERATION ON EM-599-F, HIGH NITROGEN
HYDROCRACKER FEED (HNHF)
-------
13-MODE FEDERAL DIESEL EMISSION CYCLE 1979
-------
TABLE G-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE
TESTING ON (EM-599-F) HIGH NITROGEN HYDROCRACKER FEED
Test
Mode
No^
1
2
3
4
5
6
7
8
9
10
11
12
13
Fuel
Temp.a
OF
93
94
94
93
93
95
94
91
93
96
96
97
97
tress."
psi
28.0
48.5
48.0
47.0
45.5
44.5
28.0
55.5
56.0
57.5
59.0
60.5
28.0
Temp.
OF
80
79
78
77
76
76
79
76
77
77
78
78
80
Inlet Air
Restrict.
in. H?0
1.1
5.3
5.8
6.9
8.8
10.2
1.2
24.8
18.7
14.2
10.9
9.2
1.1
Boost
0
0.5
1.4
3.6
7.0
9.9
0
15.8
11.3
7.0
3.8
1.8
0
Exhaust
Temp.
°F
310
344
485
675
855
968
333
975
865
743
614
451
194
B.P.
in. H?Q
0
0.20
0.25
0.35
0.55
0.80
0
2.2
1.5
1.0
0.70
0.50
0
Oil
Temp. Press.
°F psi
200 21
195 48
197 48
200 47
204 46
210 44
207 20
211 49
222 47
221 48
218 48
214 49
204 20
aMeasured at inlet to pump
''Measured after secondary filter
G-3
-------
TABLE c-3.
ENGINE EMISSION RESULTS
C-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 742.19 MM HG(29.22 IN HG>
DRY BULB TEMP. 22.8 DEC C(73.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
I NOX SAMPLE
*• NOX BCKGRD
METER/RANGE/PPM
METFR/RANGE/PPM
METER/PANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METEP/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.63 (
.98 (
2.83 (
830. (
10.46 (
.267 (
12.92)
.73)
2.11)
619.)
7.80)
.439)
TEST NO.2
DATE 7/19/84
TIME
DYNO NO. 1
RUN1
DIESEL EM-599-F
RAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-65. PCT , CVS-65. PCT
ABSOLUTE HUMIDITY 11.6 GM/KG( 81.5 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.18 ( 2937.1)
9.76 (344.7)
.03 ( .90)
.05 ( 1.74)
458.9 ( 16203.)
2
LANF
300.0
83.15 ( 2936.2)
9.76 (344.7)
.03 ( .90)
.05 ( 1.74)
465.0 (16417.)
3
LAP
305.0
83.18 ( 2937.1)
9.76 (344.7)
.03 ( .90)
.05 ( 1.74)
472.8 (16696.)
4
NYNF
298.0
83.16 ( 2936.3)
9.76 (344.7)
.03 ( .90)
.05 ( 1.74)
461.9 (16309.)
31
16
17
1
44
12
55
•
1
1
7
1030
13
•
.8/21/
,0/ I/
.6/13/
.0/13/
.9/12/
.0/12/
.7/ I/
.8/ I/
76.57
8.
15.
.13
16.3
2.11
7.87
1106.3
14.34
359 (
.07 (
.97 (
.33 (
16.
8.
16.
1.
.17
.04
17.
0.
.79)
1.44)
1.47)
5.46)
33
17
16
1
58
12
73
1
•
1
1
3
.23 ( 768.24) 875
.35 (
335 (
9.95)
.550)
PART ICUL ATE
10
•
.8/21/
.O/ I/
.1/13/
.4/13/
. 1 / 1 21
.0/12/
.4/ I/
.I/ 1/
56.89
9.
13.
.19
21.5
2.30
7.05
1638.0
19.13
529 (
.87 (
.23 (
.77 (
17.
9.
15.
1.
.23
.04
22.
0.
1.17)
2.51)
.92)
2.81)
.1 1 ( 652.57)
.22 (
283 (
RESULTS,
90MM PART ICUL ATE RATES
7.62)
.464)
TOTAL FOR
44.1/21/
19. 0/ I/
19.5/13/
1.6/13/
64.6/1 1/
7.2/1 I/
60. 9/ 2/
.5/ 2/
24.63
13.
16.
.50
60.4
3.53
8.71
4332.0
54.63
1.391 (
5.62 (
.63 (
1.55 (
22.
10.
18.
1.
.54
.04
61.
1.
3.07)
7.53)
.47)
1 .16)
771.48 ( 575.29)
9.73 (
.248 (
4 BAGS
7.26)
.407)
31
20
9
1
72
22
49
1
•
1
1
3
853
1 1
•
GRAMS/TEST
G/KWHP(G/HPHR)
G/KG
FUEL (G/LB
FUEL)
.6/21/
.2/ I/
.3/13/
.7/13/
.6/13/
.2/13/
,6/ 1/
.2/ 1/
88.55
6.
7.
.11
14.4
1.54
3.61
916.9
12.72
296 (
.07 (
.44 (
.36 (
16
10
8
2
.1
•
*
•
•
5
.04
15
0
•
1.
1.
2.
.85 ( 636.
.85 (
276 (
6.22
.65 ( .
2.42 ( 1.
FILTER FFF.
92.0
8.
•
•
65)
44)
07)
51)
71)
83)
.453)
48)
10)
-------
TABLE G-3. ENGINE EMISSION RESULTS
H-TRANS.
(Cont'd)
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 742.44 MM HG(29.23 IN HG)
DRY BULB TEMP. 22.2 DEG CC72.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
C02 SAMPLE
9 C02 BCKGRD
li, NOX SAMPLE
NOX BCKGRD
SAMPLE
BCKGRD
SAMPLE
BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO2 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
9.66 ( 12.95)
.91 ( .68)
2.19 ( 1.63)
765. ( 570.)
9.51 ( 7.09)
PROJECT NO. 03-7774-002
TEST NO.2
DATE 7/19/84
TIME
DYNO NO. 1
RUN1
DIESEL EM-599-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-65. PCT , CVS-66. PCT
ABSOLUTE HUMIDITY 11.2 GM/KG( 78.2 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.31 ( 2941.6)
9.74 (343.8)
.03 ( .90)
.05 ( 1.75)
459.4 ( 16221.)
2
LANF
300.0
83.31 ( 2941.8)
9.74 (343.8)
.03 ( .90)
.05 ( 1.75)
465.6 (16441.)
3
LAF
305.0
83.32 ( 2942.0)
9.74 (343.8)
.03 ( .90)
.05 ( 1.75)
473.4 (16716.)
4
NYNF
298.0
83.31 ( 2941.5)
9.74 (343.8)
.03 ( .90)
.05 ( 1.75)
462.5 (16330.)
29.6/21/
18. 0/ I/
10.7/13/
1.5/13/
69.5/13/
22.4/13/
44. 4/ I/
I.I/ I/
92.97
6.
8.
.10
12.9
1.57
4.35
847.9
11.32
.274 (
1.10 (
1.43 (
3.97 (
15.
9.
10.
1.
. 14
.04
13.
0.
.61)
1.47)
1.07)
2.96)
34.3/21/
18. 8/ I/
11.6/13/
1.0/13/
99.9/13/
22.7/13/
69. 4/ 1/
1.3/ I/
59.36
8.
9.
.18
20.3
2.12
5.07
1549.5
18.05
.499 (
1.87 (
1.13 (
2.71 (
773.46 ( 576.77) 827.88 ( 61
10.33 (
.250 (
7.70)
.412)
PARTI CULATE
9.64 (
.267 (
RESULTS,
90MM PARTI CULATE RATES
17.
9.
10.
1.
.22
.04
21.
0.
1.10)
2.51)
.84)
2.02)
7.35)
7.19)
.439)
TOTAL FOR
41.9/21/
18. 7/ I/
1 8 . 1 / 1 3/
1.4/13/
62. 3/1 I/
7.3/11/
56. 5/ 2/
.5/ 2/
25.90
12.
15.
.47
56.0
3.27
8.13
4102.0
50.72
1.317 (
5.62 (
.58 (
1.45 (
21.
9.
16.
1.
.51
.04
57.
1.
2.90)
7.53)
.43)
1.08)
730.53 ( 544.75)
9.03 (
.235 (
4 BAGS
6.74)
.386)
GRAMS/TEST
G/KWHR(G/HPHR)
G/K6
FUEL (G/LB
FUEL)
FILTER EFF.
32.7/21/ 16.
18. 9/ I/
9.0/13/
1.4/13/
71.1/13/ .
22.3/13/ .
9.
8.
1.
,15
.04
45. 8/ I/ 14.
1.3/ I/
90.64
7.
7.
.10
13.2
1.86
3.61
886.7
11.71
.287 (
1.07 ( 1
1.74 ( 1
3.37 ( 2
825.72 ( 615
10.91 ( 8
.267 (
5.31
.55 ( .41
2.23 ( 1.01
93.4
0.
.63)
.44)
.29)
.51)
.74)
.13)
439)
)
)
BSFC KG/KW HR (LB/HP HR) .246 ( .405)
-------
TABLE
G-4. ENGINE EMISSION ,:ESULl'S
C-TRANS.
PROJECT MO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1t
BAROMETER 741.17 MM HG(29.18 IN HG)
DRY BULB TEMP. 22.8 DEG CC73.0 DEC F)
BAG RESULTS
PAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC SAMPLE
HC BCKGRD
CO SAMPLE
CO BCKGRD
C02 SAMPLE
C02 BCKGRD
O NOX SAMPLE
I. NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
Dl LUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.64 ( 12.93)
.89 ( .66)
2.85 ( 2.13)
824. ( 614.)
10.47 ( 7.81)
.265 ( .436)
TEST NO.2
DATE 7/20/84
TIME
DYNO NO. 1
RIIN2
DIESEL EM-599-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-65. PCT , CVS-65. PCT
ABSOLUTE HUMIDITY 11.7 GM/KG( 81.6 GPAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.15 ( 2936.2)
9.74 (344.0)
.03 ( .90)
.05 ( 1.71)
458.7 ( 16195.)
2
LANF
300.0
83.15 ( 2935.9)
9.74 (344.0)
.03 ( .90)
.05 ( 1.71)
464.8 (16413.)
3
LAF
305.0
83.16 ( 2936.2)
9.74 (344.0)
.03 ( .90)
.05 ( 1.71)
472.6 (16688.)
4
NYNF
298.0
83.16 ( 2936.4)
9.74 (344.0)
.03 ( .90)
.05 ( 1.71)
461.8 (16306.)
31
19
17
81
22
55
•
1
1
7
999
13
•
.8/21/
.O/ I/
.8/13/
.7/13/
.1/13/
.4/13/
.5/ I/
,7/ I/
77.58
7.
15.
.13
16.3
1.72
8.10
1081.0
14.30
351 (
.08 (
.59 (
.49 (
16.
10.
16.
1.
.17
.04
17.
0.
.77)
1.45)
1.19)
5.59)
31
17
16
1
58
12
73
•
1
1
3
.73 ( 745.50) 881
.23 (
325 (
9.86)
.534)
PARTICULATE
10
•
.2/21/
.5/ I/
.3/13/
.4/13/
.7/12/
.4/12/
.8/ I/
.9/ I/
56.24
7.
13.
.19
21.7
1.88
7.14
1650.1
19.28
532 (
.87 (
.00 (
.82 (
16.
9.
15.
1.
.24
.04
22.
0.
1.17)
2.51)
.75)
2.85)
.59 ( 657.40)
.30 (
284 (
RESULTS,
90MM PARTICULATE RATES
7.68)
.468)
TOTAL FOR
40
18
18
1
64
7
61
1.
5
1
767
9
•
4
.7/21/
.O/ I/
.8/13/
.5/13/
.4/11/
.2/11/
.5/ 2/
.4/ 2/
24.74
12.
15.
.50
61.1
3.20
8.41
4309.7
55.24
383 (
.62 (
.57 (
.50 (
20.
9.
17.
1.
.54
.04
62.
0.
3.05)
7.53)
.42)
1.12)
.51 ( 572.33)
.84 (
246 (
BAGS
7.34)
.405)
31
18
9
1
71
21
47
•
1
1
3
837
1 1
•
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG
FUEL (G/LP
FUEL)
.7/21/
.8/ I/
.2/13/
.1/13/
.4/13/
.8/13/
.I/ 1/
,9/ I/
90.23
7.
7.
.11
13.7
1.75
3.85
899.5
12.14
291 (
.07 (
.63 (
.58 (
16.
9.
8.
1.
.15
.04
14.
0.
.64)
1.44)
1.21)
2.67)
.71 ( 624.68)
.31 (
271 (
6. 10
.63 ( .
2.39 ( 1.
FILTER EFF.
93.5
8.43)
.445)
47)
08)
-------
TABLEG-4.
ENGINE EMISSION RESULTS
H-TRANS.
(Cont'd)
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466R
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 740.92 MM HG(29.I7 IN HG)
DRY BULB TEMP. 23.3 DEG C(74.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW-STD. CU. METRES(SCF)
HC
HC
CO
CO
CO 2
O
SAMPLE
BCKGRD
SAMPLE
BCKGRD
SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.65 ( 12.94)
.89 (
2.40 (
763. (
9.49 (
.246 (
.66)
1.79)
569.)
7.08)
.404)
TEST NO.2
DATE 7/20/84
TIME
DYNO NO. 1
RIJN2
DIESEL EM-599-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-58. PCT , CVS-58. PCT
ABSOLUTE HUMIDITY 10.7 GM/KG( 75.0 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.09 ( 2934.0)
9.72 (343.1)
.03 ( .89)
.05 ( 1.71)
458.2 ( 16180.)
29.2/21/ 15.
19. 0/ 1/ 10.
11.3/13/ 10.
.5/13/ 0.
66.9/13/ .14
21.6/13/ .04
42. 3/ I/ 13.
,9/ 1/ 0.
96.94
5.
10.
.10
12.3
1.38
5.10
808.8
10.80
.262 ( .58)
1.08 ( 1.45)
1.27 ( .95)
4.72 ( 3.52)
2 3
LANF LAF
300.0 305.0
83.11 ( 2934.5) 83.11 ( 2934.4)
9.72 (343.1) 9.72 (343.1)
.03 ( .89) .03 ( .89)
.05 ( 1.71 ) .05 ( 1.71)
464.5 (16401.) 472.2 (16674.)
33.0/21/ 16. 40.8/21/ 20.
17. 5/ I/ 9. 18. O/ I/ 9.
13.2/13/ 12. 17.8/13/ 16.
.7/13/ 1. .8/13/ 1.
56.1/12/ .22 62.6/11/ .52
12.2/12/ .04 7.0/11/ .04
70. 3/ I/ 21. 56. 9/ 2/ 57.
1.2/ 1/ 0. ,5/ 2/ 1.
59.36 25.73
8. 12.
11. 15.
.18 .48
20.6 56.4
2.11 3.20
5.98 8.26
1549.4 4136.4
18.27 50.95
.500 ( 1.10) 1.328 ( 2.93)
1.87 ( 2.51) 5.63 ( 7.55)
1.13 ( .84) .57 ( .42)
3.20 ( 2.38) 1.47 ( 1.09)
748.05 ( 557.82) 827.82 ( 617.31) 734.70 ( 547.86)
9.98 ( 7.44)
.242 ( .399)
PART ICUL ATE
9.76 ( 7.28) 9.05 ( 6.75)
.267 ( .439) .236 ( .388)
RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
4
NYNF
298.0
83.12 ( 2935.0)
9.72 (343.1)
.03 ( .89)
.05 ( 1.71)
461.5 (16294.)
32.6/21/ 16.
18. 8/ I/ 9.
8.1/13/ 7.
.1/13/ 0.
69.7/13/ .14
21.6/13/ .04
45. 5/ I/ 14.
1.5/ I/ 0.
92.72
7.
7.
.10
13.1
1.87
3.80
868.8
11.56
.281 ( .62)
1.07 ( 1.43)
1.75 ( 1.30)
3.56 ( 2.65)
814.76 ( 607.57)
10.84 ( 8.08)
.264 ( .433)
5.61
.58 ( .43)
2.37 ( 1.07)
93.9
-------
TABLE G-5. INDIVIDUAL HYDROCARBONS FROM COLD START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-599-F) HNHF
Individual HC from Test 6. Run 1. 7/19/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
340
850
15
48
0
220
0
0
HC from
mg/test
400
810
0
38
0
260
0
0
HC from
mg/test
370
830
7.5
43
0
240
0
0
mg/kW-hr
35
88
1.6
5.0
0
23
0
0
Test 6, Run 2,
mg/kW-hr
41
84
0
3.9
0
27
0
0
Test 6, Runs 1
mg/kW-hr
38
86
0.80
4.5
0
25
0
0
mg/kg fuel
130
330
5.8
19
0
85
0
0
7/20/84
mg/kg fuel
160
320
0
15
0
100
0
0
and 2
mg/kg fuel
150
330
2.9
17
0
93
0
0
G-8
-------
TABLE G-6. INDIVIDUAL HYDROCARBONS FROM HOT START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-599-F) HNHF
Individual HC from Test 6. Run 1. 7/19/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
0
710
0
0
0
210
0
0
HC from
mg/test
0
700
0
39
0
240
140
0
HC from
mg/test
0
710
0
20
0
230
700
0
mg/kW-hr
0
73
0
0
0
22
0
0
Test 6, Run 2,
mg/kW-hr
0
73
0
4.0
0
25
15
0
Test 6, Runs 1
mg/kW-hr
0
73
0
2.0
0
24
7.5
0
mg/kg fuel
0
300
0
0
0
88
0
0
7/20/84
mg/kg fuel
0
300
0
16
0
100
59
0
and 2
mg/kg fuel
0
300
0
8.0
0
94
30
0
G-9
-------
TABLE Gr7. ALDEHYDES FROM COLD START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-599-F) HNHF
Aldehydes from Test 6, Run 1. 7/19/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
6c Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
<3c Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
63 1
18*
72.8
236.1
0
45.6
108
0
58.3
from Test 6,
mg/test
783
292
31.1
250.2
0
43.8
136.8
59.2
38.2
mg/kW-hr
65.5
19.1
7.56
24.5
0
4.74
11.2
0
6.1
Run 2, 7/20/84
mg/kW-hr
81.2
30.3
3.23
26.0
0
4.54
14.2
6.14
3.96
mg/kg fuel
245
71.3
28.2
91.5
0
17.7
41.9
0
22.6
mg/kg fuel
306
114
12.1
97.7
0
17.1
53.4
23.1
14.9
Average Aldehydes from Test 6, Runs 1 and 2
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
-------
TABLE G-8. ALDEHYDES FROM HOT START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-599-F) HNHF
Aldehydes from Test 6. Run 1. 7/19/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
<5c Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
601
0
35.6
172.6
0
15.*
78.4
61.1
78.8
from Test 6,
mg/test
473
157
120
182
0
0
45.7
19.8
57.4
mg/kW-hr
62.2
0
3.69
17.9
0
1.59
8.12
6.33
8.16
mg/kg fuel
253
0
15.0
72.5
0
6.47
33.9
25.7
33.1
Run 2, 7/20/84
mg/kW-hr
49.0
16.3
12.4
18.9
0
0
4.74
2.05
5.95
Average Aldehydes from Test 6, Runs 1
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
537
78.5
77.8
177.3
0
7.70
62.1
40.5
68.1
mg/kW-hr
55.6
8.15
8.05
18.4
0
0.80
6.43
4.19
7.06
mg/kg fuel
200
66.2
50.6
76.8
0
0
19.3
8.35
24.2
and 2
mg/kg fuel
227
33.1
32.8
74.7
0
3.24
26.6
17.0
28.7
G-ll
-------
TABLE G-9. FEDERAL SMOKE TEST TRACE EVALUATION
Engine Model: _^
Acceleration*
rirsrse
Interval No.
""""~^~~~
/
Si
3
y
5"
£
/
/
f
/0
II
ML,
/J
ft-
/f
Total Smoke %
Factor (a) : .2O
/3.O
f.7
y.*3
;9. O
tS.y*
ir.f'
.•ftO
J&
J.g'
L^
(f>.^
&3
4^*2-
S"V
l^n.4
?9. £ ^
t5
tquence
Smoke %
5^^
2\3
3. ¥
4- 3~
•3' %
I*. 2,
1.0 -. 3
15
quence
Smoke %
S3. 4
/3.0
3t./
3
/^?. 7 r^
02.
/ Evi
2
quence
Smoke %
it*f
/•£"$"
y«?.5"
/p.?
9iO
/<",f .
7,0
7.D
£.£*
13, O
/3.0
to. a
*&%
^y *"
mO £j^
/5T>,£^
uence
Smoke %
3.&
3,f
33
3%.
3 U
/7.1
uence
Smoke %
/5",ST
lS".^
13.^
¥4.f
Date: '.
il. By: /r 0 | 5
*
Third Se
Interval No.
/
^
a
?-^u7-trr
fej
Sequence
Smoke %
f,SL>
/o.o
?.*£•
8.7
Z.O
/4.£^
9,S~
£.-3
6>.O
if.O
9.0
9.S"
la.3
f*,3
s*.&
111,*?
quence
Smoke %
3,1?
3.8
3 J
4>,O
*t.fo
JjQ 1
quence
Smoke %
W S^ ~
— Vr" "
34.0
G-12
-------
APPENDIX H
RESULTS FROM OPERATION ON EM-600-F, DISTILLATE
-------
TABLE H-l.13-MODE FEDERAL DIFSFL EMISSION CYCLF 1979
FNGINF: IHC OT466P H/C RATIO 1.76 PAPOMFTFR: 29.21
TEST-7 FUEL: EM-600-F PROJECT: 03-7774-002 DATE: 7/24/84
MOPE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
POWER
ENGINE TOROUE POWER FUEL AIR INTAKE NOX
SPFFD ORS OPS FLOW FLOW HIJMIP COPR
PCT
2
25
50
75
100
100
75
50
25
2
CONO
IDLE
1 NTER
INTER
INTER
INTER
INTER
IDLE
RATED
RATED
RATED
RATED
RATED
IDLE
/ PPM LP-FT BMP LP/MIN LP/MIM GR/LP FACT
/ 690. 0. .0 .043 5.61 65. .997
/ 1800. 10. 3.4 .148 15.95 65. 1.000
/ 1800. 118. 40.4 .318 16.52 65. .998
/ 1800. 237. 81.2 .525 18.11 68. 1.002
/ 1800. 365. 125.1 .768 20.86 68. .994
/ 1800. 471. 161.4 .960 22.65 68. .990
/ 690. 0. .0 .035 5.75 70. 1.010
/ 2600. 415. 205.4 1.420 38.01 75. 1.008
/ 2600. 317. 156.9 1.060 33.68 75. 1.013
/ 2600. 212. 105.0 .758 29.59 75. 1.019
/ 2600. 106. 52.5 .508 25.10 72. 1.011
/ 2600. 9. 4.5 .283 22.90 72. 1.020
/ 690. 0. .0 .038 5.76 72. 1.020
HC
PPM
325.
335.
228.
185.
188.
168.
380.
118.
138.
130.
158.
273.
405.
MEASURED
CO
PPM
517.
554.
338.
136.
125.
409.
505.
350.
83.
62.
136.
327.
445.
C02
PCT
1.21
1 .89
3.98
6.1 1
7.89
9.21
1.21
7.89
6.78
5.62
4.17
2.50
1.34
NOX
PPM
270.
275.
410.
925.
1200.
1325.
265.
1100.
975.
725.
505.
260.
285.
CALCULATED
GRAMS /
HC
30.
70.
51.
45.
53.
51.
28.
62.
62.
50.
54.
84.
30.
CO
96.
229.
147.
64.
67.
234.
75.
346.
71.
46.
91.
200.
66.
HOUR
NOX
81.
186.
291.
715.
1044.
1226.
65.
1790.
1388.
896.
557.
265.
71.
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
CALCULATED F/A F/A WET HC
F/A
GRAMS/LP-FUFL GRAMS/BHP-HR DRY "PHI" CORP
HC
1 1 .54
7.83
2.66
1 .44
1.15
.89
13.46
.72
.98
1.10
1.77
4.96
13.09
CO
36.79
25.78
7.71
2.04
1.45
4.07
35.82
4.06
1.12
1.01
2.98
1 1 .77
28.76
NOX HC CO NOX MEAS STOICH FACT
31.25 ************ ****** .0078 .0693 .113 .987
20.89 20.33 66.96 54.25 .0094 .0693 .136 .980
15.24 1.26 3.64 7.20 .0194 .0693 .281 .963
22.68 .56 .79 8.80 .0293 .0693 .423 .946
22.64 .43 .54 8.34 .0372 .0693 .537 .932
21.28 .32 1.45 7.59 .0428 .0693 .618 .922
30.97 ************ ****** .0061 .0693 .089 .986
21.01 .30 1.68 8.71 .0378 .0693 .545 .932
21.83 .40 .46 8.85 .0318 .0693 .459 .940
19.69 .48 .44 8.53 .0259 .0693 .374 .949
18.27 1.03 1.73 10.62 .0205 .0693 .295 .961
15.57 18.92 44.89 59.42 .0125 .0693 .180 .975
30.66 ************ ****** .0067 .0693 .097 .985
CALC
.0061
.0093
.0189
.0285
.0364
.0424
.0062
.0365
.0314
.0262
.0196
.0121
.0067
F/A
PCT
MEAS
-21.3
-.4
-2.9
-2.7
-2.0
-.9
.1
-3.3
-1.1
1.1
-4.0
-3.5
.4
POWFR
CORR
FACT
.986
.995
.995
.996
1.002
1 .005
.987
1 .048
1 .034
1 .024
1.015
1.008
.988
PSFC
CORR
LB/HP-HR
*****
2.611
.475
.389
,36ft
.355
*****
.396
.392
.424
.573
3.783
*****
MODAL
WEIGHT
FACTOR
.067
.080
.080
.080
.080
.080
.067
.080
.080
.080
.080
.080
.067
MODE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
CYCLE COMPOS ITF USING 13-MODE WEIGHT FACTORS
PGUP _ __ . _ — . _ — 7 fi1? PRAM/RHP — HP
RCf^n _ _ __ — 1 Q 1 O PPflM/Rl-lP LJD
PC WHY — — — — — Q 19"^ PDAM/PWP — 1-lD
PSHC + BSMOX = 9.825 GPAM/BHP-HR
CORR. PSFC - = .430 LPS/PHP-HP
-------
TABLE H-2. SUPPLEMENTARY ENGINE DATA OBTAINED OVER 13-MODE
TESTING ON (EM-600-F) DISTILLATE
Test
Mode
No.
1
2
3
t
5
6
7
8
9
10
11
12
13
Fuel
Temp.a
op
94
94
93
93
93
94
95
92
95
97
97
97
96
Press."
psi
32.5
52.0
51.0
49.5
48.5
46.0
32.5
59.0
59.5
61.0
63.0
64.5
32.0
Temp.
op
78
77
76
75
76
76
79
75
77
77
77
76
78
Inlet Air
Restrict.
in. H?0
1.1
5.2
5.7
6.7
8.5
9.6
1.1
24.9
18.1
13.8
10.8
9.0
1.1
Exhaust
Boost
psi
0
0.5
1.4
3.6
6.8
10.2
0
16.6
11.5
7.0
3.7
1.6
0
Temp.
op
319
328
480
677
857
1002
310
997
862
739
589
435
275
B.P.
in. H?0
0
0.2
0.25
0.30
0.50
0.70
0
2.0
1.5
0.90
0.65
0.45
0
Oil
Temp.
oF
212
198
198
203
207
212
204
210
226
224
220
215
202
Press.
psi
22
48
48
47
46
43
20
47
46
47
48
49
21
aMeasured at fuel inlet to pump
^Measured after secondary filter
H-3
-------
TABLE H-3. ENGINE EMISSION RESULTS
C-TRANS.
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466R
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1J
BAROMETER 742.70 MM HG(29.24 IN HG)
DRY BULB TEMP. 22.8 DEG C(73.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM PATE SCMM (SCFM)
TOT. ALIX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
SAMPLE
PCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.66 ( 12.96)
1.54 ( 1.15)
4.55 ( 3.39)
844. ( 630.)
12.23 ( 9.12)
.274 ( .451)
TEST NO.3
DATE 7/24/84
T I ME
DYNO NO. 1
RUN1
DIESEL EM-600-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-M. PCT , CVS-64. PCT
ABSOLUTE HUMIDITY 10.9 GM/KG( 76.5 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
83
9
1
NYNF
296.0
.36 ( 2943.4)
.77 (344.9)
.03 ( .90)
.05 ( 1.65)
459.8 (
55
17
37
1
82
22
61
•
1
4
16
1025
14
•
.9/21/
.O/ 1/
.8/13/
.0/13/
.1/13/
.2/13/
.5/ I/
.7/ I/
75.15
20.
33.
.13
18.1
5.19
17.86
1 108.4
15.91
369 (
.08 (
.80 (
.51 (
16235.)
28.
9.
35.
1.
.17
.04
18.
0.
.81 )
1 .45)
3.58)
12.31)
.08 ( 764.40)
.71 (
342 (
10.97)
.562)
83
9
2
LANF
300.0
.33 ( 2942.5)
.77 (344.9)
.03 ( .90)
.05 ( 1.65)
465.9 (16450.)
43
17
24
1
59
12
86
1
.
1
1
6
895
1 1
•
.3/21/
.8/ 1/
.9/13/
.4/13/
.4/12/
.4/12/
.4/ I/
.5/ I/
55.14
13.
21.
.20
25.3
3.47
11 .38
1682.6
22.51
548 (
.88 (
.85 (
.05 (
22.
9.
23.
1.
.24
.04
26.
0.
1 .21)
2.52)
1 .38)
4.52)
.40 ( 667.70)
.98 (
292 (
PARTICIPATE RESULTS,
90MM PARTI CULATE RATES
8.93)
.480)
TOTAL FOR
3
LAF
305.0
83.35 ( 2943.1)
9.77 (344.9)
.03 ( .90)
.05 ( 1.65)
473.7 (16727.)
45.7/21/
17. 7/ I/
19.4/13/
1.5/13/
65.5/11/
7.2/11/
71.57 2/
.6/ 2/
24.16
14.
16.
.51
70.9
3.92
8.73
4431.9
64.25
1.428 (
5.61 (
.70 (
1.56 (
23.
9.
18.
1.
.55
.04
72.
1.
83
9
4
NYNF
298.0
.35 ( 2943.0)
.77 (344.9)
.03 ( .90)
.05 ( 1.65)
462.8
34
17
14
1
73
22
60
1
( 16343.)
.8/21/
.5/
.0/1
.5/1
.8/1
I/
3/
3/
3/
.5/13/
.7/
.8/
86
1
•
17
2
5
I/
I/
.60
9.
1.
1 1
.5
.34
.97
17.
9.
13.
1.
.15
.04
18.
1.
937.9
3.15)
7.52)
.52)
1 .16)
790.32 ( 589.35)
1 1.46 (
.255 (
4 BAGS
8.54)
.419)
.
1
2
5
855
14
•
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG
FUEL (6/LB
FUEL)
15
306
.10
.14
.44
.57
.15
279
11.
.51
(
(
(
(
.67)
1.47)
1 .59)
4.06)
( 638.00)
(
(
25
1.16 ( .
4.24 (
FILTER EFF.
91.
1.
a
10.55)
.459)
87)
92)
-------
TABLE H-3.
ENGINE EMISSION
H-TRANS.
RESULTS (Cont'd)
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 I HO DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 1 1
BAROMETER 742.70 MM HGC29.24 IN HG)
DRY PULB TEMP. 21.7 DEC C(7I.O DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. Cll. METRES(SCF)
HC
HC
CO
CO
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
f NOX SAMPLE
un NOX BCKGRD
METER/RAMGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.67 ( 12.97)
1.19 (
3.10 (
805. (
12.07 (
.261 (
.89)
2.31)
601.)
9.00)
.429)
TEST NO.3 RUN1
DATE 7/24/84
TIME
DYNO NO. 1
RELATIVE HUMIDITY ,
ABSOLUTE HUMIDITY
DIESEL EM-600-F
BAG CART NO. 1
, ENGINE-56. PCT , CVS-57. PCT
9.4 GM/KG( 65.5 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.35 ( 2943.1)
9.80 (346.0)
.03 ( .91)
.05 ( 1.61)
459.9 ( 16238.)
2
LANF
300.0
83.33 ( 2942.5)
9.80 (346.0)
.03 ( .91)
.05 ( 1.61)
466.0 ( 16455.)
3
LAF
305.0
83.37 ( 2943.8)
9.80 (346.0)
.03 ( .91)
.05 ( 1.61)
474.0 ( 16736.)
33
15
18
1
73
21
60
1
•
1
2
7
847
13
•
•
•
•
•
•
•
•
0/21/
O/ I/
1/13/
0/13/
5/13/
9/13/
3/ 1/
77 I/
86.84
9.
15.
.11
17.4
2.41
8.15
935.8
15.34
16.
8
•
16.
1
•
.15
.04
18.
0
306 (
•
•
•
10 (
18 (
38 (
1
1
5
•
•
•
.92 ( 632.
•
90 (
10
.278 (
•
•
68)
48)
63)
51)
30)
36)
456)
36
14
18
1
57
1 1
87
1
.
1
1
4
866
12
.0/21/
,6/ I/
.1/13/
.0/13/
.8/12/
.8/12/
,9/ I/
.9/ I/
57.17
11.
15.
.19
25.6
2.90
8.25
1635.4
22.81
531 (
.89 (
.54 (
.37 (
18.
7.
16.
1.
.23
.04
26.
1.
1.17)
2.53)
1.15)
3.26)
.85 ( 646.41)
.09 (
.281 (
9.02)
.463)
41
14
17
1
64
7
70
.9/21/
.5/ I/
.2/13/
.5/13/
.1/11/
.0/1 I/
.6/ 2/
.5/ 2/
24.91
14.
14.
.50
70.1
3.82
7.67
4301.8
63.56
1.386 (
5
1
768
1 1
.60 (
.68 (
.37 (
21.
7.
16.
1.
.53
.04
71.
3.06)
7.51)
.51)
1.02)
.15 ( 572.81)
.35 (
.248 (
8.46)
.407)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES
GRAMS/TEST
6/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTFR EFF.
4
NYNF
298.0
83.36 ( 2943.3)
9.80 (346.0)
.03 ( .91)
.05 ( 1 .61 )
463.0 (16349.)
33.9/21/
16. 0/ 1/
13.9/13/
1.5/13/
72.2/13/
21.9/13/
59. O/ I/
1.9/ I/
88.79
9.
11.
.11
17.0
2.41
5.94
916.2
15.05
.299 (
1.08 (
17.
8.
13.
1.
.15
.04
18.
1.
.66)
1.45)
2.23 ( 1.66)
5.49 ( 4.09)
847.33 ( 631.85)
13.92 ( 10.38)
.276 ( .455)
8.80
.91 ( .68)
3.49 ( 1.58)
91.7
-------
TABLEH-4.
ENGINE EMISSION RESULTS
C-TRANS.
PROJECT MO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 744.47 MM HGC29.31 IN HG)
DRY BULB TEMP. 22.2 DEG C(72.0 DEG F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRFS(SCF)
HC
HC
CO
CO
CO 2
tc
I
en
SAMPLE
BCKGRD
SAMPLE
BCKGRD
SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.72 (
1.42 {
4.25 (
811 . (
1 1.85 (
.263 (
13.03)
1.06)
3.17)
605.)
8.83)
.433)
TEST NO.3
DATE 7/24/84
TIME
DYNO NO. 1
RI1N2
DIESEL EM-600-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-65. PCT , CVS-64. PCT
ABSOLUTE HUMIDITY 11.1 GM/KG( 77.9 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.73 ( 2956.4)
9.83 (347.2)
.03 ( .91 )
.05 ( 1 .64)
461.9 ( 16310.)
54.5/21/ 27.
17. 7/ I/ 9.
35.9/13/ 33.
1.3/13/ 1.
79.4/13/ .17
21.6/13/ .04
59. 6/ I/ 18.
.7/ I/ 0.
78.24
19.
31.
.13
17.5
4.94
16.83
1065.9
15.48
.355 ( .78)
1.09 ( 1.46)
4.53 ( 3.38)
15.46 ( 1 1.53)
979.08 ( 730.10)
14.22 ( 10.60)
.326 ( .536)
2 3
LANF LAF
300.0 305.0
83.71 ( 2955.8) 83.72 ( 2956.1)
9.83 (347.2) 9.83 (347.2)
.03 ( .91) .03 ( .91)
.05 ( 1.64) .05 ( 1.64)
468.1 (16528.) 475.9 (16805.)
40.7/21/ 20. 42.4/21/ 21.
18. 2/ I/ 9. 18. 21 I/ 9.
23.7/13/ 22. 17.5/13/ 16.
1.4/13/ 1. 1.3/13/ 1.
58.5/12/ .23 63.1/11/ .52
12.0/12/ .04 7.0/11/ .04
85. O/ I/ 25. 68. 5/ 2/ 69.
I.I/ I/ 0. .4/ 2/ 0.
56.19 25.45
11. 12.
20. 14.
.19 .48
25.0 68.1
3.07 3.41
10.84 7.93
1665.4 4218.7
22.35 61.99
.542 ( 1.20) 1.359 ( 3.00)
1.89 ( 2.54) 5.62 ( 7.54)
1.62 ( 1.21) .61 ( .45)
5.72 ( 4.27) 1.41 ( 1.05)
879.28 ( 655.68) 750.31 ( 559.51)
1 1.80 ( 8.80) 1 1.03 ( 8.22)
.286 ( .471) .242 ( .397)
4
NYNF
298.0
83.56 ( 2950.6)
9.83 (347.2)
.03 ( .91 )
.05 ( 1.64)
464.2 (16392.)
37.0/21/ 18.
19. 4/ I/ 10.
13.6/13/ 12.
1.7/13/ 2.
72.6/13/ .15
21.8/13/ .04
58. 9/ I/ 18.
I.I/ I/ 0.
88.17
9.
11.
.11
17.2
2.38
5.70
928.2
15.27
.303 ( .67)
1.11 ( 1.49)
2.14 ( 1.60)
5.13 ( 3.82)
835.43 ( 622.98)
13.74 ( 10.25)
.272 ( .448)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PARTICULATE RATES GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
12.84
1.32 ( .99)
5.02 ( 2.28)
93.2
-------
TABLE H-4. ENGINE EMISSION RESULTS
H-TRANS.
(Cont'd)
PROJECT NO. 03-7774-002
ENGINE NO.
ENGINE MODEL 0 IHC DT466B
ENGINE 7.6 L(466. CID) L-6
CVS NO. 11
BAROMETER 744.22 MM HG(29.30 IN HG)
DRY BULB TEMP. 23.9 DEC C(75.0 DEC F)
BAG RESULTS
BAG NUMBER
DESCRIPTION
TIME SECONDS
TOT. BLOWER RATE SCMM (SCFM)
TOT. 20X20 RATE SCMM (SCFM)
TOT. 90MM RATE SCMM (SCFM)
TOT. AUX. SAMPLE RATE SCMM (SCFM)
TOTAL FLOW STD. CU. METRES(SCF)
HC
HC
CO
CO
a
SAMPLE
BCKGRD
SAMPLE
BCKGRD
C02 SAMPLE
C02 BCKGRD
NOX SAMPLE
NOX BCKGRD
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PPM
METER/RANGE/PCT
METER/RANGE/PCT
METER/RANGE/PPM
METER/RANGE/PPM
DILUTION FACTOR
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
FUEL KG (LB)
KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
TOTAL TEST RESULTS 4 BAGS
TOTAL KW HR (HP HR)
BSHC G/KW HR (G/HP HR)
BSCO G/KW HR (G/HP HR)
BSC02 G/KW HR (G/HP HR)
BSNOX G/KW HR (G/HP HR)
BSFC KG/KW HR (LB/HP HR)
9.75 (
1.49 (
2.99 (
767. (
11.45 (
.249 (
13.08)
1.11)
2.23)
572.)
8.54)
.409)
TEST NO.3
DATF 7/25/84
TIME
DYNO NO. 1
RUN2
DIESEL EM-600-F
BAG CART NO. 1
RELATIVE HUMIDITY , ENGINE-62. PCT , CVS-62. PCT
ABSOLUTE HUMIDITY 11.9 GM/KG( 83.0 GRAINS/LB) NOX HUMIDITY C.F. 1.0000
1
NYNF
296.0
83.66 ( 2953.9)
9.79 (345.5)
.03 ( .90)
.05 ( 1.69)
461.3 ( 16290.)
2
LANF
300.0
83.64 ( 2953.3)
9.79 (345.5)
.03 ( .90)
.05 ( 1.69)
467.5 (16507.)
3
LAF
305.0
83.67 ( 2954.3)
9.79 (345.5)
.03 ( .90)
.05 ( 1.69)
475.4 (16787.)
39
13
19
1
71
21
55
.
1
3
7
808
12
.
.4/21/
.8/ I/
.6/13/
.2/13/
.2/13/
.6/13/
.8/ I/
,8/ I/
89.72
13.
16.
.11
16.4
3.42
8.80
898.1
14.44
296 (
.11 (
.08 (
.92 (
20.
7.
18.
1.
.15
.04
17.
0.
.65)
1.49)
2.30)
5.90)
.26 ( 602.72)
.99 (
266 (
9.69)
.437)
42.0/21/
14
17
1
57
12
85
1
.
1
1
4
844
1 1
.8/ I/
.5/13/
.6/13/
.3/12/
.1/12/
.9/ I/
.3/ I/
57.70
14.
14.
.19
25.2
3.69
7.68
1611.2
22.51
524 (
.91 (
.94 ( '
.03 (
21.
7.
16.
1.
.23
.04
26.
1
2
1
3
.02 ( 629
.79 (
8
.274 (
0.
.15)
.56)
.44)
.00)
.38)
.79)
451 )
45.5/21/
15
16
1
61
7
66
.O/ I/
.3/13/
.8/13/
.7/11/
'.J>/ 2/
.4/ 2/
26.24
16.
13.
.47
65.9
4.25
7.10
4070.1
59.93
1.312 (
5
1
.62 (
.76 (
.26 (
23.
8.
15.
2.
.51
.04
66.
0.
2.89)
7.54)
.56)
.94)
723.89 ( 539.80)
10.66 (
.233 (
7.95)
.384)
PARTICULATE RESULTS, TOTAL FOR 4 BAGS
90MM PART ICULATE RATES
GRAMS/TEST
G/KWHR(G/HPHR)
G/KG FUEL (G/LB FUEL)
FILTER EFF.
4
NYNF
298.0
83.65 ( 2953.8)
9.79 (345.5)
.03 ( .90)
.05 ( 1.69)
464.4 (16399.)
38.9/21/
15. 5/ I/
13.1/13/
1.5/13/
71.4/13/
21.7/13/
57. 3/ 1/
1.2/ I/
89.80
12.
10.
.11
16.7
3.16
5.56
906.4
14.83
.296 (
1.11 (
19.
8.
12.
1.
.15
.04
17.
0.
.65)
1.49)
2.85 ( 2.12)
5.00 ( 3.73)
815.76 ( 608.31)
13.34 ( 9.95)
.267 ( .439)
8.28
.85 ( .63)
3.41 ( 1.55)
91.9
-------
ABLE H-5. INDIVIDUAL HYDROCARBONS FROM COLD START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-600-F) DISTILLATE
Individual HC from Test 7. Run 1, 7/24/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
nng/test
160
1000
0
71
0
400
120
0
HC from
mg/test
220
730
0
37
0
350
0
0
HC from
mg/test
190
870
0
56
0
380
60
0
mg/kW-hr
17
100
0
7.7
0
41
12
0
Test 7, Run 2,
mg/kW-hr
23
75
0
3.8
0
36
0
0
Test 7, Runs 1
mg/kW-hr
20
88
0
5.8
0
39
6.0
0
mg/kg fuel
60
380
0
28
0
150
145
0
7/25/84
mg/kg fuel
86
290
0
14
0
140
0
0
and 2
mg/kg fuel
73
340
0
21
0
150
23
0
H-8
-------
TABLE H-6. INDIVIDUAL HYDROCARBONS FROM HOT START TRANSIENT
OPERATION OF THE IH DT-466B ON (EM-600-F) DISTILLATE
Individual HC from Test 7. Run 1. 7/24/84
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Individual
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
Average
Hydrocarbon
Methane
Ethylene
Ethane
Acetylene
Propane
Propylene
Benzene
Toluene
mg/test
0
680
0
43
0
220
0
0
HC from
ma/test
99
1000
0
79
0
320
77
0
HC from
mg/test
50
8*0
0
61
0
270
39
0
mg/kW-hr
0
70
0
4.4
0
23
0
0
Test 7, Run 2,
mg/kW-hr
10
100
0
8.1
0
33
7.9
0
Test 7, Runs 1
mg/kW-hr
5.0
85
0
6.3
0
28
4.0
0
mg/kg fuel
0
270
0
17
0
87
0
0
7/25/8*
mg/kg fuel
41
410
0
33
0
130
32
0
and 2
mg/kg fuel
21
340
0
25
0
110
16
0
H-9
-------
TABLE H-7. ALDEHYDES FROM COLD START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-600-F) DISTILLATE
Aldehydes from Test 7. Run 1. 7/24/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
<5c Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
1259
401
0
307
0
100
198
75.9
55.1
from Test 7,
mg/test
1014
250
126
316
0
44.7
152
48.3
100
mg/kW-hr mg/kg fuel
130
41.5
0
31.8
0
10.4
20.5
7.86
5.70
Run 2, 7/25/84
mg/kW-hr
104
25.7
13.0
32.5
0
4.60
15.6
4.97
10.3
475
151
0
116
0
37.7
74.7
28.6
20.8
mg/kg fuel
396
97.7
49.2
123
0
17.5
59.4
18.9
39.1
Average Aldehydes from Test 7, Runs 1 and 2
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
1137
326
63
312
0
72.4
175
62.1
77.6
mg/kW-hr
117
33.6
6.50
32.2
0
7.50
18.1
6.42
8.00
mg/kg fuel
436
124
24.6
120
0
27.6
67.1
23.8
30.0
H-10
-------
TABLE H-8. ALDEHYDES FROM HOT START TRANSIENT OPERATION OF
THE IH DT-466B ON (EM-600-F) DISTILLATE
Aldehydes from Test 7. Run 1. 7/24/84
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
Aldehydes
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
& Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
955
276
235
307
0
103
198
76
55
from Test 7,
mg/test
570
240
13.2
1*1
244
46.7
0
0
0
mg/kW-hr me/ke fuel
98.8
28.5
24.3
31.7
0
10.7
20.5
7.86
5.69
Run 2, 7/25/84
mg/kW-hr
58.5
24.6
1.35
14.5
25.0
4.79
0
0
0
379
110
93.3
122
0
40.9
78.6
30.2
21.8
mg/kg fuel
235
98.8
5.43
58.0
100
19
0
0
0
Average Aldehydes from Test 7, Runs 1 and 2
Aldehyde
Formaldehyde
Acetaldehyde
Acrolein
Acetone
Propionaldehyde
Crotonaldehyde
Isobutyraldehyde
<5c Methylethylketone
Benzaldehyde
Hexanaldehyde
mg/test
763
258
124
224
122
74.9
99.0
38.0
27.5
mg/kW-hr
78.7
26.6
12.8
23.1
12.5
7.75
10.3
3.93
2.85
mg/kg fuel
307
104
98.7
90.0
50.0
30.0
39.3
15.1
10.9
H-ll
-------
TABLE H-9. FEDERAL SMOKE TEST TRACE EVALUATION
EnfMfrNo*!: _,
Engine S/Nr^*
Acceleration*
Jtrit Se<
ltt*rr«l No.
'
/
SL
/ £
^
> ir
^
T
/
^
/p
a
IJU
13
/¥•
/f
Total Smoke %
Factor (a) = £^
4
Lugging
First S<
Interval No.
/
^
J
/
'f
Total Smoke %
Factor (b) >
Peak
First Se
Interval No.
^3
Total Smoke %
Factor (o) . /
_Z/^' &7Z4ft
/ • ^/"^- 600
quence
Smoke %
9.3L
g.3
f.7
rt.i>
&O.O
/Oi A
t.7
<£ / Q
/O r1"
y* ^A
t>,0
^.3
£",0
$ 7
4*8
133, (s
9,1- Z?
5
•quence
Smoke %
"^"£'
33
*t.9
s~^
^R
13.&
&£ ,0 =
15
quence
Smoke %
— A/To —
/^. 5^
JH,.f
**.* -
*£&. Test No
- &" Run No.
*x*y: ^5^ ty
Second Se
Interval No.
/
3,
3
4
>f
t,
7
f
4
/o
n
/z.
13
itA
l$
^^
Second Se<|
Interval No.
/
ffj
3
4
f
4 Z %
/t tj- /J2
Second Seq
Interval No.
<3
'6. £ %
» ^^
/ Ev
quence
Smoke %
V.O
#.!•
£•$
too
ic,.o
£0-3 .
frS"
7.t
7,0
/3.3
/to
g.o
4*.(*
4-.K
^.3
W2.3
uence
Smoke %
3.0
SL.9
3.O
3 -Sf
fr.O
uence
Smoke %
/(r.O
/•/ n
SV.3
Date: ;
•7. By: vf^O^
Third
Interval NOT
|
±
3
*£
£*
d>
1
g
q
10
n
/^,
/3
/y
/ 5^
Third Se
Interval No.
/
£.
3
4
Third Set
Interval No.
2.
f/S^3/fjr
-J^
Sequence
Smoke %
7.£'
/4.O
So.f
J3-7
/r.o
tz.o
//.o .
JO.n
fft y
/3.O
fS.S
J,O
£ £,
6r.£~
tr, 7
JL3.SL
quence
Smoke %
jf Q
4.7
£"• 7
•^ O
&" ' ¥"
g^ 7
quence
Smoke %
/ w ft
49.0
H-12
-------
APPENDIX I
RESULTS FROM BORESCOPE INSPECTION AFTER OPERATION ON
MINIMALLY-PROCESSED SHALE OILS
-------
D0t«t
TABLE 1-1
Borescope Inspection Report No. o
f /I $ ltf4- Engine Hours: 2.(e Fuel Code:
Engine Manufacturer/Designation .7V/ / "Eff- 4&6% Serial No.
Cylinder Liner No.
1 C \ "7*^ PI AV «4-7"~
1^1* j r j w' •fc-*1' j r* f
J4 ^*^* ^ . A «r
2.
4.
5- /l/^r .77 Z'/oB? AT
&f A-T
^^^^^•^•'^^"^^•^"^"•^
""• s'' -. / • f / / f t J / / /
XT 4- L^ "• I m -^^ It A f J f /
/y~c "^ r*- — ^^ f'^ ov>s ' r>rlj} * f"™-'* i ro ** af'-ys
lo
ortjf . ^IJT flci^<5 Y Jg.»vti&SA5vtS ~l£^>TtOOf \f— .
— - - -
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"S," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
1-2
-------
TABLE 1-2
Borescope Inspection Report No. y
/ ^
Date: 7/£ O/ ,?4- Engine Hours: S/ Fuel Code:
Engine Manufacturer/Designation -X // _ / D"T~ <46&-JB Serial No.
Cylinder Liner No.
i /> / ~7^-
i. 1^1 (te*.r~ I )
/• -—'
2. f
4.
6. C/^r ^ 1% &P. AT
Notes:
CT^AM HdiC'Tta
.,
Terms:
"Streaking," faint lines (appearing like pencil lines) along the stroke
of the cylinder wall
"BP," Bore Polish, a smoothing of the liner with the cross-hatch still
visible
"S," Scuffing, roughning of liner with no cross-hatch visible.
"T," Thrust, right side of liner on a right rotation engine
"AT," Anti-Thrust, left side of liner on a right rotation engine
1-3
-------
Date:
TABLE 1-3
Borescope Inspection Report No. 10
-^/X4- Engine Hours: £7 Fuel Code: £/9f-
Engine Manufacturer/Designation J~ fir / /)/^^&£ £, Serial No
Cylinder Liner No.
i. £Vr. -T- 10 n(~5 Qfi
I I I -I I fi f) l //
qrvu ~ro-n ot«.il&- u-P . aoo
-------
APPENDIX 3
RESULTS FROM BIOASSAY OF SOF FROM OPERATION ON DF-2
AND CRUDE AND MINIMALLY-PROCESSED SHALE OILS
-------
Southwest Foundation
for Biomedical Research
West Loop 410 at Military Drive
(512) 674-1410
November 9, 1984
Analysis of Seven Diesel Extracts for Mutagenic Activity
Arnaldo J. Noyola,
Senior Research Associate
Milton V. Marshall, Ph.D.
Associate Scientist
J-2
-------
Introduction
Seven samples were received for analysis of mutagenic activity in S.
typhimurium tester strains TA97, TA98, TA100, TA102, and TA98NR. A descrip-
tion of the samples is given below:
Sample Identification
Weight (mg)
Date Received
366
367
368
369
568
626
580
EM-528-F
EM-584-F
HM-586-F
EM-585-F
EM-597-F (DF-2)
EM-599-F
EM-600-F
506
569
497
514
251
254
266
.9
.9
.5
.2
.1
.7
.7
April
April
April
April
August
August
August
30,
30,
30,
30,
29
29
29
1984
1984
1984
1984
, 1984
, 1984
, 1984
These samples were analyzed for mutagenic activity in five tester strains at
levels of 20, 60, 100, 200, 400, 600, and 1000 pg in the presence and absence
of an Aroclor-induced rat liver homogenate (S9), batch RLA005. Replicate
analyses were performed on each sample.
J-3
-------
Results
Difficulties were encountered when tester strain TA97 was first
employed. (See note from Bruce Ames in Appendix.) Therefore, TA97a was
substituted for TA97 for analyzing the mutagenic activity of the samples. A
comparison of the positive and negative controls for TA97 and TA97A are given
below:
His Revertants/Plate
Treatment
Medium
DMSO
S9 (RLA005 @ 50 1)
1-Nitropyrene (1 g)
ICR-191 (1 g)
2-Aminofluorene + S9 (10 g)
TA97
184
165
232
239
1959
359
TA97A (initial)
93
92
167
438
2091
380
TA97A (repeat)
131
126
178
485
2104
390
A slightly better response to the diagnostic mutagens was obtained with tester
strain TA97A, compared to TA97. The data obtained for the mutagenic response
of sample number 366 in both TA97 and TA97A is given in Figure 1. The dose-
response curve was better for this sample in TA97A than in TA97. The slopes
of the linear portion of the dose-response curves, obtained from regression
J-4
-------
analysis, were 1.200 revertants/yg in TA97, 1.263 revertants/yg in TA97A
(initial) and 0.971 revertants/ug in TA97A (repeat) for samples treated in the
absence of S9. In the presence of S9, 0.625 revertants/yg were obtained in
TA97, 0.349 revertants/yg in TA97A (initial), and 0.483 revertants/yg in TA97A
(repeat).
The positive and negative controls for all seven samples are given in
Table 1. Table 2 shows the cumulative means and standard deviations obtained
with the different tester strains. Although TA102 did not always fall within
the recommended spontaneous reversion frequency of 300 +60, the mutagenic
response to cumene hydroperoxide was less variable. TA102 was routinely grown
up on master plates as recommended by Ames (Appendix), whereas the other
strains were grown from frozen stocks.
A comparison of the mutagenic activity of the seven samples is given in
Table 3. The lowest mutagenic response was obtained in tester strain TA98NR,
a nitroreductase-deficient strain derived from TA98. This strain is insensi-
tive to the mutagenic activity of 1-nitropyrene, which has been reported to
account for most of the mutagenic activity associated with diesel exhaust
extract. The raw data and plots of the dose-response curves are shown in
Figures 2-22.
Conclusion
Mutagenic activity was observed in the presence and absence of S9 for all
samples tested. Additional comments submitted December 24, 1985 are given on
the following page.
J-5
-------
MEMORANDUM
Toi Terry Ullman
From i Milton Marshall f
SubJBcti Report on 7 diesel extracts obtained -from shale oils
Data t December 24, 1984
I would like to expand the Conclusion section of my report of November
9, 1984 to include the following information:
Since no good dose-response relationships were obtained with tester
strain TA102, this strain is omitted from the discussion. Ames recom-
mends that the revertants per plate should be taken from the linear
portion of the dose-response curve. In calculating the revertants/uq
extract, the linear portion of the dose-response curve was analyzed by
linear regression. If a curvilinear response was observed (as we usu-
ally found with TA1O2), three data points were used for slope determin-
ation. In all instances, a minimum of three data points were analyzed
per condition in each tester strain. When the average mutagenic activ-
ity (his+ revertants/ug extract) of the 7 samples was ranked in tester
strains TA97a, TA98, TA98NR, arid TA1OO, a good correlation was obtained
with levels of 1-njtropyrene (1,NP) expressed in ug/g SOF for these sam-
ples. The greatest mutagenic response was obtained with sample #568 in
TA97a in the absence of S9. (TA97a has now replaced TA97, see Appendix.
For purposes of this discussion, the mutagenic response should be simi-
lar in these two isogenic strains.) Compounds that are active in TA97
include benzo(a)pyrene (BaP), which is more active as a frameshift
rnutagen in TA97 than in TA98 in the presence of 39. (BaP also induces
base pair substitution mutations which are detected in TA100.) Nitro-
PAHs also are detected in TA97 as well as in TA9S.
TA98NR is insensitive to the mutagenic effects of 1NP, but not to
dinitropyrenes, in the absence of S9. The lack of an increase in the
ratio of revertants/ug extract in TA98 compared to TA9BNR indicates
that the mutagenic activity observed in TA98 may not be accounted for
by the presence of 1NP which is most active in TA98. This observation,
coupled with the mutagenic activity observed in TA100, indicates that
the major mutagenic species in these diesel extracts is probably not
1NP. However, other nitro-PAHs canrtot be excluded since their responses
in TA98NR are unknown, and the relative amounts of 1NP are probably
indicative of total nitro-PAHs present in the extracts. Also, nitro-
PAHs are detoxified rather than activated by mixed function oxidase
enzymes present in the 89.
In summary, I feel that the majority of the mutagenic activity observed
in these extracts is not due to 1NP, but to other constituents of the
diesel exhaust extracts. Some of these components may be acting syner—
gistically, or the activity may be due to the presence of other com-
pounds, possibly nitro-PAHs other than 1NP.
J-6
-------
Table 1. Positive and Negative Controls
Controls
INITIAL
*366
REPEAT
#366
INITIAL
*367
REPEAT
1367
Medium
DMSO
S9 (RLA005)
1-NPb (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF6 (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
TA97A
93
92
167
438
2091
380
131
126
178
485
2104
390
101
96
145
334
2153
381
113
115
170
398
2115
408
TA98
16
14
23
561
464
737
29
25
40
749
418
915
23
29
48
768
496
818
27
24
34
765
576
1011
TA100
100
94
100
131
339
397
133
109
131
139
408
347
104
103
119
262
430
373
139
124
135
371
498
351
TA102
239
232
396
283
1356
513
213
232
409
279
1312
478
239
232
396
283
1356
513
241
222
358
227
1167
433
TA98NR
15
14
19
45
966
760
18
22
37
60
975
921
27
19
34
49
1027
641
22
18
38
56
1008
601
J-7
-------
Table 1. continued
Controls
INITIAL
§368
REPEAT
1368
INITIAL
#369
REPEAT
#369
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 jjg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yq)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-'i'NF (0.25 yg)
2-AF + S9 (10 yg)
TA97A
90
89
153
309
2105
420
116
86
170
484
2016
463
112
106
164
429
2167
373
91
88
124
361
1994
385
TA98
17
19
26
589
456
790
25
22
44
807
571
838
24
26
36
870
466
761
26
26
41
964
581
956
TA100
111
120
139
271
541
297
112
102
107
319
550
348
114
104
120
345
597
439
132
114
132
319
688
381
TA102
239
232
396
283
1356
513
243
237
404
282
1018
538
233
231
389
247
913
534
269
250
427
241
1195
503
TA98NR
17
1 1
23
46
1 196
714
27
19
38
60
1 361
693
51
56
41
57
1 274
1 £• 1 *9
631
26
27
£* 1
42
62
1 1 1 A
I I I 4
768
J-8
-------
Table 1. continued
Controls
INITIAL
#568
REPEAT
#568
INITIAL
#580
REPEAT
#580
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
Medium
DMSO
S9 (RLA005)
1-NP (1 yg)
ICR-191 (1 yg)
2-NF (5 yg)
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg)
TA97A
115
93
173
437
2037
330
114
99
147
434
1970
304
92
99
160
379
1930
315
96
99
139
369
1862
348
TA98
37
28
41
995
503
932
21
22
26
868
527
612
30
22
43
772
474
725
19
19
22
844
464
723
TAT 00
138
121
129
395
543
307
114
108
131
136
373
348
103
112
108
336
545
258
113
120
129
109
357
363
TA102
209
214
352
224
917
415
169
201
379
258
906
443
169
201
379
258
906
443
226
209
237
229
760
401
TA98NR
25
21
40
65
1383
550
15
11
23
94
1379
376
20
20
41
91
1343
543
14
11
22
85
1425
419
J-9
-------
Table 1. continued
Controls
INITIAL
1626
TA97A
TA98
TA100
TA102
NaN3 (1 yg)
Cum. HPx (50 yg)
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yq)
358
848
437
307
809
473
TA98NR
Medium
DMSO
S9 (RLA005)
1-NP (1 pg)
ICR-191 (1 yg)
2-NF (5 yg)
123
98
176
417
1965
29
28
42
941
533
116
114
131
170
231
223
395
215
16
22
38
73
1581
788
REPEAT Medium 92 22 117 221
#626 DMSO 98 15 106 221
S9 (RLA005) 137 28 138 356
1-NP (1 yg) 424 1017 154 241
ICR-191 (1 yg) 1991
2-NF (5 yg) 435
NaN3 (1 yg) 368
Cum. HPx (50 yg) 836
2,4,7-TNF (0.25 yg)
2-AF + S9 (10 yg) 486 902 434 445
19
17
28
71
1647
560
Difficulties with tester strain TA102 necessitated repeating the analysis
with some samples. Therefore, the positive and negative controls are iden-
tical for the following samples: #366 (initial), #367 (initial), and #368
(initial); and #568 (repeat) and #580 (initial).
1-NP, 1-nitropyrene
C2-NF, 2-nitrofluorene
Cum HPx, cumene hydroperoxide
52,4,7-TNF, 2,4,7-trinitro-9-fluorenone
2-AF, 2-aminofluorene
J-10
-------
Table 2. Cumulative Controls for Tester Strains (HIS+ REVERTANTS)
Treatment
MEDIUM
DMSO
S9 (RLA005)
1 -NITROPYRENE
2-AMINOFLUORENE
+S9
Number
Mean
Std. Dev.
Std. Error
Minimum
Maximum
Number
Mean
Std. Dev.
Std. Error
Minimum
Maximum
Number
Mean
Std. Dev.
Std. Error
Minimum
Maximum
Number
Mean
Std. Dev.
Std. Error
Minimum
Maximum
Number
Mean
Std. Dev.
Std. Error
Minimum
Maximum
Number
Mean
Std. Dev.
Std. Error
Minimum
MaxiTurn
TA97A
14
105.7
13.7
3.7
90
131
14
99.0
10.7
3.0
86
126
14
157.3
16.7
4.3
124
178
141
407.0
51.7
12.7
309
485
14
381.7
51.7
13.7
104
486
ICR-191
TA97A
14
2035.7
89.7
24.0
1862
2167
TA98
14
24.7
5.7
1.7
16
37
14
22.7
4.7
1.3
14
29
14
35.3
8.7
2.3
22
48
14
822.0
137.0
36.7
561
1017
14
826.3
109.7
29.3
612
1011
2-NF
TA98
14
497.3
53.0
14.0
418
581
TA100
14
117.7
13.0
3.3
100
139
14
110.7
8.7
2.3
94
124
14
125.0
12.3
3.3
100
139
14
247.0
102.7
27.3
109
395
14
353.7
51.0
13.7
258
439
NaN3
TA100
14
476.7
104.7
28.0
339
688
TA102
11
226.7
25.0
7.7
169
269
11
224.7
13.7
4.0
201
250
11
373.0
51.0
15.3
237
427
11
247.7
24.7
7.3
215
283
11
470.7
47.0
14.3
401
538
Cum. HPx
TA102
11
1017.3
207.7
62.7
760
1356
TA98NR
14
22.3
9.3
2.7
14
51
11
20.7
11.3
3.0
11
56
14
33.0
8.3
2.3
19
42
14
65.3
15.7
4.3
45
94
14
640.3
147.7
39.7
376
921
2,4,7-TNF
TA98NR
14
1262.7
221.3
59.3
966
1647
J-ll
-------
Table 3. His* Revertants/ug Extract
Sample
Identification S9
•#3t« -
1367 -
#368 -
#369 -
#626 -
#568 -
*580 -
Initial
+
Repeat
+
Initial
+
Repeat
+
Initial
+
Repeat
+
Initial
+
Repeat
+
Initial
+
Repeat
+
Initial
+
Repeat
+
Initial
+
Repeat
+
TA97A
1.263
0.349
0.971
0.483
0.962
1.675
1.299
1.813
1.575
1.385
1.675
1 .147
1.625
2.175
1.313
2.063
0.664
0.316
0.615
0.606
3.025
0.790
2.363
0.641
0.981
0.632
0.780
0.338
TA98
0.298
0.292
0.355
0.260
0.339
1.205
0.630
1.510
0.628
0.893
0.528
1.054
0.576
1.322
0.519
1.293
0.321
0.264
0.235
0.399
0.963
0.784
0.992
0.720
0.348
0.539
0.399
0.623
TA100
1.508
0.665
1.611
0.566
1.750
2.032
1.523
2.375
1.788
2.097
2.963
1.162
1.575
1.282
1.678
1.425
0.728
0.808
0.677
0.691
2.225
1 .041
0.761
2.663
1.093
0.596
1.017
0.709
TA102
0.413
0.260
0.688
0.388
0.799
0.990
0.554
0.720
0.611
0.438
0.655
0.527
0.374
0.781
0.458
0.733
0.500
1.013
0.250
0.390
0.725
0.470
0.259
0.700
0.225
0.187
0.107
0.369
TA98NR
0.278
0.161
0.267
0.142
0.364
1.077
0.344
0.851
0.508
0.646
0.588
0.566
0.358
0.907
0.377
1 .080
0.254
0.180
0.181
0.131
0.626
0.387
0.551
0.313
0.190
0.231
0.188
0.296
J-12
-------
A. TA97 -39
pg CH2C12 Extract
20 178
60 2O6
100 274
200 296 4t
400 404 V
600 392 V
100O 480 »-
TA97A -39 (I)
126
166
227
313*
481V-
564*
683^
TA97A -S9
B.
Vg CH-C1
20 *
60
1 OO
20O
400
600
1 OOO
Extract
TA97 +39
717
233"
267
270 ¥
3OO *
304 *
375 *
TA97A +S9 (I)
161
170
177
213
28O
362
411 #
TA97A +S9 (R)
144
182
186
237
291 *
328 V
482 v-
EPA #366 TA 97 AND TA97A
UJ
UJ
UJ
0 1088
UG DIESEL EXTRACT/PLATE
a TA97 +S9 + TA97A +S9
•x- TA97A +S9 -::R>
*Denotes points omitted from linear regression analysis
J-13
-------
Extract
60
1OO
200
400
600
1000
TA97A - S9
126
166
227
313*
48 lit
564*
683 V
TA98 -S9
23
34
47
82
158
199
TA100 -S9
123
170
265
389
TA102 -S9
212
220
256
283
590
7O4
402*
443 «
EPA #366 EM 52S-F -S9 INIT
LU
Cl-
UJ
CtJ
1608
750
500
250
1006
UG DIESEL EXTRACT/PLATE
° TA97A - 39 * TA98 -S9
>=: TA106 -39 * TA102 -S9
B.
Mg CH-C1
20 2
60
100
200
400
600
1000
Extract
TA97A +39
161
170
177
213
280
362
411 *
TA98 +S9
29
41
58
99
170
306
TA1OO +S9
116
143
171
227
371
422 V-
512 *
TA102 +39
346
415
415
427
411
559
624 *
EPA #366 EM 52S-F +S9 INIT
750
LU
LU
---*
.?»-
/
.--•*•
UG DIESEL EXTRACTVPLATE
TA97A +S9 + TA9S +S9
TA100 +S9 <* TA102 +S9
J-14
-------
A.
yg CH2C12 Extract
20
60
100
200
40O
600
1OOO
TA97A -39
173
177
233
337
513^
602 *
726*.
TA93 -39
36
46
57
86
180
249
373
TA100 -39
138
224
251
436
624 *
792*
706*
TA102 -39
178
197
233
268 ^
271 ^
371*
EPA #366 EM 528-F -S9 REFT
B.
yg CH
20
60
100
200
400
6OO
1 OOO
Extract
1000
UJ
i—
•oc
•=-1
UJ
UJ
Chi'
TA97A +39
144
182
186
237
291 £
8V
UG DIESEL EXTRACTVPLATE
TA97A -S9 •*• TA9£'. -S9
TA10Q -39 * TA162 -S9
48:
TA98 +39
39
47
57
72
145
195
286
TA100 +39
139
16O
242
324
452
560
TA102 +39
405
414
436
429*
475*
543*
559V-
EPA #366 EM 52S-F +S9 REPT
LU
ui
UJ
1 @@0
UG DIESEL EXTRACT-PLATE
TA97A +S9 * TA98 +S9
TA10Q +S9 « TA102 +S9
J-15
-------
A.
vg CH2C12 Extract
20
60
10O
200
4OO
6OO
1000
TA98NR -S9
16
25
44
56
127
186
284
TA98NR +S9
19
28
30
34
72
111
175
EPA #366 EM 528-F INITIAL
ui
h-
|
QZ
1 000
U6 DIESEL EXTRACTS-PLATE
TA98HR -S9 * TA98HR +S9
B.
Vg CH-C1,
20 ^ '
60
100
200
400
600
1000
Extract
TA98NR -S9
20
36
42
75
96
178
287
TA98NR +S9
32
41
40
5O
79
94
178
LiJ
CO
UJ
C£
EPA #366 EM 528-F REPEAT
^ifi
eta*
0
IJG DIESEL EXTRACTxPLATE
TA98MR -S9 * TA98HR +S1
J-16
-------
A.
ug CH
20
6O
1OO
200
4OO
60O
1000
Extract
TA97A -39
122
221
249
313
446 *-
5O8 y-
562 V-
TA98 -39
45
62
85
106
188
259
375
TA100 -S9
158
190
298
382 X
557 *
509 *
533 y.
TA102 -39
238
298
326
390
461^
51O *
536 tf"
EPA #367 EM 584-F -S9 IHIT
756
.
UG DIESEL EXTRACT-PLATE
TA97A +S9 * TA9S +S9
fHO +S9 tt TA102 +S9
J-17
-------
A. TA97A -S9
yg CH,C1, Extract
20 156
60 247
100 298
200 401
40O 573 *-
600 630*
1000
figure o
TA98 -S9
39
72
91
155
228 <*-
307 *-
TA1OO -S9
149
231
296
429
583*-
725*
681*
TA1O2 -39
196
261
283
308
369 X
458 X
458^
EPA #367 EN 5S4-F -S9 REFT
750
UJ
613 *-
729^-
810 *
TA102 +59
37O
439 .
450
512
607 *
654 *
661-V
EPA #367 EM 5S4-F +S9 REPT
1 000
LU
500
UJ
UJ
...... -r^v»-~..--
?
UG DIESEL EXTRACTVPLATE
TA97A +S9 * TA98 +S9
TA100 +S9 * TH102 +S9
J-18
-------
A.
\ig CH
20
60
1 00
20O
400
600
1 OOO
Extract
TA9SNR -39
24
51
69
1OO
168
245
299 *
TA98NR -(-39
82
117
245
453
521 V-
598 V-
EPA #367 EM 584-F INITIAL
750
LU
LU
DJ
Cf
250
UG DIESEL EXTRACTxpLATE
TA98NR -S9 * TA9SHR +39
B.
jjq CH0C1
20 Z
60
1 00
200
400
600
10OO
Extract
TA9SNR -39
27
49
63
94 •
161
232
291 V
TA98NR +S9
47
73
99
203
363
474 V-
541
EPA #367 EM 5S4-F REPEAT
LU
•I
_J
u_
CO
H;
-------
A. TA97A -S9
pg CH2C12 Extract
20 143
60 214
100 269
200 362-Y
400 492 *
60A 567•*
1009 551 *
TA98 -S9
29
65
72
146
244 fc.
322 *
395 *
TA10O -39
140
190
283
368^
587 *
622 ^
723 ^
TA102 -39
217
235
261
325
341 #
421 ^
438 U
UJ
UJ
LU
Ctl'
750
5 00
256
0?
EPA #363 EM 586-F -S9 IHIT
/X
;pr-
PI
IJG DIESEL EXTRACT/PLATE
TA97A -39 + TA9S -S9
TA100 -S9 * TA1S2 -S9
B.
yg CH2C12 Extract
20
60
100
200
400
600
1000
TA97A +39
150
200
271
397
525-f
634 *
691 V-
TA98 +S9
31
65
111
135
373
432 >t
TA10O +S9
128
179
263
496
537V-
572 *
694 jf-
TA1O2 +39
223
427
479
353
392
643
669
EPA #368 EM 568-F +S9 IHIT
UJ
!•—
9-
I'.O
1
o;
ui
£
] F100
IJG DIESEL ' EXTRACTS-PLATE
TA97A +S9 * TA9y +S9
+S9 « TA102 +S9
J-20
-------
A.
pg CH
20
60
100
200
400
600
1000
Extract
TA97A -39
147
219
281
3554
486 ^
565*
TA9S -39
53
77
93
150
254
325 js-
437 >
TA10O -39
156
292
393
476^
749 A
768*
825 X-
TA102 -39
218
260
296
340
365 \fi
393 3
487 >
EPA #368 EM 5S6-F -S9 REPT
1000
LU
CO
LU
UJ
UG DIESEL EXTRACTXPLATE
TA97A -S9 * TA9S -S9
TA160 -S9 ** TA102 -S9
B.
20 :
60
100
200
400
600
1000
Extract
TA97A +39
175
235
292
335
503 *•
563 ^
752 31
TA9S +39
58
104
141
249
409 •*
525 A
773 i
TA100 +S9
142
206
263
361
611
822
880 ^
TA1O2 +39
337
434
462
489
522 £
562*
595 >
EPA #368 EM 5S6-F +S9 REPT
Ct:
LJ
LiJ
.
IJG DIESEL EXTRACTS-PLATE
TA97A +S9 * TA9S +S9
TA100 +S9 - ** TA102 +39
-------
A.
CH2C12
20
60
1OO
200
400
600
1000
TA98NR -S9
27
36
61
115
150*
213 £
261 i
TA93NR +39
31
56
6O
141
272
347*
433
LU
-•r
750
560
UJ
LU
a:
EPA #368 EM 586-F INITIAL
0 1000
UG DIESEL EXTRACTxPLATE
n TA98NR -S9 + TA98NR +39
yg CH
20
60
100
200
400
600
1000
Extract
TA9SNR -S9
30
54
77
136
172 *
225*
298 v
TA98NR +S9
43
66
84
135
259
331 *
472 3-
LU
K;
Q_
fi"i
H-
1
ct:
LU
UJ
#368 EM 568-F REPEAT
750
500'
.-•*""
J3--
UG DIESEL EXtRAC'rvPLATE
TA98HR -S9 + TrtyGMF? +S9
J-22
-------
A.
Ug CK
20
60
100
200
40O
600
1OOO
TA97A -39
153
235
283
391*
513*
553*-
621 ,t
1 nftfi
LU
u_
s
CO
' "^ CH r*
1—
tM ocr -
LU -:-•-'-
Ct' r
&
TA98 -39
40
69
SO
146
2280^
306 ;t
447 A-
EPA #369
-
- 'j£'"~ -&~~~~
.;*-
^fc^L-JI(r" .-"*
^ *"""
t**'
TA1OO -S9 TA1
135 283
178 272
261 261
371 £ 292
552 * 372
658 Jl 4O8
702 >! 417
EN 585-F -S9 I HIT
____B
_*
'
1
F1 1000
UG DIESEL EXTRACTS-PLATE
n TA97A -S9 * TA9S -S9
>•• TA100 -S9 * TA102 -S9
B.
CH2C12
Extract
20
60
1OO
2OO
4OO
6OO
1000
TA97A +39
153
263
327
473*
589 £
655 K
763 -s.
TA98 +39
117
159
299
485
6 1 0
724
TA100 +39
114
171
185
313
601
663 #•
741 .
TA102 +39
420
425
478
552
575 *
678*.
656 *.
EPA #369 EM 5S5-F +S9 INIT
LU
I—
DC
LU
1000
75t!
59 W
3t
UG DIESEL. EXTRACTS-PLATE
TA97A +S9 * TA9S +39
TA1QH +:=;9 »: TA182 +S9
"" J-23
-------
A.
pg CH2C12 Extract
20
60
1OO
2OO
40O
600
1000
TA97A -S9
163
239
268
337 *
449 *
596 *
694 *•
TA98 -39
42
63
104
146
242
298*
407 v
TA100 -39
157
236
312
462
737 #
869 A
1086 *
TA102 -39
262
275
309
340
4O9
541
475 X
EPA #369 EM 5S5-F -S9 REPT
1260
LU
j3+~~ t.1
r/X
^
i«
h:-"""""".---:."*
£--"•-— -°
i
H
LI 13 DIE S E L E X T R A C T.-- F:' L.. A T E
J-24
-------
A.
Vg CH2C12 Extract
20
60
1 00
20O
400
600
1 OOO
TA98NR -39 TA98NR +39
64 85
73 124
90 1 62
115 249
205 355 :*'
265 471,*-
327^- 558 #-
EPA #369 EN
LU
§ ^Cn-i '
x "~ ~ f~~
." * _..•'*
_i£. . jr'*
!>•• --I«=:H .*•', JEtTtTTTtT!
L£J jt--JIJ _* "^^
S '. ¥f S**
a:- ko-^"'
01
5S5-F INITIAL
»•
3
i
0 1000
U6 DIESEL EXTRACT/PLATE
B.
yg CH^Cl, Extract
20
60
1 00
2OO
400
6OO
1 OOO
° TA98WR -S9
TA98NR -89 TA98NR +89
41 46
52 80
76 119
118 238
198 4O4 ^
254 528 ,4
303 -^ 632 £•
EPA #369 EM
-•n " _.---"""
_j c- - - ' *-•""
':>i' •*••'"
^T~ " «'*'*
— > - / .£J"~"
UI - / _..-•-'""
* TA9SHR +39
5S5-F REPEAT
*
B
1000
IJG DIESEL EXTRACT--PLATE
TA9SHR -39 * TA93HR +S9
J-25
-------
-- 3 -- -
A.
H.9., CH2C12
60
10O
20O
400
600
1000
Extract
TA97A -S9
135
140
186
223
384
499
TA98 -39
32
45
62
90
155
181 H
295 >^
TA10O -S9
123
151
180
259
398
454^4
593-*
TA102 -S9
195
225
235
255 it
287X5
312-C
353 >fr
EPA #626 EM 599-F -S9 INIT
Ul
C£
LU
U.I
Cf
IJ6 DIESEL EXTRACTS-PLATE
TA97A -S9 * TA9S -S9
TA100 -39 * TA102 -S9
B.
pg CHjCl, Extract
20
60
100
200
400
600
1000
TA97A +39
156*
168
217
291
348
458
TA98 +39
48
69
136
155
295
TA1OO +89
128
150
182
270
429 •
433it
545*
TA102 +39
321
355
402
413^
458?:
453 J-
5O9 *
#626 EM 599-F +S9 INIT
LU
•I
?5O
0
___x
/&"
1 FlRfi
Lie DIESEL EXTRrHCTVpLATE
TA97A +S9 * TA9S +S9
TA100 +S9 « TA102 +S9
J-26
-------
A.
pg CHjCl, Extract
20
60
100
'ZOO
400
600
1OOO
TA97A -S9
133
166
191
246
364 *
445 *
547:4
TA93 -S9
28
38
44
60
107
158
259
TA10O -S9
134
147
175
237
386
438 ff
576*
TA102 -39
252*-
252*-
278*
255
31O
355
331 X
EPA #626 EM 599-F -S9 REPT
B.
yg CH
20
60
100
200
400
60O
1000
750
UJ
500
DL.
UJ
d
Extract
TA97A +39
156*
149
165
224
352
401 *
458 >
0 1000
UG DIESEL EXTRACTS-PLATE
° TA97A -S9 + TA98 -S9
* TA100 -S3 ** TA102 -S9
TA98 +39
344
36
47
66
139
233
407
TA100 +S9
135
158
174
260
392
401 4
522*
TA102 +39
346 v=
368*
354*
353
436
509
554 *
750
ui
•:C
IX
50Q
EPrt #626 EM 599-F +S9 REPT
.*•'
fi
US DIESEL EXTRACTXPLATE
TA97A +S9 * TA9S +S9
TA100 +39 ** TA102 +89
J-27
-------
A.
££ CH2C12
60
10O
200
4OO
600
1000
Extract
TA98NR-S9
21
32
40
67
108*
135V
179V
Figure 16
TA9SNR+S9
36
39
54
62
102
135
213
EPA #626 EM 599-F INITIAL
LU
CO
g
LU
C£
300
200
1 00
10fl0
UG IHESEL EXTRACTxPLATE
TA9SHR-S9 * TA98HR+S9
B.
\tg CH2C12 Extract
20
60
100
200
400
600
1000
TA98NR-S9
15
25
26
46
82
121
146*
TA93NR+S9
23
30 .
32
4O
68
99
151
UJ
v—
LU
O-
EPA #626 EM 599-F REPEAT
300,
200
1 00
1 00 Pl
UG DIESEL EXTRACT.--PLATE
TA98MR-S9 * TA98HR+S9
J-28
-------
A.
Cl^Cl, Extract
60
1 00
200
400
600
1 000
TA97A -39
134
264
376
457-4
658*
748*
820^
TA98 -S9
51
71
135
205
443
590
886A*
TA100 -S9
150
247
328
389 *
443*
449 *
TA102 -39
218
241
276
316*
421 *
487 X
549 >-
EPA #568 EM DF-2 -39 INIT
LJJ
CO
UJ
UJ
1808
750
590
250
Ui3 DIESEL EXTRACT/PLATE
TA97A -S9 * TA98 -S9
TA100 -S9 * TA102 -S9
B.
yg CH9C1
20 i
60
100
200
400
60O
1000
Extract
TA97A +39
164
175
240
301
460
561 V
727 *
TA98 +39
51 V
67 t
90 >
140
288
445
765
TA100 +39
156
196
286
359
559
614V
809V-
TA102 +S9
381
427
432
474
532 *
567 *
635 v
EPA #568 EM DF-2 +S9 IHIT
1 000
LU
•or
a.
CO
a:
ui
UJ
1000
UG DIESEL EXTRACTS-PLATE
TA97A +S9 * TA9S +S9
TA106 +S9 ** TA102 +S9
J-29
-------
A. TA97A-S9
yg CH2C12 Extract
20 152
60 283
100 341
200 458*
400 610*
600 683 *
1000 679V
Figure 18
TA98-S9
40
68
130
244
430
610
747*
TA1OO-S9
172
314
439
454
681
769
990
TA102-S9
217
232
266
290
357
431
460
EPA #568 EM DF-2 -S9R
UJ
' TA100-S9
TA97A+S9 TA98+S9
181 40
268 55
381 85
563 171
765 326
786 444
823 740
»00
EXTRACT/PLATE
+ TA98-S9
* TA102-S9
TA100+S9
146
282
359
424 X-
628 V
393*
465 *
TA102+S9
367
383
423
423 3
454V
437^
507*
EPA #568 EM DF-2 +S9R
1 000
LU
>—
TA162+S9
J-30
-------
A. TA98NR-S9
pg CHjCl- Extract
20 31
60 51
100
200
400
600
1000
78
133
268
355 *
503*
TA98NR-I-S9
48
53
67
87
177
286
408
EPA #568 EM DF-2 -+S9INT
LU
to
1000
UG DIESEL EXTRACT/PLATE
TA98HR-S9 * TA98HR+S9
B.
CH2C12 Extract
6O
100
20O
40O
600
1000
TA98NR-S9
23
32
75
127
243
335
4274
TA98NR+S9
27
32
35
60
100
187
332
50
LU
-------
A.
yg
20
60
1 00
200
400
600
10OO
CH2C12
Extract
TA97A-S9
102
141
233
276
392 V
431V-
481 *
TA98-S9
37
51
65
97
160
243
314*
TA100-S9
97
124
167
289
386 ¥
517 X
560
TA102-S9
190
240
225
258
305
336
431
EPA #530 EN 600-F-S9I
uu
5
a.
x
CO
UJ
UJ
B.
yg CH2C12 Extract
20
60
100
200
400
600
1000
TA97A+S9
144
160
177
267
375
400$
475*
Lie DIESEL
TA97A-S9
TA100-S9
TA98+S9
45
62
85
119
238
358
491*
ee
XTRACTx'PLATE
* TA98-S9
« TA102-S9
TA100+S9
101
132
155
217
330
394*
582 *
TAJ02+S9
352 *
405
417
455
473
513
588
EPA #580 EM 600-F+S9I
UJ
_
a.
no
UJ
Ul
758
0
LIG DIESEL EXTRACTxPLATE
TA97A+S9 + TA98+S9
TA100+S9 * TA102+S9
J-32
-------
A.
CH2C12 Extract
TA97A-S9
rigure
TA98-S9
TA100-S9
TA102-S9
20
60
1 00
200
400
600
1 000
97
118
159
234
335 *
329*
223 a-
LU
•OC
_
to
24
39
57
85
183
251
309*
EPA #580 EM
^ Xi=*-:—
!ii'5fc.1 |-"--<:?^.»w^ ^-^H-riTrcr: r<--j.^
; Is */'"'
109
135
216
286
441*-
506 <
677V-
600-F-S9 REPT
X
s
B
211
321
292
236
309
308
338
B.
pg CH2C12
20
60
1 00
200
400
600
1 000
Extract
TA97A+S9
124*
128
168
258
423
411
449
Lie DIESEL
TA97A-S9
TA98+S9
23
32
69
104
262
372
564*
300
EXTRACT/PLATE
* TA98-S9
* TA102-S9
TA100+S9
103
121
165
227
318-*
370 ¥
428 V
TA102+S9
305
367
438
374
487
508 V
541 *
EPA #530 EM 600-F+S9 REPT
Ul
-------
A.
pg CH,C1
20 2
60
100
200
40O
600
1000
Extract
TA98NR-S9
25*
29
40
55
92
134
173*-
TA98NR+S9
33
43
54
65
104
167
260
EPA #580 EM 600-F-+S9I
Q_
S.
f.f>
LU
LU
Oi
••50
500
258
0 1000
LIG DIESEL EXTRACTVPLATE
n TA98HR-S9 * TA9SHR+S9
B.
pg CH2C12 Extract
20 15
60 20
TA98NR-S9
100
200
400
600
1 000
42
52
98
125
175
TA98NR+S9
23
19
36
36
74
121
328
trt
ui
LU
EPA #530 EM 600-F-+S9REPT
1000
LI G DIESEL E X T R A C T,- P L f\ T E
NR-S9 T-^A * TA93NR+S9
-------
Appendix
UNIVERSITY OF CALIFORNIA, BERKELEY
BERKELEY • DAVIS • IflVINE • LOS ANGELES • lUVEKSIDE • SAN D1ECO • SAN FHANCISCO l[o(XL | «8l?ll SANTA UAKHAItA • SANTA CRUZ
~
DEPARTMENT OK BIOCHEMISTRY BERKELEY, CALIFORNIA 9472O
April 5, 1984
Dear Colleague:
We have received numerous complaints regarding the growth properties of
the standard tester strain, TA97. These include low levels of viability of
overnight cultures, faint background growth, and pin-point colonies on
mutagenesis plates. We think these problems are due to the uvrB deletion,
and therefore we have reconstructed the strain. The reconstructed strain is
designated TA97a. It has improved growth properties compared to the original
TA97. Its response to the mutagens ICR-191, dexon, and 2-aminofluorene is
identical to that of TA97. We suggest that TA97a be used in general mutagenicity
screening in place of TA97, and we are now sending it out routinely.
In the Revised Methods paper (Maron and Ames, 1-futati.on Research 213,
173-215, 1983) we recommended mitomycin C as the positive control for TA102.
Recently, however, David Levin has discovered that mitomycin C causes extragenic
suppressor mutations. Suppressors are slow growers, accounting for the pin-
point colonies on MMC plates. Incubating the plates longer than 48 hours is
not recommended. Because of the problem with suppressors, we suggest using
cumene hydroperoxide as the positive control for TA102. It is commercially
available (Pfaltz and Bauer) and does not require metabolic activation. Please
see Levin et al. (1982), PNAS, 79, 7445-7449. The dose-response curve for
cumene hydroperoxide with TA102 is shown on page 7447. Danthron, an anthracene
quinone (available from Sigma) can be used as a positive control requiring S9
activation (1,140 revertants per 30 ug using 50 ul S9 per plate in the pre-
incubation assay). See Levin et al. (1983) Detection of Oxidative Mutagens
in a New Salmonella Tester Strain (TA102), Methods -in Enzyrnology, in press.
When you receive TA102 from our laboratory, or when you reisolate from your
frozen master copy, you may need to test a larger number of isolates than usual
(perhaps 10) to find one with an acceptable spontaneous reversion frequency.
Patch the isolates onto an ampicillin/tetracycline master plate, incubate over-
night at 37° and store the plate in the refrigerator. Test each isolate
immediately for genetic markers and for spontaneous and induced reversion
frequencies. Select the isolate with the best characteristics for the strain
and make frozen permanents from a 12-hour oxoid nutrient broth culture. The
spontaneous reversion frequency should be monitored frequently and should be
300 + 60. there should be'approximately 1,700 revertants per 100 ug of cumene
hydroperoxide. Please keep in mind that TA102 master plates are not reliable
for longer than 2 weeks.
J-35
-------
We have found TA104 to be useful for the detection of some mutagenic al-
dehydes and hydroperoxides. Please see the table below for information about
the strain. The ranges indicated for spontaneous reversion may be revised later
as we gain more experience with TA104. A dose-response curve with cumene hydro-
peroxide is shown on page 7447 of Levin et al. (.1982") A New Salmonella Tester
Strain (TA102) with A-T Base Pairs at the Site of Mutation Detects Oxidative
Mutagens, PNAS 79, 7445-7449.
Strain
Designa-
tion
...TA104
Genotype*
hisG428/AuvrB/r:fa/pKM101
Spontaneous
Revertants
Per Plate
-S9
350175
+S9
400±75
Positive
Controlst
Crotonaldehyde
Methylglyoxal
Induced
Revertants
Per Plate (-S9)
1,270/100 ug
12,200/50 yg
* In TA104, the hisG428 mutation is on the chromosome, whereas in TA102 the
mutation is on a multicopy plasmid (Levin PNAS 793 7445-7449).
t Methylglyoxal (Sigma) is a more potent mutagen than Crotonaldehyde for TA104,
but it is not diagnostic for the strain since it also reverts TA102 (2,600
revertants/50 yg). Kasai et al. (Gann ?Z3 681-683, 1982) reported the
mutager.icity of methylglyoxal on TA100 (approx. 2,000 revertants/20 yg) .
Crotonaldehyde is also slightly mutagenic on TA100 (Eder et al., Xenobiotica
12, 831-848, 1982), but we found it to be about 7 times more mutagenic on
TA104. We are tentatively using Crotonaldehyde (Aldrich) as the diagnostic
mutagen for TA104 until we find a mutagen that is negative on the other
tester strains.
jurs truly,
Bruce N. Ames
Professor of Biochemistry
BNA/dm
Enclosures
J-36
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA 460/3-85-012
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
EMISSIONS CHARACTERIZATION OF A HEAVY-DUTY DIESEL
TRUCK ENGINE OPERATED ON CRUDE AND MINIMALLY-
PROCESSED SHALE OILS
S. REPORT DATE
September 1985
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
Terry L. Ullman
Charles T. Hare
8. PERFORMING ORGANIZATION REPORT NO.
Work Assignment No. 4 and
Work Assignment No. 2
10. PROGRAM ELEMENT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Southwest Research Institute
6220 Culebra Road
San Antonio, Texas 78284
11. CONTRACT/GRANT NO.
68-03-3162 and
68-03-3192
12. SPONSORING AGENCY NAME AND ADDRESS
Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
Final Report (4-25-85/9-30-84
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
Three crude shale oils were chosen from six candidates to investigate their
possible use as substitutes for No. 2 diesel fuel. Satisfactory hot engine
operation was achieved on the crudes using a fuel heating system, allowing
emissions characterization during transient and steady-state operation.
Regulated gaseous emissions changed little with the crudes compared to diesel
fuel; but total particulate and soluble organics increased, and larger injector
tip deposits and piston crown erosion were observed. After engine rebuild, two
minimally-processed shale oils were run without the fuel heating system,
causing no engine problems. Most emissions were higher than for No. 2 fuel
using an 80 percent distillate of crude shale oil, but lower using a hydro-
treated form of the distillate.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
Air Pollution
Emergency Fuels
Crude Oil
Shale Oil
Diesel Engine
Emissions
b.IDENTIFIERS/OPEN ENDED TERMS
Emissions Testing
Shale Oil Applications
Federal Test Procedure
Alternate Fuels
COSATI Field/Group
13. DISTRIBUTION STATEMENT
Release Unlimited
19. SECURITY CLASS (ThisReport)
Unclassified
21. NO. OF PAGES
310
20. SECURITY CLASS (Thispage)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
------- |