Environmental Technology Verification
Test Report of Mobile Source Selective
Catalytic Reduction
Nett Technologies, Inc.
BlueMAX™ 100 Version A Urea-Based Selective Catalytic
Reduction Technology
Prepared by
Southwest Research Institute RTI International
HRTI
INTERNATIONAL
TM
Under a Cooperative Agreement
with the U.S. Environmental Protection Agency
EPA
ET/ ET/
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THE ENVIRONMENTAL TECHNOLOGY VERIFICATION
EFA
U.S. Environmental Protection Agency
PROGRAM
BRTI
INTERNATIONAL
ETV Joint Verification Statement
TECHNOLOGY TYPE: MOBILE DIESEL ENGINE AIR POLLUTION CONTROL
APPLICATION:
CONTROL OF EMISSIONS FROM MOBILE DIESEL ENGINES
IN NONROAD USE BY SELECTIVE CATALYTIC REDUCTION
TECHNOLOGY NAME:
BLUEMAX 100 VERSION A UREA-BASED SELECTIVE
CATALYTIC REDUCTION
COMPANY:
ADDRESS:
PHONE:
FAX:
E-MAIL:
WEB SITE:
NETT TECHNOLOGIES, INC.
2-6707 GOREWAY DRIVE
MISSISSAUGA, ON L4V 1P7
CANADA
(800) 361-6388
(905) 672-5949
mamannan@nett.ca
http://www.nett.ca
J
The U.S. Environmental Protection Agency (EPA) created the Environmental Technology Verification (ETV)
Program to facilitate the deployment of innovative or improved environmental technologies through performance
verification and dissemination of information. The goal of the ETV Program is to further environmental protection
by accelerating the acceptance and use of improved and cost-effective technologies. The ETV Program seeks to
achieve this goal by providing high-quality peer-reviewed data on technology performance to those involved in the
design, distribution, financing, permitting, purchase, and use of environmental technologies.
The ETV Program works in partnership with recognized standards and testing organizations; stakeholder groups,
which consist of buyers, vendor organizations, permitters, and other interested parties; and with the full
participation of individual technology developers. The program evaluates the performance of innovative
technologies by developing test plans that are responsive to the needs of stakeholders, conducting field or
laboratory tests (as appropriate), collecting and analyzing data, and preparing peer-reviewed reports. All
evaluations are conducted in accordance with rigorous quality assurance (QA) protocols to ensure that data of
known and adequate quality are generated and that the results are defensible.
The Air Pollution Control Technology Center (APCT Center), which is one of six centers under the ETV Program, is
operated by RTI International1 in cooperation with EPA's National Risk Management Research Laboratory. The
APCT Center has evaluated the performance of an emissions control system consisting of a selective catalytic
reduction (SCR) technology.
RTI International is a trade name of Research Triangle Institute.
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ENVIRONMENTAL TECHNOLOGY VERIFICATION TEST DESCRIPTION
All tests were performed in accordance with the Test/QA Plan for the Verification Testing of Selective Catalytic
Reduction Control Technologies for Highway, Nonroad, and Stationary Use Diesel Engines and the Test-Specific
Addendum to ETV Mobile Source Test/QA Plan for Nett Technologies for the BlueMAX 100 Version A System. These
documents are written in accordance with the applicable generic verification protocol and include requirements for
quality management and QA, procedures for product selection and auditing of the test laboratories, and the test
reporting format.
The mobile diesel engine air pollution control technology was tested in August 2009 at Southwest Research Institute.
The performance verified was the percentage of emissions reduction achieved by the technology for particulate
matter (PM), nitrogen oxides (NOX), hydrocarbons (HC), and carbon monoxide (CO) relative to the performance of
the same baseline engine without the technology in place. Operating conditions were documented, and ancillary
performance measurements were made. A summary of the ETV test is provided in Table 1.
Table 1. Summary of the Environmental Technology Verification Test
Test type
Engine family
Engine make, model year
Service class
Engine rated power
Engine displacement
Technology
Technology description
Test cycle or mode
description
Test fuel description
Critical measurements
Ancillary measurements
Non-road steady-state FTP and NRTC
Box NR-7 Tier 1
Caterpillar 3406, 1989 (upgraded in 2006)
Non-road, heavy-duty diesel engine
306hpat2100rpm
14.6 L, inline six cylinder
Nett Technologies, Inc.'s BlueMAX 100 version A
Urea-based SCR
Three hot-start, eight-mode steady-state tests according to FTP test and the
transient cycle for baseline engine, degreened, and aged systems
nonroad
Ultra-low-sulfur diesel fuel with 15 ppm sulfur maximum
PM, NOX, HC, and CO
CO2, NO, NO2 (by calculation), NH3, soluble organic fraction of PM, exhaust
backpressure, exhaust temperature, and fuel consumption
CO2 = carbon dioxide, FTP = Federal Test Procedure, hp = horsepower, NO = nitric oxide, NO2 = nitrogen dioxide,
NH3 = ammonia, NRTC = Nonroad Transient Cycle, ppm = parts per million, rpm = revolutions per minute.
VERIFIED TECHNOLOGY DESCRIPTION
Nett Technologies' BlueMAX 100 version A Urea-Based SCR System utilizes a zeolite catalyst coating on a
cordierite honeycomb substrate for heavy-duty diesel nonroad engines for use with commercial ultra-low-sulfur
diesel fuel (ULSD) conforming to 40 Code of Federal Regulations 89.330.
This verification statement describes the performance of the tested technology on the diesel engine and fuels
identified in Table 1 and applies only to the use of the Nett Technologies' BlueMAX 100 version A Urea-Based SCR
System on nonroad engines fueled by ULSD [15 parts per million (ppm) or less] fuel.
The monitoring and notification system that was functionally tested and used with this technology includes sensors
for urea level, urea consumption, urea pressure, urea tank leakage, and a mechanism to interrupt engine restart in the
event of an empty urea tank.
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VERIFICATION OF PERFORMANCE
The Nett Technologies' BlueMAX 100 version A Urea-Based SCR System achieved the reduction in tailpipe
emissions shown in Table 2 compared to baseline operation without the system.
Table 2. Verified Emissions Reductions
Test
Type
8-Mode
NRTC
System
Type
Degreened
Aged
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
ULSD
Emissions Reduction (%)
PM
12
-12
26
30
NOX
70
68
66
65
HC
99
99
100
100
CO
92
94
87
89
95% Confidence Limits on the Emissions
Reduction (%)
PM
4.7 to 20
a
c
c
NOX
68 to 71
64 to 71
C
C
HC
b
b
c
c
CO
91 to 94
92 to 95
C
C
a The emissions reduction could not be distinguished from zero with 95% confidence.
The emissions reduction could not be distinguished from 100% with 95% confidence.
Confidence limits could not be determined for NRTC (Nonroad Transient Cycle) emissions reductions because replicate test
runs were not performed.
The functional tests demonstrated the BlueMAX 100 system was operating properly; however, a malfunction in the
urea dosing pump and the associated error indicator lamp occurred during emission testing. As a result, the urea
pump was replaced before continuing with the emissions testing.
The APCT Center quality manager has reviewed the test results and quality control data and has concluded that the
Data Quality Objectives given in the generic verification protocol and the Test/QA Plan have been attained. APCT
Center QA staff have conducted technical assessments of the test laboratory procedures and of the data handling.
These assessments confirm that the ETV tests were conducted in accordance with the EPA-approved Test/QA Plan.
This verification statement verifies the emissions characteristics of the Nett Technologies' BlueMAX 100 version A
Urea-Based SCR System for the stated application. Extrapolation outside of that range should be performed with
caution and an understanding of the scientific principles that control the performance of the technology. This
verification focuses on emissions. Potential technology users may obtain other types of performance information
from the manufacturer.
In accordance with the generic verification protocol, this verification statement is valid, commencing on the date
below, indefinitely for application of the Nett Technologies' BlueMAX 100 version A Urea-Based SCR System
within the range of applicability of the statement.
signed by Andrew Gillespie for 6/16/2010
Sally Gutierrez Date
Director
National Risk Management Research Laboratory
Office of Research and Development
United States Environmental Protection Agency
signed by Jason Hill 6/3/2010
Jason Hill Date
Director
Air Pollution Control Technology Center
RTI International
NOTICE: ETV verifications are based on an evaluation of technology performance under specific, predetermined
criteria and the appropriate QA procedures. EPA and RTI make no express or implied warranties regarding the
performance of the technology and do not certify that a technology will always operate as verified. The end user is
solely responsible for complying with any and all applicable local, state, and federal requirements. Mention of
commercial product names does not imply endorsement.
in
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Environmental Technology Verification
Report
Mobile Source Selective Catalytic
Reduction
Nett Technologies, Inc.
BlueMAX™ 100 Version A
Urea-Based Selective Catalytic Reduction Technology
Prepared by
RTI International
Southwest Research Institute
EPA Cooperative Agreement No. CR831911-01-4
EPA Project Officer:
Michael Kosusko
Air Pollution Prevention and Control Division
National Risk Management Research Laboratory
Office of Research and Development
U.S. Environmental Protection Agency
Research Triangle Park, NC 27711
June 2010
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Notice
This document was prepared by RTI International (RTI) and its subcontractor, Southwest Research
Institute, with partial funding from Cooperative Agreement No. CR831911-01-4 with the U.S.
Environmental Protection Agency (EPA). The document has been submitted for RTFs and EPA's peer
and administrative reviews and has been approved for publication. Mention of corporation names, trade
names, or commercial products does not constitute endorsement or recommendation for use of specific
products.
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Foreword
Established by the U.S. Environmental Protection Agency (EPA), the Environmental Technology
Verification (ETV) Program is designed to accelerate the development and commercialization of new or
improved technologies through third-party verification and reporting of performance. The goal of the
ETV Program is to verify the performance of commercially ready environmental technologies through the
evaluation of objective and quality-assured data to provide potential purchasers and permitters with an
independent, credible assessment of the technology they are buying or permitting.
The Air Pollution Control Technology Center (APCT Center) is part of EPA's ETV Program and is
operated as a partnership between RTI International (RTI) and EPA. The APCT Center verifies the
performance of commercially ready air pollution control technologies. Verification tests use approved
protocols, and verified performance is reported in verification statements signed by EPA and RTI
officials. RTI contracts with Southwest Research Institute to perform verification tests on engine
emissions control technologies.
Retrofit air pollution control systems used to control emissions from mobile diesel engines are among the
technologies evaluated by the APCT Center. The APCT Center has developed (and EPA has approved)
the Generic Verification Protocol for Determination of Emissions Reductions From Selective Catalytic
Reduction Control Technologies for Highway, Nonroad, and Stationary Use Diesel Engines to provide
guidance on the verification testing of specific products that are designed to control emissions from diesel
engines.
The following report reviews the performance of Nett Technologies, Inc.'s BlueMAX 100 version A
system, which uses a urea-based SCR technology. ETV testing of this technology was conducted in
August 2009 at Southwest Research Institute. All testing was performed in accordance with an approved
Test/QA Plan that implements the requirements of the generic verification protocol at the test laboratory.
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Availability of Report
Copies of this verification report are available from the following:
• RTI International
Discovery & Analytical Sciences Group
P.O. Box 12194
Research Triangle Park, NC 27709-2194
• U.S. Environmental Protection Agency
Air Pollution Prevention and Control Division (E343-02)
109 T.W. Alexander Drive
Research Triangle Park, NC 27711
This verification report is also available on the following EPA Web sites:
• http://www.epa.gov/etv/vt-apc .html#msscr (pdf format)
• http://www.epa.gov/ncepihom/
in
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Contents
Notice i
Foreword ii
Availability of Report iii
Contents iv
Figures v
Tables v
Acronyms/Abbreviations vi
Acknowledgments viii
1.0 Introduction 1
2.0 Product Description 2
3.0 Test Documentation 3
3.1 Engine Description 3
3.2 Engine Fuel Description 4
3.3 Functional Tests 5
3.4 Summary of Emissions Measurement Procedures 7
3.5 Deviations from the Test/Quality Assurance Plan 9
3.6 Documented Test Conditions 9
4.0 Summary and Discussion of Emissions Results 14
4.1 Quality Assurance 21
5.0 References 22
iv
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Figures
Figure 1. The BlueMAX 100 Version A Urea-Based Selective Catalytic Reduction System
installed for emissions tests 2
Figure 2. The Caterpillar 3406 engine, as upgraded in 2006 4
Figure 3. A schematic of the emissions sampling system at Southwest Research Institute 8
Figure 4. A torque map of the rebuilt 1989 Caterpillar 3406 engine using ultra-low-sulfur diesel
fuel 9
Figure 5. Exhaust backpressure for each test mode, average of all replicates, for baseline and
degreened and aged BlueMAX 100 Version A systems 11
Figure 6. Exhaust temperature for each test mode, average of all replicates, for baseline and
degreened and aged BlueMAX 100 Version A systems 11
Tables
Table 1. Engine Identification Information 3
Table 2. Selected Fuel Properties and Specifications 5
Table 3. Results from Functional Tests of the Aged BlueMAX System 6
Table 4. Test Engine Baseline Emissions Requirement for 1989 Caterpillar 3406 Rebuilt in 2006
and Conforming to BoxNR-7 Tier 1 8
Table 5. Engine Exhaust Backpressure and Average System Inlet/Outlet Temperature 10
Table 6. Participate Characterization—Soluble Organic Fraction from Run 2 of Each Triplicate
Eight-Mode Test and the NRTC Tests 12
Table 7. Brake-Specific Fuel Consumption (by Carbon Balance) 13
Table 8. Summary of Fuel Consumption Reductions 13
Table 9a. Emissions Data per Mode for Baseline Eight-Mode Tests 14
Table 9b. Emissions Data per Mode for Degreened Eight-Mode Tests 15
Table 9c. Emissions Data per Mode for Aged Eight-Mode Tests 16
Table 10. Eight-Mode Test Cycle for Variable-Speed Engines7 17
Table 11. Composite Weighted Emissions Rates (U.S. Common Units) 18
Table 12. Composite Weighted Emissions Rates (Metric Units) 19
Table 13. Summary of Verification Test Data (U.S. Common Units) 20
Table 14. Summary of Verification Test Data (Metric Units) 20
Table 15. Summary of Verification Test Emissions Reductions 21
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Acronyms/Abbreviations
°C degrees Celsius
°F degrees Fahrenheit
APCT Center Air Pollution Control Technology Center
ASTM American Society for Testing and Materials
BSFC brake-specific fuel consumption
CFR Code of Federal Regulations
CO carbon monoxide
CO2 carbon dioxide
EPA U.S. Environmental Protection Agency
ETV environmental technology verification
g gram(s)
g/hp-hr grams per horsepower-hour
g/hr grams per hour
g/kWhr grams per kilowatt-hour
HC hydrocarbon(s)
hp horsepower
Hz hertz
in. Hg inch(es) of mercury
kPa kilopascals
L liter(s)
Ib/bhp-hr pounds mass of fuel per brake horsepower-hour
Ib-ft pound foot (feet)
MIL malfunction indicator lamp
NH3 ammonia
NO nitric oxide
NO2 nitrogen dioxide
NOX nitrogen oxides
NRTC nonroad transient cycle
PM particulate matter
ppm parts per million
QA quality assurance
QC quality control
VI
-------
rpm revolutions per minute
RTI RTI International
SCR selective catalytic reduction
SOF soluble organic fraction
SwRI Southwest Research Institute
ULSD ultra-low-sulfur diesel
vn
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Acknowledgments
The authors acknowledge the support of all of those who helped plan and conduct the verification
activities. In particular, we would like to thank Michael Kosusko, Project Officer, and Robert Wright,
Quality Manager, both of the U.S. Environmental Protection Agency's National Risk Management
Research Laboratory in Research Triangle Park, NC. We would also like to acknowledge the assistance
and participation of all Nett Technologies, Inc. personnel who supported the test effort.
For more information on the Nett Technologies' BlueMAX 100 version A Urea-Based SCR System,
please contact the following:
Mr. Mannan Mohammed
Nett Technologies, Inc.
2-6707 Goreway Drive
Mississauga, ON L4V 1P7
Canada
Phone: (800)361-6388
Fax: (905) 672-5949
E-mail: mamannan@nett.ca
Nett Technologies Web site: http://www.nett.ca
For more information on verification testing of mobile sources air pollution control and selective catalytic
reduction systems, please contact the following:
Mr. Jason Hill
RTI International
P.O. Box 12194
Research Triangle Park, NC 27709-2194
Phone: (919) 541-7443
E-mail: apctvc@rti.org
ETV Program Web site: http://www.epa.gov/etv
Vlll
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1.0 Introduction
This environmental technology verification (ETV) report reviews the performance of Nett Technologies,
Inc.'s BlueMAX 100 version A system, which comprises urea-based selective catalytic reduction (SCR)
technology submitted for testing by Nett Technologies. ETV testing of this technology was conducted
during a series of tests in August 2009 by Southwest Research Institute (SwRI), under contract with the
Air Pollution Control Technology Center (the APCT Center). The APCT Center is operated by RTI
International (RTI) in partnership with the U.S. Environmental Protection Agency's (EPA's) ETV
Program. The objective of the APCT Center and the ETV Program is to use high-quality data to verify the
performance of air pollution control technologies, including those designed to control air emissions from
diesel engines. With the assistance of a panel of technical experts assembled for this purpose, RTI has
established the APCT Center program area specifically to evaluate the performance of diesel exhaust
catalysts, particulate filters, SCR systems, fuels additives, and engine modification control technologies
for mobile diesel engines. Based on the activities of this technical panel, the Generic Verification
Protocol for Determination of Emissions Reductions from Selective Catalytic Reduction Control
Technologies for Highway, Non-road, and Stationary Use Diesel Engines1 was developed. This protocol
was chosen as the best guide to verify the immediate performance effects of the BlueMAX 100 version A
Urea-Based SCR System. To determine these effects, emissions results from a heavy-duty nonroad diesel
engine were compared to emissions results obtained operating the same engine with the same fuel, but
with the BlueMAX 100 version A technology installed. The specific Test/Quality Assurance (QA) Plan
addendum for the ETV test of the technology submitted by Nett Technologies was developed and
approved in June 2009.2 The goal of the test was to measure the emissions control performance of the
BlueMAX 100 version A Urea-Based SCR System and its emissions reduction relative to an uncontrolled
engine.
Section 2.0 describes the technology. Section 3.0 documents the procedures and methods used for the test
and the conditions under which the test was conducted. Section 4.0 summarizes and discusses the results
of the test. Section 5.0 presents the references used to compile this ETV report.
This report contains only summary data and the verification statement. Complete documentation of the
test results is provided in a separate test report3 and an internal audit of the data quality report.4 These
reports include the raw test data from product testing and supplemental testing, equipment calibration
results, and QA and quality control (QC) activities and results. Complete documentation of QA and QC
activities and results, raw test data, and equipment calibration results are retained in SwRI's files for 7
years.
The verification statement applies only to the use of the BlueMAX 100 version A Urea-Based SCR
System on nonroad engines. This statement is applicable to engines fueled only by ultra-low-sulfur diesel
[ULSD; 15 parts per million (ppm) or less] fuel.
RTI International is a trade name of Research Triangle Institute.
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2.0 Product Description
Nett Technologies BlueMAX 100 version A unit, which is shown installed in Figure 1, is a urea-based
SCR system using a zeolite catalyst coating on a cordierite honeycomb substrate for heavy-duty diesel
nonroad engines operating with commercial ULSD and conforming to 40 Code of Federal Regulations
(CFR) 89.330.
Nett Technologies provided a degreened BlueMAX 100 version A Urea-Based SCR System that had seen
98.1 hours of service on a Caterpillar 3406 engine installed in a rubber tire loader. The degreened SCR
system had serial number of GLS-0102 and a date of manufacture of August 14, 2008.
Nett Technologies provided an aged BlueMAX 100 version A Urea-Based SCR System that had seen
1,147.2 hours of service on a Caterpillar 3406 engine installed in a rubber tire loader. The aged SCR
system had serial number of GLS-0101 and a date of manufacture of August 14, 2008.
Figure 1. The BlueMAX 100 Version A Urea-Based Selective Catalytic Reduction System installed
for emissions tests.
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3.0 Test Documentation
ETV testing took place during August 2009 at SwRI under contract to the APCT Center. Testing was
performed in accordance with the following:
• Generic Verification Protocol for Determination of Emissions Reductions From Selective Catalytic
Reduction Control Technologies for Highway, Nonroad, and Stationary Use Diesel Engines1
* Test/QA Plan for the Verification Testing of Selective Catalytic Reduction Control Technologies for
Highway, Nonroad, and Stationary Use Diesel Engines5
* Test-Specific Addendum to ETV Mobile Source Test/QA Plan for Nett Technologies for the
BlueMAX^M 100 Version A System2
Nett Technologies personnel reviewed the generic verification protocol and had an opportunity to review
the Test/QA Plan prior to testing.
3.1 Engine Description
ETV verification testing was performed on an SwRI-provided 1989 Caterpillar 3406 in-line, six-cylinder,
direct-injected, turbocharged, nonroad diesel engine with a serial number 070V30573. The 14.6 liter (L)
engine was expected to have a nominal rated power of 306 horsepower (hp) at 2,100 revolutions per
minute (rpm) and a rated torque of 765 pound feet (Ib-ft) at 2,100 rpm. This engine was originally built in
March 1989 and had an advertised power of 285 hp. The engine was rebuilt and upgraded from Tier 0 to
Tier 1 emissions levels in January 2006 at the Holt Company of Texas. The upgraded engine conforms to
the power requirements for a Tier 1 NR-7 engine. The test fuel was an ULSD that met specifications in 40
CFR 89.330.
Table 1 provides the engine identification details, and Figure 2 shows the test engine at SwRI.
Table 1. Engine Identification Information
Engine serial number
Date of manufacture
Make
Model year
Model
Engine displacement and configuration
Service class
EPA engine family identification
Certification standards (g/hp-hr)
Rated power (nameplate)
Rated torque (nameplate)
Certified emissions control system
Aspiration
Fuel system
070V30573
March 1989
Caterpillar
1989
3406
14.6 L, inline 6 cylinder
Nonroad heavy-duty diesel engine
Box NR-7 Tier 1
HC = 1.3, CO = 1 1 .4, NOX = 9.2, PM = 0.54
306 hp at 2,100 rpm
765 Ib-ft at 2,100 rpm
Not applicable; Tier 1 engine
Turbo charged
Direct injected
g = grams, HC = hydrocarbons, hp-hr = horsepower-hour.
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Figure 2. The Caterpillar 3406 engine, as upgraded in 2006.
3.2 Engine Fuel Description
All emissions testing was conducted with ULSD fuel meeting the 40 CFR 89.330 specification for
emissions-certified fuel.6 Table 2 summarizes the selected fuel properties from Chevron Phillips
Chemical Company, LLP's analyses. All testing was conducted using fuel from a single batch, which was
identified as EM-6556-F.
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Table 2. Selected Fuel Properties and Specifications
Item
Cetane number
Cetane index
Distillation range:
Initial boiling point, °C (°F)
1 0% point, °C(°F)
50% point, °C (°F)
90% point, °C (°F)
End point, °C (°F)
Gravity (American Petroleum Institute)
Specific gravity
Total sulfur, ppm
Hydrocarbon composition:
Aromatics, %
Olefins, saturates %
Flash point (minimum), °C (°F)
Viscosity, centistokes at 40°C
CFR Specification"
ASTM
D613
D976
D86
D86
D86
D86
D86
D287
D4052
D2622
D5186
D5186
D93
D445
Type 2-D
40-50
42.0^8.0
171-204 (340^00)
204-238 (400^60)
243-282 (470-540)
293-332 (560-630)
321-366 (610-690)
32-37
0.8400-0.8550
7-15
28.0-32.0
Not applicable^
54(130)
2.0-3.0
Test Fuel
Diesel 2007 ULS Fuel
46
45.3
180(356)
207 (404)
253 (487)
307 (584)
347 (656)
35.8*
0.8457
11. Oc
29.3e
1Q.T
64 (148)
2.2
°C = degrees Celsius, °F = degrees Fahrenheit, 2-D = Type 2 diesel fuel, ASTM = American Society for Testing and Materials.
a 40 CFR 89.330(b)(3)(e) for year 2006 or 2007 heavy-duty diesel engines.6
b Measured per ASTM D4052.
0 Measured per ASTM D5453; this method is an acceptable substitute for ASTM D2622.
d Remainder of the HCs.
e Measured per ASTM Dl 319.
3.3 Functional Tests
The results from the functional tests are given in Table 3. The table shows the tasks that were performed
to force a diagnostic code for a specific monitoring system, and the timing for a system malfunction
indicator lamp (MIL) and and error code. Table 3 also includes the observed diagnostic indication events.
A functional test was performed on the urea tank level monitoring system. A sensor was used to monitor
whether the urea level decreased below twenty percent of full capacity, or below two percent to empty.
When the urea tank was determined to be empty, electrical power to the engine's starter solenoid was to
be disengaged. Since the test cell dynamometer is always connected to the engine's flywheel, the engine
is cranked by rotating the dynamometer instead of using a starter. Therefore, a separate indicator was used
to monitor starter solenoid power. A light was wired in series to the BlueMAX relay that was to power
the solenoid so that when the system disengaged the solenoid power, the light should turn off. During the
functional test, the urea light flashed and error code "E" was displayed, and the BlueMAX system was
shut off. After the system was powered on and off four times, the starter solenoid light switched off, as
expected. All functional tests ran as expected. At the conclusion of the high urea pressure test, the engine
was shut off and restarted for the MIL and error code to clear.
-------
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-------
3.4 Summary of Emissions Measurement Procedures
The ETV tests consisted of baseline uncontrolled tests and tests with the control technology installed.
Engine emissions sampling equipment and instrumentation adhered to techniques developed by EPA in
40 CFR, Part 89, Subparts D and E.7 Emissions were measured over triplicate runs of the hot eight-mode
steady-state cycle sequence for nonroad diesel engines7 and single cold-start and hot-start runs of the
nonroad transient cycle (NRTC) sequence8 for the baseline, degreened BlueMAX, and aged BlueMAX
exhaust configurations.
The 1989 Caterpillar 3406 engine was operated in an engine dynamometer test cell, with exhaust sampled
using full-flow dilution constant volume sampling techniques to measure regulated emissions of
hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOX), and total particulate matter (PM),
along with carbon dioxide (CO2) and nitric oxide (NO). Nitrogen dioxide (NO2) emissions were
determined as the difference between NOX and NO emissions. Gaseous emissions levels were corrected
for dilution air ambient (background) levels. Emissions of HC, CO, CO2, and NOX were measured using a
Horiba MEXA-7200 DEGR analyzer bench. NO emissions were measured with a separate
chemiluminescent analyzer without an NO2/NO converter. PM emissions were determined from the net
weight gain of two Pallflex T60A20 filters used in series.
Soluble organic fraction (SOF) of the PM emissions was determined from the particulate-laden filter from
the emissions tests. The SOF was extracted using a toluene and ethanol solvent and a soxhlet apparatus.
To determine the mass of SOF, the filter set was reweighed after the extraction process. The weight
difference between loaded and extracted conditions of the filters represented the mass of SOF.
Ammonia slip from the BlueMAX 100 Version A Urea-Based SCR System was measured directly from
the exhaust stack downstream of the BlueMAX 100 version A system using extractive Fourier transform
infrared (FTIR) spectroscopy. The FTIR measurements were conducted according to EPA CTM-038 and
40 CFR, Part 63, Appendix A, Method 320, with the exception that the measurement is based on
continuous sampling and analysis, giving results at a 1-hertz (Hz) rate. This method is performed instead
of the techniques given in CTM-038 in which the FTIR cell is evacuated and filled with sample gas or the
cell is purged with 10 cell volumes of sample before the analysis of one composite sample gas.
In addition to results presented in this report, raw data were gathered at the rate of one series of
measurements per second over each test to record the engine speed, torque value, concentration of
selected emissions, exhaust temperature, and various pressures. Figure 3 shows the sampling system and
related components. The system is designed to comply with the requirements of 40 CFR, Part 89.7
-------
Positive Displacement
Pu-np (=DP;<
Dilution
Air
CO, C02, HC, and NOx
Background Bag
Gas Meter
Pump
Bag Sample
Gas Analyzer
Sample Line
Heated Line
90mm PM Filters
Figure 3. A schematic of the emissions sampling system at Southwest Research Institute.
The verification protocol requires that the emissions from engines used for verification testing must not
exceed 110% of the certification standards for that engine category.1 Furthermore, the Office of
Transportation and Air Quality assumes an additional 5% reduction in PM emissions due to the use of
ULSD fuel.
For 1996-2000 nonroad engines, these certification standards are defined in EPA's on-highway engine
family box NR-7. Although this engine was originally manufactured in 1989, as discussed in Section 3.0,
it was rebuilt to the Tier 1 standard in 2006 and conforms to the power requirements for Tier 1 NR-7
engine. Therefore, the criteria established to determine that the test engine is acceptable and verification
testing may proceed are that baseline emissions from the engine using ULSD fuel cannot exceed 110% of
NR-7 (1.1 x NR-7) for HC, CO, and NOX; and 110% of [(NR-7)-5%] or (1.045 x NR-7) for PM.
Certification standards for NR-7 are HC 1.3 g/kW-hr, CO 11.4 grams per kilowatt-hour (g/kW-hr), NOX
9.2 g/kW-hr, and PM 0.54 g/kW-hr. The adjusted levels that the test engine must meet are HC 1.4
g/kW-hr (1.1 g/hp-hr), CO 12.5 g/kW-hr (9.4 g/hp-hr), NOX 10.1 g/kW-hr (7.5 g/hp-hr), and PM
0.56 g/kW-hr (0.42 g/hp-hr).
Table 4 presents the required emissions performance of the test engine and the certification standards and
baseline results for comparison.
Table 4. Test Engine Baseline Emissions Requirement for 1989 Caterpillar 3406 Rebuilt in 2006
and Conforming to Box NR-7 Tier 1
NR-7 Tier 1
Acceptance criteria
Baseline, 8 mode
Baseline, NRTC
HC
g/kWhr
1.3
1.4
0.26
0.29
g/hp-hr
1.0
1.1
0.19
0.22
CO
g/kWhr
11.4
12.5
2.21
2.08
g/hp-hr
8.5
9.4
1.65
1.55
NOX
g/kWhr
9.2
10.1
6.87
7.22
g/hp-hr
6.9
7.5
5.13
5.38
PM
g/kWhr
0.54
0.56
0.34
0.46
g/hp-hr
0.40
0.42
0.26
0.34
-------
3.5 Deviations from the Test/Quality Assurance Plan
The third eight-mode test of the aged system on August 13, 2009, was stopped after Mode 5 due to a
loose exhaust clamp. Another test was attempted on August 14, 2009, but it was evident that urea was not
being injected during the test. SwRI test cell personnel reported that the MIL for the Blue MAX 100
version A Urea-Based SCR System was not illuminated during the test. Afterward, when the system was
powered on, the MIL lit, and after a period of 20 minutes, error code 19 was displayed. Error code 19 was
observed before with the degreened system and was corrected by flushing the urea pump with deionized
water. Several attempts were made to flush the aged urea pump with deionized water, some of these
attempts were assisted by a representative of Nett Technologies, but the MIL and error code would not
clear. RTI permitted replacement of the urea pump with a new unit. Nett installed the pump (serial
number 961792850000033) and an electronic configuration before the third valid eight-mode test was
conducted on August 20, 2009.
3.6 Documented Test Conditions
Engine Performance
Figure 4 shows torque map information measured on the rebuilt 1989 Caterpillar 3406 engine using
ULSD fuel. The torque mapping was performed at SwRI on July 29, 2009.
•Torque, Ib-ft
Power, hp
1400
1200
1000
£ 800
0)"
3
£ 60°
400
200
0
400
350
300
250
Q.
.c
200 <5
o
150 °~
100
50
0
600 800 1000 1200 1400 1600 1800 2000 2200 2400
Engine Speed, rpm
Figure 4. A torque map of the rebuilt 1989 Caterpillar 3406 engine using ultra-low-sulfur diesel
fuel.
-------
Engine Exhaust Backpressure and Exhaust Temperature
Table 5 provides the maximum exhaust backpressure levels and average inlet and exhaust temperatures
for the eight-mode tests and NRTC tests of the baseline and BlueMAX 100 version A Urea-Based SCR
systems.
Table 5. Engine Exhaust Backpressure and Average System Inlet/Outlet Temperature
Test Number
Test Type
Test Date
Maximum Exhaust
Backpressure
kPa
in. Hg
Average System Inlet
Temperature"
°C
°F
Average System
Exhaust Temperature
°C
°F
Baseline with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-766-8M
0573-768-8M
0573-771-8M
0573-762-C1
0573-764-H1
Hot start,
8 mode
Hot start,
8 mode
Hot start,
8 mode
NRTC cold
NRTC hot
8/5/2009
8/5/2009
8/5/2009
8/4/2009
8/4/2009
7.90
7.91
7.91
6.03
5.86
2.33
2.34
2.34
1.78
1.73
403.9
404.6
406.6
329.0
344.4
759.1
760.3
764.0
624.2
652.0
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Degreened BlueMAX 100 Version A with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-774-8M
0573-776-8M
0573-779-8M
0573-789-C1
0573-791-H1
Hot start,
8 mode
Hot start,
8 mode
Hot start,
8 mode
NRTC cold
NRTC hot
8/7/2009
8/10/2009
8/10/2009
8/12/2009
8/12/2009
14.52
14.37
14.04
9.35
9.75
4.29
4.24
4.15
2.76
2.88
431.8
429.8
428.0
352.0
369.5
809.2
805.6
802.3
665.7
697.1
415.0
413.1
413.9
336.5
364.3
778.9
775.6
776.9
637.7
687.8
Aged BlueMAX 100 Version A with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-794-8M
0573-796-8M
0573-803-8M
0573-807-C1
0573-810-H1
Hot start,
8 mode
Hot start,
8 mode
Hot start,
8 mode
NRTC cold
NRTC hot
8/13/2009
8/13/2009
8/20/2009
8/21/2009
8/21/2009
13.51
13.29
13.94
9.24
9.48
3.99
3.93
4.12
2.73
2.80
428.7
428.0
431.0
355.5
372.6
803.7
802.4
807.7
671.9
702.7
411.1
411.1
413.5
338.1
365.5
772.0
772.0
776.2
640.5
689.9
in. Hg = inch(es) of mercury, kPa = kilopascals.
" For the baseline configuration, the system inlet temperature refers to the exhaust stack temperature.
Figure 5 shows the maximum exhaust backpressure for each mode of the eight-mode nonroad steady-
state test, as averaged over the three test runs, for the baseline engine and the degreened and aged
systems. Figure 6 shows the average exhaust temperature for each mode of the eight-mode nonroad
steady-state test, as averaged over the three test runs, for the baseline engine and the degreened and aged
systems.
10
-------
4 •
4 •
D)
I
=i 3
o
CO
CO
to
^
CO
_c
X
LJJ
2 •
1 •
1 •
0 •
— Baseline, 8-mode average of 3
Degreened, 8-mode average of 3
- Aged, 8-mode average of 3
4 5
Mode
Figure 5. Exhaust backpressure for each of eight test modes, averaged over all three replicates, for
baseline and degreened and aged BlueMAX 100 Version A systems.
700
600 -
O
ta
500 -
400 -
o.
E
300 -
x
LU
200 -
100
—*— Baseline, 8-mode average of 3
—H— Degreened, 8-mode average of 3
—JK—Aged, 8-mode average of 3
1
4 5
Mode
Figure 6. Exhaust temperature for each of eight test modes, averaged over all three replicates, for
baseline and degreened and aged BlueMAX 100 Version A systems.
11
-------
Soluble Organic Fraction
The PM was tested for SOF for the second test of each set of triplicate eight-mode tests and the NRTC
tests. Table 6 lists the results. Due to very low PM accumulation during Mode 8, SOF analyses on these
filters were not feasible.
Table 6. Particulate Characterization—Soluble Organic Fraction from Run 2 of Each Triplicate
Eight-Mode Test and the NRTC Tests
Test
Description
Baseline
Test
Number
0573-768-
8M
(Run 2 of 3)
Mode
1
2
3
4
5
6
7
8
PM, g/hr
35.5
35.2
52.3
106.3
72.2
47.2
19.0
0.0
SOF, %
ofPM
56.7
57.8
50.2
30.7
3.4
11.5
35.6
a
Test Number
0573-762-C1
0573-764-H1
Test Type
NRTC
cold
NRTC hot
PM,
g/kW-hr
0.431
0.459
SOF, %
ofPM
22.9
24.7
Degreened
0573-776-
8M
(Run 2 of 3)
1
2
3
4
5
6
7
8
26.4
25.9
32.1
79.5
107.0
54.7
14.3
0.0
45.0
6.0
12.3
3.7
5.3
0.0
0.0
a
0573-789-C1
0573-791 -HI
NRTC
cold
NRTC hot
0.302
0.339
4.3
1.0
Aged
0573-796-
8M
(Run 2 of 3)
1
2
3
4
5
6
7
8
31.5
22.7
29.1
92.2
186.0
67.7
15.5
0.0
8.0
0.0
0.0
0.0
34.1
4.4
0.0
a
0573-807-C1
0573-810-H1
NRTC
cold
NRTC hot
0.289
0.327
1.3
0.0
g/hr = grams per hour.
" SOF analysis not performed on PM filters from idle modes due to very low accumulations.
Brake-Specific Fuel Consumption
The fuel consumption was not measured directly during the engine testing. Rather, a calculated "carbon-
balance" fuel consumption rate was determined based on the measured exhaust flow rate and the carbon
content (i.e., the CO and the CO2) in the exhaust gas analysis. For the eight-mode tests, the individual per-
mode values for fuel consumption were weighted according to the weighting factors in Table 10 in 40
CFR Part 89, Subpart E, Appendix B7 and were summed to calculate the brake-specific fuel consumption
(BSFC) for each test. For the NRTC tests, the weighted BSFC calculations are similar to the weighted
emissions calculations described in Section 4.0. Table 7 shows the weighted BSFC results for each of the
12
-------
eight-mode steady-state tests and cold-start and hot-start NRTC tests for the baseline, degreened, and
aged systems. Table 8 compares the fuel consumption during the baseline eight-mode test runs with that
measured during the eight-mode tests with the Blue MAX 100 Version A degreened and aged systems
installed.
Table 7. Brake-Specific Fuel Consumption (by Carbon Balance)
Test Number
Test Type
Test Date
BSFC
Ib/bhp-hr
kg/kWhr
Baseline with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-766-8M
0573-768-8M
0573-771-8M
Hot start, 8 mode
Hot start, 8 mode
Hot start, 8 mode
8/5/2009
8/5/2009
8/5/2009
Mean, Hot Start, 8 Mode, Baseline
0573-762-C1
0573-764-H1
NRTC cold
NRTC hot
8/4/2009
8/4/2009
Weighted, NRTC, Baseline
0.389
0.390
0.389
0.389
0.411
0.401
0.402
0.237
0.237
0.237
0.237
0.250
0.244
0.244
Degreened BlueMAX 100 Version A with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-774-8M
0573-776-8M
0573-779-8M
Hot start, 8 mode
Hot start, 8 mode
Hot start, 8 mode
8/7/2009
8/10/2009
8/10/2009
Mean, Hot Start, 8 Mode, Degreened
0573-789-C1
0573-791 -HI
NRTC cold
NRTC hot
8/12/2009
8/12/2009
Weighted, NRTC, Degreened
0.391
0.398
0.409
0.399
0.429
0.418
0.419
0.238
0.255
0.253
0.243
0.261
0.254
0.254
Aged BlueMAX 100 Version A with ULSD Fuel on a 1989 Caterpillar 3406 (Rebuilt 2006) Test Engine
0573-794-8M
0573-796-8M
0573-803-8M
Hot start, 8 mode
Hot start, 8 mode
Hot start, 8 mode
8/13/2009
8/13/2009
8/20/2009
Mean, Hot Start, 8 Mode, Aged
0573-807-C1
0573-810-H1
NRTC cold
NRTC hot
8/21/2009
8/21/2009
Weighted, NRTC, Aged
0.390
0.389
0.402
0.394
0.420
0.414
0.414
0.237
0.237
0.244
0.239
0.255
0.252
0.252
Ib/bhp-hr = pounds mass of fuel per brake horsepower-hour
Table 8. Summary of Fuel Consumption Reductions
System Type
Degreened
Aged
Fuel
ULSD
ULSD
8 Mode, Steady-State
% Reduction
-2.6
-1.1
95% Confidence
Limits
a
a
The fuel consumption reduction cannot be distinguished from zero with 95% confidence.
13
-------
4.0 Summary and Discussion of Emissions Results
The following three tables report the per-mode emissions from the eight-mode tests that were conducted:
baseline (Table 9a), with a degreened BlueMAX 100 Version A Urea-Based SCR System installed
(Table 9b) and with an aged BlueMAX 100 Version A Urea-Based SCR System installed (Table 9c).
The concentration measurements are given in units of grams per hour for each mode for all species. The
"bhp from work" (i.e., the integrated measured power during each test period) values are also shown in
these tables.
Table 9a. Emissions Data per Mode for Baseline Eight-Mode Tests
Test Number
0573-766-8M
Mode
1
2
3
4
5
6
7
8
PM
NOX
NO
NO/
g/hr
39.9
37.3
52.8
107.5
73.2
50.6
18.2
0.0
1,389.7
1,054.5
685.0
205.5
1,299.9
1,179.0
990.8
124.5
1,236.5
937.4
596.0
163.5
1,179.4
1,086.2
918.0
123.3
153.2
117.1
88.9
42.0
120.5
92.7
72.9
1.2
N02/NOX
%
11.0
11.1
13.0
20.4
9.3
7.9
7.4
1.0
HC
CO
C02
g/hr
49.3
50.1
59.2
53.7
4.3
4.4
5.4
6.1
134.9
131.2
148.2
232.9
872.2
679.7
345.4
23.9
163,495
125,260
91,911
43,309
137,945
103,343
70,071
6,330
NH3
ppm
0.8
0.5
0.5
0.4
0.7
0.6
0.5
0.3
bhp from
Work
304.8
227.4
151.1
29.9
275.4
207.2
138.4
0.0
0573-768-8M
1
2
3
4
5
6
7
8
35.5
35.2
52.3
106.3
72.2
47.2
19.0
0.0
1,391.4
1,057.7
682.1
203.4
1,295.5
1,170.5
972.6
129.3
1,250.1
952.5
605.2
173.3
1,182.7
1,082.3
907.2
129.3
141.3
105.3
76.9
30.1
112.8
88.2
65.4
0.0
10.2
10.0
11.3
14.8
8.7
7.5
6.7
0.0
53.4
48.3
59.2
54.7
5.1
6.0
4.5
6.0
128.8
130.9
151.0
234.9
847.3
677.3
340.4
23.4
163,092
125,599
91,682
43,274
138,808
103,094
69,163
6,180
0.5
0.4
0.4
0.4
0.6
0.6
0.5
0.3
303.3
227.2
149.8
28.9
276.3
206.9
137.3
0.1
0573-771-8M
1
2
3
4
5
6
7
8
34.0
38.6
50.9
97.6
66.8
46.1
18.8
0.0
1392.0
1059.9
695.4
209.9
1297.6
1170.7
981.9
152.1
1233.6
943.6
608.8
174.8
1168.4
1069.1
904.4
151.1
158.4
116.3
86.6
35.1
129.1
101.7
77.5
1.0
11.4
11.0
12.5
16.7
10.0
8.7
7.9
0.7
52.8
49.6
60.2
54.4
6.0
4.6
4.6
3.9
131.9
128.2
153.6
233.9
838.8
674.0
333.8
22.8
162,088
125,190
92,619
43,080
137,412
101,165
69,372
6,709
0.4
0.5
0.3
0.4
0.5
0.6
0.5
0.3
302.3
225.2
151.9
30.6
276.0
204.2
137.6
1.9
" NO, is calculated as NOX - NO.
14
-------
Table 9b. Emissions Data per Mode for Degreened Eight-Mode Tests
Test Number
0573-774-8M
Mode
1
2
3
4
5
6
7
8
PM
NOx
NO
NO/
g/hr
26.6
25.3
28.7
71.8
126.8
55.5
15.1
0.2
477.0
309.8
228.4
81.1
343.2
238.9
161.8
137.1
363.5
226.1
155.3
65.6
331.7
234.1
147.7
65.6
113.5
83.6
73.1
15.4
11.5
4.7
14.1
71.5
NO2/NOX
%
23.8
27.0
32.0
19.1
3.4
2.0
8.7
52.1
HC
CO
CO2
g/hr
0.6
0.3
0.4
0.9
0.0
0.0
0.0
0.0
23.7
22.5
21.5
22.2
33.3
29.8
22.8
13.5
163,492
129,235
95,312
44,077
141,621
105,361
70,657
7,904
NH3
ppm
1.2
0.8
0.6
0.4
0.9
0.4
0.4
0.2
bhp from
Work
296.1
226.2
177.9
29.5
271.2
207.1
137.3
2.0
0573-776-8M
1
2
3
4
5
6
7
8
26.4
25.9
32.1
79.5
107.0
54.7
14.3
0.0
478.6
320.1
217.6
81.0
343.6
233.9
161.3
134.7
375.3
244.3
158.5
75.4
338.7
233.9
151.6
67.4
103.4
75.9
59.1
5.6
4.9
0.0
9.7
67.4
21.6
23.7
27.2
7.0
1.4
0.0
6.0
50.0
0.6
0.5
0.3
0.9
0.0
0.0
0.0
0.0
24.3
23.4
21.1
22.6
34.4
28.5
22.5
8.9
163,575
130,457
94,278
43,383
141,920
104,712
72,289
7,992
0.9
0.7
0.5
0.3
0.6
0.4
0.3
0.2
295.8
229.8
151.9
29.6
273.0
205.1
140.9
2.5
0573-779-8M
1
2
3
4
5
6
7
8
17.9
25.2
30.3
74.8
98.6
52.0
14.3
0.0
500.7
326.2
229.9
83.1
348.8
251.1
167.9
133.3
379.9
243.7
161.5
72.8
336.0
245.1
149.5
59.1
120.8
82.5
68.4
10.4
12.8
6.0
18.4
74.2
24.1
25.3
29.8
12.5
3.7
2.4
10.9
55.7
0.5
0.3
0.2
1.1
0.0
0.0
0.0
0.0
19.8
20.3
16.4
18.3
33.5
28.5
16.2
7.0
162,996
129,299
93,299
43,475
140,867
105,745
70,841
7,330
0.4
0.4
0.4
0.3
0.4
0.4
0.3
0.2
264.2
227.7
149.3
29.6
272.3
207.8
138.2
1.7
" NO2 is calculated as NOX - NO.
15
-------
Table 9c. Emissions Data per Mode for Aged Eight-Mode Tests
Test Number
0573-794-8M
Mode
1
2
3
4
5
6
7
8
PM
NOx
NO
NO/
g/hr
29.4
25.2
27.7
70.5
281.5
68.8
12.2
0.0
501.5
331.5
229.7
72.3
278.7
227.5
285.4
107.2
371.7
229.0
144.2
61.5
277.2
227.5
243.4
54.8
129.8
102.4
85.5
10.8
1.5
0.0
41.9
52.4
NO2/NOX
%
25.9
30.9
37.2
14.9
0.5
0.0
14.7
48.9
HC
CO
CO2
g/hr
0.1
0.4
0.5
0.8
0.0
0.0
0.0
0.0
19.3
20.5
17.7
18.5
24.9
21.8
18.9
12.0
159,379
127,049
92,404
44,722
140,147
102,768
71,170
5,986
NH3
ppm
10.2
3.7
1.3
0.7
0.7
0.3
12.2
1.5
bhp from
Work
296.6
229.3
149.7
33.0
272.7
204.5
139.8
0.0
0573-796-8M
1
2
3
4
5
6
7
8
31.5
22.7
29.1
92.2
186.0
67.7
15.5
0.0
462.6
301.5
220.0
72.4
278.3
232.9
282.3
130.3
339.5
210.8
141.0
61.2
272.0
229.0
233.0
61.3
123.1
90.7
79.0
11.2
6.3
3.9
49.3
69.0
26.6
30.1
35.9
15.5
2.3
1.7
17.5
53.0
0.4
0.4
0.6
1.3
0.0
0.0
0.1
0.1
18.6
17.4
17.1
16.0
23.7
21.6
17.9
12.1
159,099
124,409
92,301
42,570
139,611
103,086
69,555
7,569
0.4
0.4
0.3
0.3
0.3
0.3
0.3
2.0
296.6
226.4
150.9
28.7
272.4
206.3
136.8
1.4
0573-803-8M
1
2
3
4
5
6
7
8
27.4
26.5
29.3
74.0
122.3
52.5
7.1
0.0
548.8
356.3
246.2
94.3
417.4
345.9
304.0
127.4
379.6
232.6
142.3
57.3
384.7
315.2
238.4
49.0
169.3
123.8
103.9
37.0
32.7
30.7
65.6
78.4
30.8
34.7
42.2
39.2
7.8
8.9
21.6
61.6
0.0
0.0
0.0
1.2
0.0
0.0
0.0
0.0
21.1
18.9
15.7
14.7
22.9
19.2
16.2
8.5
164,036
128,120
94,015
45,409
140,688
104,621
69,886
7,712
2.0
1.2
0.8
0.5
0.7
0.3
0.3
1.4
295.0
222.5
149.0
30.4
270.6
203.5
134.8
0.5
" NO2 is calculated as NOX - NO.
Results of this verification test were obtained by calculating a
each of the operating modes. The composite value EQOMP
multimode nonroad test following the weightings in 40 CFR 89
the intended nonroad use as shown in Equation 1 below.
composite value of the emissions during
for nonroad tests is obtained from the
Subpart E, Appendix B as appropriate for
COMP )i
E
MODE,
J=l
(Eq. 1)
Where: (ECOMP)I= Combined emission rate fortest /th of n tests required attest point
ft = Mode weighting factor from 40 CFR 89, Subpart E, Appendix B for/h mode
EMODEJ = Pollutant emissions rate during/11 mode
k = Total number of modes for intended application per 40 CFR 89
16
-------
Table 10 shows the weighting factors,^, for the eight modes that are used to calculate the composite
emissions figures.
Table 10. Eight-Mode Test Cycle for Variable-Speed Engines7
Mode
Number
1
2
3
4
5
6
7
8
Test
Segment
1
1
1
1
2
2
2
2
Engine
Speed"
Rated
Rated
Rated
Rated
Intermediate
Intermediate
Intermediate
Idle
Observed Torque*
(Percentage of Maximum
Observed)
100
75
50
10
100
75
50
0
Minimum Time in
Mode (Minutes)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Weighting
Factors
0.15
0.15
0.15
0.10
0.10
0.10
0.10
0.15
" Engine speed (non-idle): ±2% of point.
Engine speed (intermediate): Calculate as 75% and 50% of the maximum observed torque.
Engine speed (idle): Idle speed is specified by the manufacturer.
* Torque (non-idle): Throttle fully open for 100% points.
Other non-idle points: ±2% of engine maximum value.
Torque (idle): Throttle fully closed. Load less than 5% of peak torque.
For the NRTC results, weighted transient emissions rates were calculated according to equation 2.9
Official transient emissions result = 0.05 x cold start emissions rate +0.95 x hot start emissions rate
(Eq. 2)
Tables 11 and 12 show these composite-weighted emissions rates. For the eight-mode tests, these rates
were used to calculate the mean and standard deviations for the baseline and controlled emissions rates.
These data were in turn used to calculate mean emissions reductions and 95% confidence limits. These
calculations are based on the generic verification protocol1 and the Test/QA Plan.2
17
-------
Table 11. Composite Weighted Emissions Rates (U.S. Common Units)
Test Number
Test Date
Exhaust PM
NOX
NO
NO/
g/bhp-hr
NO2/NOX
%
HC
CO
CO2
g/bhp-hr
Baseline Engine, 8 Mode
0573-766-8M
0573-768-8M
0573-771-8M
8/5/2009
8/5/2009
8/5/2009
Average 8 Mode
0.265
0.257
0.249
0.257
5.11
5.11
5.16
5.13
4.59
4.64
4.63
4.62
0.518
0.468
0.532
0.506
10.1
9.2
10.3
9.9
0.188
0.192
0.192
0.190
1.66
1.65
1.64
1.65
558
559
558
558
Baseline Engine, NRTC
0573-762-C1
0573-764-H1
8/4/2009
8/4/2009
Weighted NRTC
0.321
0.342
0.341
5.26
5.39
5.38
4.69
4.95
4.94
0.563
0.443
0.449
10.7
8.22
8.34
0.174
0.219
0.217
1.61
1.55
1.55
590
576
576
Degreened BlueMAX 100 Version A, 8 Mode
0573-774-8M
0573-776-8M
0573-779-8M
8/7/2009
8/10/2009
8/10/2009
Average 8 Mode
0.230
0.230
0.217
0.226
1.51
1.53
1.64
1.56
1.18
1.24
1.29
1.24
0.329
0.288
0.352
0.323
21.8
18.8
21.5
20.7
0.00173
0.00175
0.00162
0.00170
0.140
0.130
0.120
0.130
564
575
590
576
Degreened BlueMAX 100 Version A, NRTC
0573-789-C1
0573-791 -HI
8/12/2009
8/12/2009
Weighted NRTC
0.225
0.253
0.251
2.27
1.82
1.85
1.79
1.33
1.35
0.478
0.491
0.490
21.1
26.9
26.6
0.001
0.000
0.000
0.458
0.185
0.199
619
603
604
Aged BlueMAX 100 Version A, 8 Mode
0573-794-8M
0573-796-8M
0573-803-8M
8/13/2009
8/13/2009
8/20/2009
Average 8 Mode
0.334
0.294
0.232
0.287
1.57
1.53
1.88
1.66
1.20
1.16
1.34
1.24
0.366
0.371
0.536
0.424
23.3
24.2
28.5
25.6
0.00126
0.00224
0.000755
0.00142
0.110
0.110
0.100
0.107
563
562
581
569
Aged BlueMAX 100 Version A, NRTC
0573-807-C1
0573-810-H1
8/21/2009
8/21/2009
Weighted NRTC
0.215
0.242
0.240
2.19
1.88
1.89
1.58
1.22
1.23
0.609
0.663
0.660
27.8
35.3
34.9
0.009
0.000
0.000
0.443
0.153
0.168
606
598
598
" NO, is calculated as NOX - NO.
18
-------
Table 12. Composite Weighted Emissions Rates (Metric Units)
Test Number
Test Date
Exhaust PM
NOx
NO
NO/
g/kWhr
NO2/NOx
%
HC
CO
CO2
g/kWhr
Baseline Engine, 8 Mode
0573-766-8M
0573-768-8M
0573-771-8M
8/5/2009
8/5/2009
8/5/2009
Average 8 Mode
0.355
0.345
0.334
0.345
6.85
6.85
6.92
6.88
6.16
6.23
6.21
6.20
0.695
0.628
0.713
0.679
10.1
9.2
10.3
9.9
0.252
0.257
0.257
0.255
2.23
2.21
2.20
2.21
748
750
748
748
Baseline Engine, NRTC
0573-762-C1
0573-764-H1
8/4/2009
8/4/2009
Weighted NRTC
0.430
0.459
0.457
7.05
7.23
7.21
6.29
6.64
6.62
0.755
0.594
0.602
10.7
8.22
8.34
0.233
0.294
0.291
2.16
2.08
2.08
791
772
772
Degreened BlueMAX 100 Version A, 8 Mode
0573-774-8M
0573-776-8M
0573-779-8M
8/7/2009
8/10/2009
8/10/2009
Average 8 Mode
0.308
0.308
0.291
0.303
2.02
2.05
2.20
2.09
1.58
1.67
1.73
1.66
0.442
0.386
0.472
0.433
21.8
18.8
21.5
20.7
0.00232
0.00235
0.00217
0.00228
0.188
0.174
0.161
0.174
756
771
791
772
Degreened BlueMAX 100 Version A, NRTC
0573-789-C1
0573-791 -HI
8/12/2009
8/12/2009
Weighted NRTC
0.302
0.339
0.337
3.04
2.44
2.48
2.40
1.78
1.81
0.641
0.658
0.657
21.1
26.9
26.6
0.002
0.000
0.000
0.614
0.248
0.267
830
809
810
Aged BlueMAX 100 Version A, 8 Mode
0573-794-8M
0573-796-8M
0573-803-8M
8/13/2009
8/13/2009
8/20/2009
Average 8 Mode
0.448
0.394
0.311
0.385
2.11
2.05
2.52
2.23
1.61
1.55
1.80
1.66
0.491
0.497
0.719
0.569
23.3
24.2
28.5
25.6
0.00169
0.00300
0.00101
0.00190
0.148
0.148
0.134
0.143
755
754
779
763
Aged BlueMAX 100 Version A, NRTC
0573-807-C1
0573-810-H1
8/21/2009
8/21/2009
Weighted NRTC
0.288
0.325
0.322
2.94
2.52
2.53
2.12
1.64
1.65
0.817
0.889
0.885
27.8
35.3
34.9
0.012
0.000
0.001
0.594
0.205
0.225
813
802
802
" NO, is calculated as NOX - NO.
19
-------
The average eight-mode and weighted NRTC emissions rates from Tables 11 and 12 are the key values
for the verification test. Tables 13 and 14 summarize that information. It is important to note that the
baseline engine emissions in all categories are below the Table 4 threshold values for both the eight-mode
tests and the NRTC.
Table 13. Summary of Verification Test Data (U.S. Common Units)
System Type
Baseline
Degreened
Aged
System Type
Baseline
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
Fuel
ULSD
ULSD
ULSD
Mean 8 Mode Emissions Value
PM
NOX
HC
CO
CO2
g/bhp-hr
0.257
0.226
0.287
5.13
1.56
1.66
0.190
0.002
0.001
1.65
0.130
0.107
558
576
569
Weighted NRTC Emissions Value
PM
NOX
HC
CO
C02
g/bhp-hr
0.341
0.251
0.240
5.38
1.85
1.89
0.217
0.000
0.000
1.55
0.199
0.168
576
604
598
Table 14. Summary of Verification Test Data (Metric Units)
System Type
Baseline
Degreened
Aged
System Type
Baseline
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
Fuel
ULSD
ULSD
ULSD
Mean 8 Mode Emissions Value
PM
NOX
HC
CO
C02
g/kWhr
0.345
0.303
0.385
6.87
2.09
2.23
0.255
0.002
0.002
2.21
0.174
0.143
749
773
763
Weighted NRTC Emissions Value
PM
NOX
HC
CO
CO2
g/kWhr
0.457
0.337
0.322
7.22
2.47
2.54
0.291
0.000
0.001
2.08
0.266
0.225
773
810
802
Table 15 summarizes the emissions reductions that were achieved by using the BlueMAX 100 Version A
Urea-Based SCR System. These are the "verified emissions reductions" reported in Table 2 of the ETV
Joint Verification Statement.
20
-------
Table 15. Summary of Verification Test Emissions Reductions
Test
Type
8-Mode
NRTC
System
Type
Degreened
Aged
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
ULSD
Emissions Reduction (%)
PM
12
-12
26
30
NOX
70
68
66
65
HC
99
99
100
100
CO
92
94
87
89
95% Confidence Limits on the Emissions
Reduction (%)
PM
4.7 to 20
a
c
c
NOX
68 to 71
64 to 71
C
C
HC
b
b
c
0
CO
91 to 94
92 to 95
C
C
a The emissions reduction could not be distinguished from zero with 95% confidence.
The emissions reduction could not be distinguished from 100% with 95% confidence.
c Confidence limits could not be determined for NRTC (Nonroad Transient Cycle) emissions reductions because replicate test
runs were not performed.
In summary, the BlueMAX systems significantly decreased HC and CO emissions relative to the baseline
engine. The BlueMAX systems decreased NOX and NO2 emissions in the eight-mode tests. For the
NRTC tests, NOX levels decreased, but NO2 increased. There was also a notable increase in NO2
emissions with the aged BlueMAX system after the urea pump was replaced. The degreened system
exhibited a 4.7 to 20% reduction in PM emissions during the eight-mode tests, but the aged system's PM
emissions could not be distinguished from the baseline case with 95% confidence. The aged system PM
was strongly influenced by an increase in emissions during mode five of the eight-mode test. Ammonia
slip levels in the exhaust downstream of the BlueMAX were generally less than 1 ppm, but some test
modes and NRTC tests with the aged system had increased ammonia slip. The BlueMAX systems did
not have any effect on fuel economy that can be stated with 95% confidence.
4.1 Quality Assurance
The ETV of the BlueMAX 100 Version A Urea-Based SCR System with ULSD fuel for heavy-duty
nonroad diesel engines was performed in accordance with the approved Test/QA Plan and the test-
specific addendum.2 An audit of data quality included the review of equipment, procedures, record
keeping, data validation, analysis, and reporting. Preliminary, in-process, and final inspections and a
review of 10% of the data showed that the requirements stipulated in the Test/QA Plan5 were achieved.
The SwRI, APCT Center, and EPA quality managers reviewed the test results and the QC data and
concluded that the Data Quality Objectives given in the generic verification protocol were attained. EPA
and RTI QA staff conducted audits of SwRI's quality systems in April 2002 and technical systems in July
2009 and found no deficiencies that would adversely impact the quality of results at that time. The
equipment was appropriate for the verification testing, and it was operating satisfactorily.
21
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5.0 References
1. RTI International. 2003. Generic Verification Protocol for Determination of Emissions Reductions
from Selective Catalytic Reduction Control Technologies for Highway, Nonroad, and Stationary Use
Diesel Engines. Research Triangle Park, NC, September. Available at:
http://www.epa.gov/etv/pubs/05_vp_emissions.pdf (accessed February 17, 2010).
2. RTI International. 2009. Test-Specific Addendum to ETV Mobile Source Test/QA Plan for Nett
Technologies for the BlueMAX™ 100 version A System. Research Triangle Park, NC, June 8.
3. Southwest Research Institute. 2010. ENVIRONMENTAL TECHNOLOGY VERIFICATION:
BLUEMAX 100 VERSION A. Final Report. San Antonio, TX, January.
4. Southwest Research Institute. 2010. AUDIT OF DATA QUALITY for Environmental Technology
Verification - BLUEMAX 100 VERSION A. San Antonio, TX, January.
5. RTI International. 2006. Test/QA Plan for the Verification Testing of Selective Catalytic Reduction
Control Technologies for Highway, Nonroad, and Stationary Use Diesel Engines. Research Triangle
Park, NC, April. Available at:
http://www.epa.gov/etv/pubs/600etv07039.pdf (accessed February 18, 2010).
6. 40 CFR, Part 89.330 (Protection of Environment: Control of Emissions from New and In-Use
Nonroad Compression-Ignition Engines, Subpart D—Emission Test Equipment Provisions:
Lubricating oil and test fuels). Available at:
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?tpl=/ecfrbrowse/Title40/40tab_02.tpl (accessed February
17,2010).
7. 40 CFR, Part 89 (Protection of Environment: Control of Emissions from New and In-Use Nonroad
Compression-Ignition Engines), Subparts D and E. Available at:
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=77577320d77 Ibe80f3fe23b Ib le8b62e&tpl=/ecfrbrowse/Title40/40cfr89_main_02.t
pi (accessed February 17, 2010).
8. 40 CFR, Part 1039 (Protection of Environment: Control of Emissions from New and In-Use Nonroad
Compression-Ignition Engines), Appendix VI. Available at: http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=6fef682b617b8c80cc2a24bac445fbcl&rgn=div5&view=text&node=40:32.0.1.1.3&i
dno=40 (accessed February 17, 2010).
9. 40 CFR, Part 1039.510 (Protection of Environment: Control of Emissions from New and In-Use
Nonroad Compression-Ignition Engines, Subpart F—Test Procedures: Which duty cycles do I use for
transient testing?). Available at:
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=6fef682b617b8c80cc2a24bac445fbcl&rgn=div5&view=text&node=40:32.0.1.1.3&i
dno=40 (accessed February 17, 2010).
22
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