September 2003
Environmental Technology
Verification Protocol
DETERMINATION OF EMISSIONS REDUCTIONS
FROM SELECTIVE CATALYTIC REDUCTION
CONTROL TECHNOLOGIES
FOR HIGHWAY, NONROAD, AND STATIONARY
USE DIESEL ENGINES
Prepared by:
HRTI
INTERNATIONAL
Under a Cooperative Agreement with
U. S. Environmental Protection Agency
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GENERIC VERIFICATION PROTOCOL FOR
DETERMINATION OF EMISSIONS REDUCTIONS FROM
SELECTIVE CATALYTIC REDUCTION CONTROL TECHNOLOGIES
FOR HIGHWAY, NONROAD, AND STATIONARY USE DIESEL ENGINES
EPA Cooperative Agreement No. C-82943401
RTI Project No. 93U-08281-001-003
Prepared by:
RTI
INTERNATIONAL
APPROVED BY:
APCTVC Director: J. R. Farmer Original signed by J.R. Farmer Date: 10/7/03
APCTVC Quality Manager: C. E. Tatsch Original sisned by C.E. Tatsch. Date: 10/8/03
APCTVC Task Leader: J. M. Elion Original sisned by J.M. Elion Date: 10/7/03
EPA Project Manager: T. G. Brna Original signed by T.G. Brna Date: 10/2/03
EPA Quality Manager: P. W. Groff Original signed by P.W. Groff Date: 10/2/03
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Table of Contents
1.0 INTRODUCTION 1
1.1 Environmental Technology Verification 1
1.2 Air Pollution Control Technology Verification Center 2
1.3 The APCTVC Mobile Sources Verification Program 2
1.4 Quality Management Documents 4
2.0 OBJECTIVE AND SCOPE 5
2.1 Objective 5
2.2 Scope 5
2.3 Applicability 6
2.3.1 Applicability of ETV Results to Other Engines and Engine Families .... 6
2.3.2 Relationship of ETV Program to OTAQ VDRP Verified Technology List 6
2.3.3 Assignment of Emissions Benefits to SCR 7
2.4 Data Quality Objectives 7
3.0 ETV TESTING RESPONSIBILITIES 9
4.0 APPLICATION AND TECHNOLOGY DESCRIPTION 9
4.1 Manufacturer Information 10
4.2 Technology Descriptive Information 10
4.3 Test Information 10
4.4 Component Information 11
5.0 ETV TESTING 11
5.1 Test Design and Data Analysis for ETV of SCR 11
5.1.1 Overview of Testing Requirements 11
5.1.2 Test Design Requirement for Single Engine Verification 12
5.1.3 Data Analysis for Single-Engine Tests of SCR 12
5.2 ETV Testing for Diesel SCR 13
5.2.1 Diesel Base Fuels 14
5.2.2 Selection of Engines for ETV Testing 14
5.2.3 SCR Technology 15
5.2.4 Test Procedures—General Requirements 16
5.2.5 Example Test Sequence for Highway Engines 18
5.2.6 Data Reduction for SCR 19
6.0 REPORTING AND DOCUMENTATION 20
6.1 Reports 21
6.2 Data Reduction 21
7.0 DISSEMINATION OF ETV REPORTS AND STATEMENTS 21
in
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8.0 APPLICANT'S OPTIONS SHOULD A TECHNOLOGY PERFORM BELOW
EXPECTATIONS 22
9.0 LIMITATIONS ON TESTING AND REPORTING 23
10.0 REQUIREMENTS FOR TEST/QA PLAN 23
10.1 Quality Management 23
10.2 Quality Assurance 23
10.3 Additional Requirements to be Included in the Test/QA Plan 25
11.0 ASSESSMENT AND RESPONSE 26
11.1 Assessment Types 26
11.2 Assessment Frequency 26
11.3 Response to Assessment 27
12.0 SAFETY MEASURES 27
12.1 Safety Responsibilities 27
12.2 Safety Program 27
13.0 REFERENCES 27
APPENDIX A: EXAMPLE VERIFICATION STATEMENT A-l
APPENDIX B: SCR MONITORING/NOTIFICATION SYSTEMS FUNCTIONAL
TEST PROCEDURES B-l
List of Tables
Table Page
1. Overview of Mobile Source ETV Process and Participants' Responsibilities 1
2. Minimum Durability Demonstration Periods 15
3. Minimum ETV Test Program for Highway Diesel Engine SCR on Single Engine .... 19
IV
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ABBREVIATIONS AND ACRONYMS
APCT air pollution control technology
APCTVC Air Pollution Control Technology Verification Center
BSFC brake-specific fuel consumption
CARB California Air Resources Board
CBI confidential business information
CFR Code of Federal Regulations
CI confidence interval
CO carbon monoxide
CO2 carbon dioxide
CTM conditional test method
DEC diesel exhaust catalyst
DQO data quality objective
EGR exhaust gas recirculation
EPA Environmental Protection Agency
ETV environmental technology verification
FTIR Fourier transform infrared
FTP federal test procedure
g/bhp-hr grams per brake horsepower-hour
g/kWh grams per kilowatt-hour
GVP generic verification protocol
HAP hazardous air pollutant
HCs hydrocarbons
hp horsepower
NH3 ammonia
NMHC non-methane hydrocarbon
NOX nitrogen oxides
NPRM Notice of Proposed Rulemaking
ORD Office of Research and Development
OTAQ Office of Transportation and Air Quality
PM particulate matter
ppm parts per million
QA quality assurance
QC quality control
QMP quality management plan
RTI Research Triangle Institute
SAC stakeholders advisory committee
SCR selective catalytic reduction
SET Supplemental Emissions Test (40 CFR 86.1360)
SOP standard operating procedure
VDRP Voluntary Diesel Retrofit Program
VOC volatile organic compound
VR verification report
VS verification statement
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1.0 INTRODUCTION
This protocol describes the Environmental Technology Verification (ETV) Program's
considerations and requirements for verification of emissions reduction provided by selective
catalytic reduction (SCR) technologies. The basis of the ETV will be comparison of the
emissions and performance of well maintained engines or vehicles to the same engines or vehicles
equipped with SCR. This protocol applies to heavy duty highway, nonroad, and some stationary
source diesel engines. In keeping with ETV requirements, this protocol is implemented to test a
specific technology and test engine(s) at a specific testing organization through an ETV-approved
test/quality assurance (QA) plan.
ETV provides verified emissions reduction data for SCR technologies. It may be part of an
overall process that leads to inclusion of SCR technologies on the U.S. Environmental Protection
Agency (EPA) mobile sources retrofit emissions reduction verified technology list. This protocol
describes the ETV portions of that process in detail. Table 1 provides an overview of mobile
source ETV and its interface with the EPA retrofit emissions reduction program.
Table 1. Overview of Mobile Source ETV Process and Participants' Responsibilities
Step in Process
Preparation of preliminary application
(w/o ETV data)
Preliminary test dialog
Test/QA plan
Acceptance of ETV test/QA plan,
and terms and payment
Conduct ETV test
Prepare test report
Publish ETV report & statement
Applicant
Primary
Participate
Review
Primary
Access
Access
Review
ETV
APCTVC
None
Organize &
participate
Test Org.
None
Participate
Shared preparation,
APCTVC approve
Advise
Audit
Review
Primary
Advise
Primary
Primary
Review
OTAQ
Advise
Participate
Review
Access
Access
Access
Access
ORD
Access
Access
Review &
approve
Access
Audit
Access
Review &
approve
APCTVC = Air Pollution Control Technology Verification Center at RTI.
OTAQ = EPA's Office of Transportation and Air Quality.
ORD = EPA's Office of Research and Development, the ETV sponsor.
1.1 Environmental Technology Verification
EPA, through its Office of Research and Development (ORD), has instituted the ETV Program to
verify the performance of innovative and improved technical solutions to problems that threaten
human health or the environment. EPA created the ETV Program to accelerate the entrance of
new and improved environmental technologies into the marketplace. It is a voluntary,
nonregulatory program. Its goal is to verify the environmental performance characteristics of
commercially ready technologies through the production of objective and quality-assured data so
that potential purchasers and permitters are provided with an independent and credible assessment
of what they are buying and permitting.
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The ETV Program does not conduct technology research or development. ETV test results are
always publicly available, and the applicants are strongly encouraged to ensure, prior to beginning
an ETV test, that they are satisfied with the performance of their technologies. Within the ETV
Program, this state of development is characterized as "commercially ready."
The provision of high-quality performance data on a commercial technology encourages more
rapid implementation of that technology and consequent protection of the environment with better
and often less expensive approaches. The ETV Program is conducted by six ETV centers that
span the breadth of environmental technologies.
1.2 Air Pollution Control Technology Verification Center
EPA's partner in the Air Pollution Control Technology Verification Center (APCTVC) is RTI
International,1 a nonprofit contract research organization with headquarters in Research Triangle
Park, NC. The APCTVC verifies the performance of commercially ready technologies used to
control air pollutant emissions. The emphases of the APCTVC are currently on technologies for
controlling particulate matter (PM), volatile organic compounds (VOCs), nitrogen oxides (NOX),
and hazardous air pollutants (HAPs) from both mobile and stationary sources. The activities of
the APCTVC are conducted with the assistance of stakeholders from various interested parties.
Overall, APCTVC guidance is provided by the stakeholders advisory committee (SAC), while the
detailed development of individual technology ETV protocols is conducted with input from
technical panels focused on each technology area.
The APCTVC develops generic verification protocols (GVPs) and specific test/QA plans,
conducts independent testing of technologies, and prepares ETV test reports and statements for
broad dissemination. Testing costs are ultimately borne by the technology applicants, although
initial tests within a given technology area may be partially supported with government funds.
1.3 The APCTVC Mobile Sources Verification Program
The various retrofit technologies have been divided into three groups to facilitate ETV:
• SCR systems,
• retrofit diesel mobile source control devices, and
• fuel and lubricant technologies.
Selective catalytic reduction is an emissions control technology that reduces NOX by injecting a
controlled amount of a reductant (usually urea or ammonia) into the gaseous exhaust stream ahead
of a catalyst. In its simplest form, an SCR system includes a reductant storage and injection
system, a control unit, and one catalyst.
'RTI International is a trade name of Research Triangle Institute.
2
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This GVP provides the requirements for APCTVC's verification of the performance of SCR
applied to mobile and stationary source diesel engines. Other organizations (e.g., EPA's Office of
Transportation and Air Quality [OTAQ] and the California Air Resources Board [CARB]) also
verify the performance of SCR to meet the needs of those organizations. The technology
applicant should discuss the intended application of the SCR with OTAQ to determine the most
suitable path for verification.
This GVP is intended to apply only to SCR. The APCTVC reserves the right to evaluate each
technology submitted for verification and to determine the applicability of this protocol to that
specific technology. Regulatory authorities (OTAQ and others) may also have different
requirements. Special testing may be required in some cases to maintain the integrity, credibility
and, therefore, the value of verifications. The critical data quality objectives (DQOs) in this
document were chosen to provide emissions measurements sufficient to support the vendor's
application for emissions credits under the Voluntary Diesel Retrofit Program (VDRP).
This protocol was developed and has been reviewed by a technical panel composed of a broad
group of stakeholders who have expertise in mobile source controls and come from the vendor,
user, and regulatory spheres. Technical panel membership is dynamic, and its composition is
expected to change over time as technical emphases change. The APCTVC will maintain
membership balance on the panel.
The basic SCR verification will measure and report baseline emissions concentrations and rates
using the federal test procedures (FTPs) applicable to a particular engine or vehicle on a baseline
fuel compared to that same engine or vehicle equipped with SCR. The number of engines and the
test requirements will differ depending on the engine applicability and nature of the SCR. The
tests will be conducted at an independent, third-party testing organization that has been qualified
and audited by the APCTVC. The data quality requirements of this GVP will be applied at
approved testing organizations through the preparation of an SCR-specific test/QA plan. Other
organization-, application-, or technology-specific information may also need to be addressed in
the test/QA plan, which is described in Section 10.0. Because specific technology areas may
require special expertise or emphasis, input and review will be obtained from an ad hoc
subcommittee of the technical panel or outside experts when deemed appropriate by the
APCTVC. Test results will be presented as ETV reports and statements.
This GVP will be revised as necessary. Changes to the protocol will not affect products that have
been verified. However, such changes will be reflected in test/QA plans not yet finalized,
regardless of the applicant's application status. Test/QA plans that are being carried out when a
protocol change is enacted will be examined to determine whether any modifications must be
made.
Retrofit mobile diesel control devices include exhaust treatment emission control devices, other
retrofit devices, and engine modifications. Some require no mechanical changes to engines, while
others will involve some modification of the engine or its control system. Filters for PM control
and diesel exhaust catalysts (DECs) may make use of or require some integration with engines.
Engine modifications, in this context, refer to pollution reduction technologies integral to the
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engine or the engine control systems. All of these technologies have the potential to affect engine
performance, and the concurrence of the engine manufacturer that the changes are compatible
with safe, efficient, and reliable operation in the engine is an important element in demonstrating
commercial readiness and suitability for ETV. ETV of these technologies is guided by Generic
Verification Protocol for Diesel Exhaust Catalysts, P articulate Filters, and Engine Modification
Control Technologies for Highway andNonroad Use Engines (APCTVC, 2002a).
Retrofit fuels and lubricant technologies include fuel formulations, fuel and lubricant additives,
and alternative fuels. Generally, no modification of the engine is necessary. All of these
technologies have the potential to affect engine performance, and the concurrence of the engine
manufacturer that the changes are compatible with safe, efficient, and reliable operation in the
engine is an important element in demonstrating commercial readiness and suitability for ETV.
ETV of these technologies is guided by Draft Generic Verification Protocol for Determination of
Emissions Reductions Obtained by Use of Alternative or Reformulated Liquid Fuels, Fuel
Additives, Fuel Emulsions, Lubricants, and Lubricant Additives for Highway andNonroad Use
Diesel Engines and Light-Duty Gasoline Engines (APCTVC, 2002b).
1.4 Quality Management Documents
Management and testing in this APCTVC program are performed in accordance with procedures
and protocols defined by the following:
1) EPA's ETV Quality Management Plan (ETV QMP) (EPA, 2002a or the quality management
plan current at the time of testing);
2) the APCTVC Quality Management Plan (QMP) (APCTVC, 1998 or the quality management
plan current at the time of testing);
3) the Generic Verification Protocol for Selective Catalytic Reduction Control Technologies for
Highway, Nonroad, and Stationary Use Diesel Engines (this document); and
4) the test/QA plan prepared for each specific test or group of tests.
EPA's ETV QMP lays out the definitions, procedures, processes, interorganizational
relationships, and outputs that will ensure the quality of both the data and the programmatic
elements of the ETV Program. Part A of the ETV QMP contains the specifications and guidelines
that are applicable to common or routine quality management functions and activities necessary to
support the ETV Program. Part B of the ETV QMP contains the specifications and guidelines that
apply to test-specific environmental activities involving the generation, collection, analysis,
evaluation, and reporting of test data.
The APCT QMP describes the quality systems in place for the overall APCTVC. It was prepared
by RTI and approved by EPA. Among other quality management items, it defines what must be
covered in the GVPs and test/QA plans for technologies undergoing ETV testing.
A GVP is prepared to describe the general procedures to be used for testing a type of technology
and to define the critical DQOs. The GVPs for retrofit air pollution control technologies for
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highway and nonroad use engines were written by the APCTVC with input from a technical panel
and approved by EPA.
A test/QA plan is prepared for each test or group of tests. The test/QA plan describes, in detail,
how the testing organization will implement and meet the requirements of the GVP. The test/QA
plan also sets DQOs for any planned measurements for a particular technology that were not set in
the GVP. The test/QA plan addresses issues such as the test organization's management structure,
the test schedule, test procedures and documentation, analytical methods, recordkeeping
requirements, and instrument calibration and traceability, and it specifies the QA and quality
control (QC) requirements for obtaining ETV data of sufficient quantity and quality to satisfy the
DQOs of the GVP. Testing organizations will be audited by the APCTVC against the approved
GVP and test/QA plan they are expected to follow. Section 10 of this GVP addresses
requirements for the test/QA plan.
Because multiple testing organizations may be conducting the tests, the APCTVC will develop a
prototype test/QA plan (not part of this GVP) for each type of technology to ensure comparability.
This prototype will be customized by the testing organization to meet its specific implementation
of the FTPs as defined in 40 Code of Federal Regulations (CFR) Parts 86 and 89, and the
secondary measurements, subject to approval by the APCTVC and EPA-ORD. Testing
arrangements that do not meet the requirements of the FTP will not be approved, and test
instrumentation or test procedures that the APCTVC determines will compromise data reliability
or comparability between testing organizations will not be approved.
2.0 OBJECTIVE AND SCOPE
2.1 Objective
The objective of this GVP is to establish the parameters within which SCR control technologies
for highway, nonroad, and some stationary source diesel engines will be tested to verify their
performance with uniform and consistent methodologies within the APCTVC. The protocol
addresses the requirements for technology submission, outlines the test conditions and procedures
to be used, and states the critical DQOs for ETV and the reporting requirements. The control
technologies will be verified within a specified range of applicability, and ETV reports and
statements will be produced for dissemination to the public.
2.2 Scope
This protocol describes the considerations and requirements for ETV of emissions reductions
attributable to the use of SCR on an engine-by-engine basis. Although SCR may achieve similar
emissions reductions on many engines, each ETV test is conducted on and reported for the actual
test conditions: engine (vehicle), base fuel, and SCR test conditions. The base engine (vehicle)
will be well maintained and will produce emissions at levels consistent with a well maintained
engine (vehicle) of its age and use. SCR may be combined with other technologies for
verification testing as a single entity emissions control system. Before combined technologies can
be accepted for verification,
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• the controlling interests in each technology must be in agreement to pursue ETV (in this
context, low-sulfur diesel fuels are not considered technologies but as commodities available
to all, and therefore no permission is required),
• the applicant must be a single organization with authority to pay for the applicant's cost, and
• the applicant must show that each technology in the combination has a credible impact on
reducing emissions.
Verification testing for a system will incorporate in the test/QA plan elements from the protocols
applicable to the individual technologies. In general, the test for a system will include the more
stringent aspects of each protocol, where they differ. Each test may be different, and the
APCTVC should be consulted for assistance.
Emissions testing under this protocol is based on the FTPs for emissions certification of highway
diesel engines (40 CFR Part 86) and nonroad diesel engines (40 CFR Part 89); the Supplemental
Emissions Test (SET) for highway diesel engines (40 CFR 86.1360); and Conditional Test
Method CTM-038 for ammonia slip measurement (EPA, 2003). For diesel nonroad engines,
emissions testing under this protocol may also include the transient nonroad test cycle as
published in the Notice of Proposed Rulemaking (NPRM) for "Control of Emissions of Air
Pollution from Nonroad Diesel Engines and Fuel" on May 23, 2003.
(New test procedures become standardized and are incorporated into the FTPs from time to time.
Verifications are to be conducted under the current applicable FTP and related amendments
published in the Federal Register.)
2.3 Applicability
2.3.1 Applicability of ETV Results to Other Engines and Engine Families
The basic ETV test remains the same for all SCR and engines; however, the SCR may interact
differently with the various engines. The extension of emissions reductions from one engine or
engine family to another requires engineering analysis of the data and may require additional
testing. Determination of the applicability of single-engine tests to other engines is an OTAQ
decision and not part of ETV.
2.3.2 Relationship of ETV Program to OTAO VDRP Verified Technology List
OTAQ is charged with establishing a verified technology list of technologies capable of providing
emissions reductions. The test results OTAQ will use to evaluate a technology may be generated
following the ETV process, with the ETV report and verification statement submitted by the
vendor as the data package to OTAQ. Other paths to the verified technology list also exist. The
VDRP program is described and appropriate contacts are identified at
http://www.epa.gov/otaq/retrofit/. The technology applicant should discuss the intended
application of the technology with OTAQ to determine the most suitable evaluation path for the
applicant's technology.
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2.3.3 Assignment of Emissions Benefits to SCR
The emissions from engines vary as engines age and progress through the cycle of routine
maintenance. The intent of ETV under this GVP is to determine the emissions reductions
provided by SCR, exclusive of oil and filter changes, engine tune-ups, and similar scheduled
maintenance that, by themselves, may provide emissions benefits. The ETV test will be designed
to isolate the effects of the SCR from coincident engine adjustments and tune-ups to the extent
possible. Baseline engines will be tuned and set up to the engine manufacturer's
recommendations, and the baseline emissions are expected to be consistent with the age and usage
history of the engine (near certification levels for diesel engines; in conformance with the
expected model year standard for gasoline vehicles.)
2.4 Data Quality Objectives
The data of primary interest in this verification are the reductions in emissions of the FTP primary
pollutants: NOX, hydrocarbons (HC), PM, and carbon monoxide (CO). The DQOs of this GVP
are the requirements of the test methods specified in 40 CFR Part 86 (highway diesel engines) or
89 (nonroad diesel engines) when conducting the number and type of tests called for by the
approved test/QA plan for the SCR. ETV tests that do not meet the FTP and SET QA
requirements are invalid.
The number of and type of FTP tests (cold- or hot-start) required for ETV is determined from the
following criteria:
First, a minimum of three tests is required to provide the basic ETV result of a
mean emission reduction and the 95 percent confidence interval on that mean
based on measured variability for each of the measured emissions and test
parameters. For highway engines, this minimum is satisfied with one cold start test
and three hot start tests. For nonroad engines, three replicates of the appropriate
test sequence (i.e., three 8-mode tests or three 6-mode tests) are required. A three-
test minimum is currently the same as is required by the State of California for its
program.
Second, additional tests may be required to meet the ETV requirement that the
test/QA plan provide a 90 percent probability of detecting the expected emissions
reductions when computed using the expected experimental errors for the various
measurements. These criteria become controlling for low emissions reductions
and/or high test variability. This is a planning requirement for the test/QA plan.
Third, additional tests may be desired by the applicant to reduce the width of the
95 percent confidence interval on the mean emission reduction. This third criterion
is a consequence of applying standard statistical procedures to the ETV test design
and data analysis. At a fixed measurement variability, normal statistical
procedures lead to a small number of tests giving a broader 95 percent confidence
interval than would a larger number of tests. To any regulator or potential
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technology user, an emission reduction of 40 ± 5 percent is better than 40 ±
20 percent and will be given more credence.
Noncritical measurements, including ammonia slip, will also be made as described in later
sections. These are not considered critical, and the methods and DQOs for them will be stated in
the test/QA plan.
The FTP tests referenced above are conducted following test cycles specified in 40 CFR. As
discussed in Section 5, other test cycles may also be required for verification of an SCR. A single
data set for highway engines will consist of at least one FTP cold start cycle, plus three FTP hot
start cycles and one SET. A single data set for nonroad engines will consist of triplicate
multimode FTP tests.
An applicant may conduct privately sponsored tests at a testing organization for development
purposes with the same test engine prior to and/or after conducting ETV tests. Such testing is
understood to be common and important to ensure that the technology is properly adjusted and
tuned to the application. The ETV DQOs do not apply to privately sponsored testing. However,
the applicant and testing organization must coordinate the entire testing effort with the APCTVC
so that
• preparation for the ETV test (submittal of the technology to the APCTVC, discussion of
engine selection, and preparation of the test/QA plan) is completed prior to conducting the
ETV test itself;
the APCTVC is notified of the ETV test dates in time to schedule QA activities at the
discretion of the APCTVC; and
declaration of the test run that is to be the ETV test is made prior to starting the test, the
engine is brought to a starting point in accordance with the test/QA plan, and the results of
that test are documented and reported in accordance with the test/QA plan.
An applicant may desire to run the baseline ETV test, conduct private developmental testing, and
then complete the ETV tests following the private testing. This approach may be
acceptable provided the baseline run is considered to remain valid for the duration of and for the
activities that occur during the private testing. If not, the baseline case will have to be rerun.
The data from all ETV tests will be retained and reported to the APCTVC, including invalid FTP
test results. Data that meet the QA requirements of the FTP are considered valid and will be used
to compute emissions reductions for ETV purposes.
The SCR emissions reduction performance will be reported both as absolute emissions in the
appropriate units (per applicable FTP) for the baseline and SCR cases and as percentage emissions
reduction for a specific engine or engine family. The percentage emissions reduction reported
will be the mean emissions reduction (relative to the baseline emission) with attendant upper and
lower 95 percent confidence limits on that mean.
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3.0 ETV TESTING RESPONSIBILITIES
The primary responsibilities for each organization involved in the SCR ETV verification program
were summarized in Table 1. Additional comments are provided below:
The technology applicant provides the complete, commercially ready product for ETV
testing, and logistical and technical support, as required, during the ETV testing. The
applicant's responsibilities are defined by a contract or letter of agreement with the
APCTVC (RTI). The preliminary application (Table 1, Row 1) provides relevant
background data and technology information to facilitate test/QA plan development. The
applicant must pay the portion of the ETV verification cost required at the time that its
contractual relationship with the APCTVC begins.
• In addition to the items in Table 1, the APCTVC prepares the GVP (this document);
qualifies and approves and audits the testing organization and provides a template for
test/QA plans; prepares the ETV reports and statements from the organization test reports;
and, jointly with ORD, reviews and approves the ETV reports and statements.
• The qualified testing organization conducts ETV verifications under contract to the
APCTVC. The order of activities in Table 1 is mandatory, with the test/QA plan being
prepared and approved before testing. The testing organization also conducts internal QA
on test results and reports.
4.0 APPLICATION AND TECHNOLOGY DESCRIPTION
The ETV applicant is the basic source of technology information, which is provided to the
APCTVC and OTAQ through an application form. This information is used by the testing
organization and APCTVC to prepare and review a test/QA plan that meets the requirements of
the applicant and by OTAQ and other users of the verification data. In keeping with the voluntary
nature of ETV, the applicant must control the technology within the United States to submit it for
verification.
For the applicant's convenience, the application form used by the OTAQ retrofit program can also
be used for ETV. The applicant should complete the form and submit it to OTAQ and the
APCTVC. The applicant should provide available preliminary test data which supports the
claimed emissions reduction. ETV will provide test data generated under the approved test plan
that will allow completion of the form for submission to OTAQ and participation in the VDRP.
The form can be obtained from the APCTVC and is also posted on the OTAQ retrofit Web site at
http://www.epa.gov/otaq/retrofit/retrofittech.htm. Both Microsoft Excel and Lotus 123 versions
are provided. Alternatively, an applicant who is not participating in the VDRP can use the
APCTVC's shorter general application form.
The VDRP application consists of four worksheets: (1) Manufacturer Information, (2) Product
Information, (3) Test Information, and (4) Component Information. There is a separate
spreadsheet that contains directions and examples for completing the forms. This guidance
document begins with a page of general instructions for using the entire form. Since no general
form can anticipate the data requirements for all possible SCR systems, the applicant should use
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only the applicable portions of the form. Additional information will be requested to supplement
the form, if needed.
The mobile sources ETV program is intended to provide independent and quality-assured
performance data to potential users of technologies through a documented public process.
Existing data (whether Confidential Business Information [CBI] or not) cannot be used to
substitute for ETV tests, although they can be used to help design the ETV test. The ETV
documents (protocol, test/QA plans, reports, and verification statements) are publicly available.
For these reasons, the submittal of CBI to the APCTVC is unlikely to be necessary. The
application form is not intended to convey CBI to the APCTVC, and none should be included in
the form. It should be noted that all information submitted on the application is subject to the
Freedom of Information Act.
4.1 Manufacturer Information
The first page of the application requests background and contact information for the applicant
who is seeking product verification. Guidance and examples supporting its use are provided on
the second page of the guidance form.
4.2 Technology Descriptive Information
The second page of the application is used to describe the SCR system fully and concisely. It will
be used to prepare the test/QA plan and serves as a more complete description of the technology
in the ETV report. It requires a concise (300 words or less) description of the SCR system being
verified and requests a number of operating details that summarize the emissions control
performance expected, along with the product's operation. All questions may not apply.
Instructions for completing this page can be found in the "Explan_Prod" page of the guidance
document.
If combinations of independent technologies are being submitted for ETV, the description of the
combined technology should completely identify and describe those technologies being combined
and fully state the nature of the combined test and expected result.
4.3 Test Information
Results of verification testing on the applicant SCR are to be detailed on the third sheet of the
application form. Completion of this page is not required for application to the APCTVC for
verification of a technology; the APCTVC will be providing the test results. However, the
applicant is encouraged to report all available test data, which can be used by the APCTVC to
better plan the ETV test program for the applicant's technology. These existing test data will not
be included in the verification report. The Explan_Tests page of the guidance document provides
information for completing this page.
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4.4 Component Information
The last page of the application form, Component Information, lists the major components of the
technology system. For SCR systems, it is expected that the major components of the reductant
dosing system, including the electronic control unit, all catalysts, and major components of
monitoring systems, will need to be listed here. Directions are given in the Explan_Components
page of the guidance document.
5.0 ETV TESTING
This section gives the test requirements for verification of SCR technologies. It also describes
reduction of the data to produce the emissions reduction measures that are the product of the tests.
Section 5.1 gives an overview of the testing requirements and statistical analysis as they apply to
all SCR. Section 5.2 gives a more detailed description of the test parameters, conditions, and data
analysis.
5.1 Test Design and Data Analysis for ETV of SCR
5.1.1 Overview of Testing Requirements
The data of primary interest in this verification testing are the reduction in emissions of NOX, HC,
PM, and CO. Emissions reductions are defined as the percentage reduction obtained between a
base case and the SCR candidate case. For all engine and vehicle types, emissions measurements
are made using the FTP certification test cycle applicable to the engine or vehicle for which the
SCR is intended and the SET test cycle for highway engines. The details of the tests are different
for different engines and vehicles and are given below.
A single test of an engine without a control system installed, followed by one with the system
installed, is not considered to be adequate for all SCR ETVs. Emissions from engines or vehicles
may increase if changes in the product performance occur as the SCR system ages. These
characteristics require that the ETV for SCRs be designed to provide emissions reductions over
the projected life of the system.
Testing conducted under this protocol utilizes individual FTP and special tests that measure
emission rates of various pollutants. Replicate tests are conducted at a particular test point in the
service life, defined in either hours or miles, of an engine or vehicle. The FTP and special tests
are combined to give a combined emissions rate for each pollutant. The complete ETV test
includes a minimum of two test points over the projected service life, each of which gives a
combined tests emissions rate for either the base or the candidate SCR. The combined emissions
rates are then used to estimate the emissions reduction for each pollutant. The decision to assign a
single engine emissions reduction to a technology for the OTAQ verified technology list is made
by OTAQ based on the ETV verification.
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5.1.2 Test Design Requirement for Single Engine Verification
Minimizing the cost of ETV testing is important, and limiting the amount of testing required is
one way to lower costs. However, if too few tests are conducted, normal experimental variability
could prevent the ETV from finding a significant result. All ETV test/QA plans for SCR are
required to include sufficient tests to have a high probability of detecting the emissions reductions
expected by the applicant. In addition to other requirements, each SCR ETV test plan must be
designed to have at least a 90 percent probability of detecting the emission reductions expected by
the applicant. This requirement was adopted to ensure, as much as practical, that the ETV test
would accomplish the applicant's goals.
In this context, "detecting" means that the 95 percent confidence interval on the emission
reduction does not include zero. (This requirement is for test design purposes only and does not
require that the test/QA plan be modified, should actual test data show that the assumptions that
went into the calculation were incorrect. However, insufficient replication can result in the
inability to verify any emissions reduction and publication of an ETV report that states that a
technology had no statistically significant benefit.) The test/QA plan prepared for the SCR will
reflect this requirement, based on the applicant's knowledge of its product and the testing
organization's estimates of test variability.
At each test point, a minimum of three tests are required. The definition of a data set depends on
the application. For highway diesel engines, for instance, one complete FTP cold start cycle, plus
three FTP hot start cycles and one SET are considered three tests.
5.1.3 Data Analysis for Single-Engine Tests of SCR
ETV of SCR requires a single base case test point (multiple tests) followed closely in time by a
single candidate SCR test point (multiple tests), and is very similar to that used to test retrofit
devices. This section describes the data analysis procedure that will be used to calculate the
emission reductions for SCR.
The first step is the calculation of the composite emission rate for each pollutant for each of the
base and candidate SCR tests. EB and Es are understood to refer to the composite emission rates
of a single pollutant in the equations below. Calculation ofEB and Es from individual test results
is described in Section 5.2.6. Once the E values for the test points are available, the sample
means and standard deviations (SB and s5) are computed using Equations 1 and 2.
»B "S
_ 2X _ IX-
and Es=^-— (1)
nn «„
n o
(nB-\) and ss =
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where:
~E^ = mean emission rate for base for a single pollutant,
~E~S = mean emission rate for SCR for a single pollutant,
EB:i = composite emission rate for a single base (B) ith test for a single pollutant,
ESji = composite emission rate for a single SCR (S) ith test for a single pollutant,
nB and ns = number of base (B) and SCR (S) tests, and
SB and ss = standard deviations of base (B) and SCR (S) tests.
The raw emission reduction for each pollutant, ERRAW, is then computed as the difference between
the mean emission rates for the base and candidate SCR cases, divided by the base case mean
emission rate, as shown in Equation 3.
FR = (~F~ — ~F~}/~F~ (3)
^•^-RAW \p B ^SJ/^B
The upper and lower bounds of the approximate confidence interval (C7) around ERAW are
computed using Equations 4a and 4b.
si / \2 sl
CI (upperbound} = ERRAW + \ taf2-Jl-*- + (l-ERIIAtr) -*-\/E
CI (lower bound} = ER^W - \\tal2 • J-f- + (l - ERmw} ^\ EB\ (4b)
nB
where ta/2 is t0025 in tables of the critical values (alternatively, tail area probability) of the t-
distribution, with degrees of freedom, D, given by Equation 5 (rounded down.)
c/— V "> ~\ A V "> ~\
\(sllnR} l(nB-\\\ + (\-ERKAW) \(sl In~) /(w,-l)
L\ a o / \ o /\ \ / [_\ -J -J / V -J / J
The fractional values of emission reduction and the confidence intervals are converted to
percentages by multiplying by 100 percent.
5.2 ETV Testing for Diesel SCR
Unless specified otherwise, the general test considerations in this section will apply to all
technologies covered by this protocol.
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5.2.1 Diesel Base Fuels
The standard diesel test fuel for highway engines should meet the EPA specifications outlined in
40 CFR Part 86.1313-98 with the exception of the sulfur content, which the applicant should
specify. For nonroad engines, the test fuel should be that described in 40 CFR Part 89.330 or
another fuel as specified by the control technology applicant. For stationary source engines, the
permitting authority may dictate fuel requirements. Therefore, applicants may wish to use test
fuel other than the 40 CFR Part 89.330 test fuel. If this is the case, manufacturers will provide the
specifications of the test fuel chosen.
Because the performance and durability of many types of diesel retrofit technologies are affected
by the sulfur content of the diesel fuel, applicants should specify the maximum sulfur level of the
fuel for which their technologies are designed. The sulfur content of the ETV test fuel should be
no less than 66 percent of the stated maximum sulfur content. (Because refinery and blending
operations are such that very low sulfur content control is difficult, test fuel with a sulfur content
of 15 ppm or below is not constrained by the "66 percent rule". The actual sulfur content of the
test fuel batch is to be reported.) Other test fuels should meet the applicable EPA specifications
outlined in 40CFR Part 86.1313. It is permissable for testing organizations to add sulfur to the
fuel if doing so is necessary to achieve the required fuel sulfur content for either baseline or
controlled engine tests. During ETV testing, baseline engines should be fueled with the standard
fuels that are representative of nominal in-use fuels and controlled engines with low sulfur
versions of the standard fuels that are representative of the applicant's recommended or required
fuel.
5.2.2 Selection of Engine for ETV Testing
The applicant may select a specific test engine for the candidate diesel SCR. A candidate SCR
ETV can be conducted on any single engine meeting the requirements below. The decision to
apply ETV test results from a single engine to multiple engines of different manufacturers is
reserved to EPA-OTAQ.
Test engines must be in good operating condition and representative of in-use engines. Standard
engines proposed for testing must be in a certified configuration. The engines are to be "as
delivered, without any added technologies, and are to be tuned to the manufacturer's
specifications." (Specially prepared engines, such as future technology engines that are not
commonly available, may also be tested under this protocol and will be identified as such.
However, the acceptability of such a verification to OTAQ must be explored by the applicant with
OTAQ.) For engines manufactured before implementation of emission standards, the engine must
be representative of normal production engines.
Engines must have a minimum of 125 hours of use before beginning an ETV test and must exhibit
stable operation. In the baseline condition, the test engine must not exceed 110 percent of its
applicable emission standards. For engines manufactured before emission standards, the engine
must not exceed 150 percent of the first standards for that engine category.
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Rebuilt engines will be allowed so long as they represent a certified configuration, produce
emissions at the certification standard in the baseline condition (within limits given above), and
meet any other applicable criteria.
5.2.3 SCR Technology
The application of SCR to diesel vehicles requires that a number of components be utilized.
These include a reductant storage system, reductant delivery system, SCR converter, and an
integrated control system capable of detecting or predicting the NOX content of the engine exhaust
and controlling the reductant injection rate appropriately. Current technology generally utilizes
"maps" of NOX emissions as a function of engine operation to predict the required reductant
injection rates. This map is known to be a complex response surface that must be evaluated over
a wide range of engine operating conditions if the engine is to be used over a range of conditions.
Lower NOX conversion occurs if the reductant rate is low, and ammonia slip can increase when it
is high.
5.2.3.1 Degreening. For many hardware technologies, a brief period of use (degreening) is
needed to achieve a stable emissions reduction that allows representative testing. The degreening
time period required varies for different technologies but is on the order of 25 to 125 hours. In all
cases, the technology applicant must propose and justify the extent of the degreening process in
the ETV application. The APCTVC office will review and comment on this proposal, advise
regarding the documentation requirements, and append the degreening process description to the
technology test/QA plan. When complete, the actual process used must be documented. A
description of the degreening process will be included in the ETV report.
For purposes of this protocol, the degreening time requirement will be specified by the technology
applicant as indicated by either previous testing or the requirements of the data user. To allow
flexibility for the applicant, degreening is not required to be conducted at the testing organization.
It may be performed and documented by the applicant or conducted by the testing organization by
arrangement with the applicant. In either case, the applicant will ensure that degreening activity
documentation such as start and stop date and time, engine and fuel description, and operating
conditions are available and signed by the person responsible for the activity.
Degreening may occur in a laboratory or during in-use field operations on an engine that is
equivalent to the proposed ETV test
engine, or another engine of the same Table 2. Minimum Durability Demonstration
size which utilizes the same engine Periods
technology (and thus falls within the
range of the technology's stated
applicability).
5.2.3.2 Durability. Durability is the
ability of the control system to function
over the service life of the engine
without significant deterioration. To
Engine Type
Highway
Nonroad (mobile and some
stationary engines)
Stationary Emergency
Generator
Minimum Durability
Demonstration Period
50,000 miles or 1,000 hours
1,000 hours
500 hours
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measure durability, a control system is aged by subjecting it to operating conditions that cause
normal wear equivalent to 100 percent of the Minimum Durability Demonstration Period. Table 2
provides the demonstration periods that were current as of the date of this protocol. The applicant
should verify that the durability period is current at the date of the verification.
For participation in the VDRP, additional testing of an aged control system is required by EPA-
OTAQ. If performed as part of the ETV program, the aged system test will meet the same data
requirements as a new system test. The aging process details are not part of this protocol.
Provided for information only, the description below is current as of April 2002 and may change.
The details should be confirmed prior to ETV.
The technology applicants must conduct the aging process on their technology. They have
discretion to tailor this process to product requirements. It is expected that applicants will submit
identical parts (one in a degreened state, one aged to 100 percent demonstration period) so that
testing with one baseline may occur sequentially. However, applicants may conduct the
degreened and aged technology tests as separate tests, in which case the baseline engine test must
be repeated. All aging protocols must accompany the ETV application and explain the technical
basis for stating the aging protocol results in 100 percent demonstration period aging. If real-
world aging is performed, the application must describe and provide documentation of the usage
and maintenance history of the aged unit as well as the engine with which it was aged.
5.2.3.3 Functional testing of monitoring and notification systems. In addition to emission
reduction performance, it is important to ensure that the operator of SCR-equipped engines is
notified if the reductant supply is low; if there is a leak, particularly when ammonia is used; or if
the system is malfunctioning. Functional testing of the reductant level monitoring and notification
system, the reductant leak monitoring and notification system, and other SCR system malfunction
monitoring systems will be conducted. Generic test procedures are attached as Appendix B.
These procedures require that the SCR applicant identify the monitoring and notification
methodology used for the systems mentioned above, list the criteria designed to cause operator
notification to occur, and then record the actual criteria values necessary to cause operator
notification to occur during the test. It is not necessary to have the entire monitoring and
notification system present if functionality can be demonstrated with a portion - a buzzer or
warning light may be missing. This modification to the monitoring/notification system must be
included in the test plan and agreed upon between the applicant and EPA ahead of time.
5.2.4 Test Procedures—General Requirements
5.2.4.1 Engine maintenance. All equipment used in the testing must be maintained and operated
in accordance with applicable FTP testing regulations. To the extent practical, the engine and test
conditions should be maintained the same between the base and candidate SCR tests. This
consideration applies to all aspects of engine operation and maintenance. Routine engine
maintenance must be performed before beginning a verification test, and once testing has started,
routine engine maintenance is not allowed. If use of an SCR technology requires any engine
adjustments beyond tuning, this requirement must be detailed in the test/QA plan and will be
included in the report as a requirement for use of this technology. Resumption of testing
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following engine or test stand breakdown and repair should generally follow EPA guidelines (40
CFR Part 86.1336-84), will be evaluated by the APCTVC on a case-by-case basis, and will be
allowable only for brief shutdowns for which no emissions impact is considered likely.
5.2.4.2 Test data format and retention. Raw test results will be retained by the testing
organization in electronic format required for EPA certification tests and made available to the
APCTVC on request. Results for cold and hot starts will be reported both separately and as an
appropriately weighted composite. Emissions during steady-state testing are to be reported mode-
by-mode as well as in the final weighted form. Torque curves will be provided electronically for
each engine map. Brake-specific fuel consumption (BSFC) will be measured during each engine
map and provided with the map.
5.2.4.3 ETV test procedures. For highway engines, the FTP is described in 40 CFR Part 86, and
the SET is specified in 40 CFR 86.1360. The FTP is a transient test cycle and the SET is a 13-
mode steady-state test cycle. For SCR on a highway diesel engine, the minimum ETV testing at a
single test point consists of one FTP cold start cycle, three FTP hot start cycles, and one SET. The
weighted cold start results will be applied to each of the weighted hot start results to provide three
transient sets of data for each regulated pollutant and BSFC. Additional testing at each test point
may be required to detect the expected emissions reduction, as described in Section 5.1.2. The
test parameters will be derived from the baseline engine mapping procedure.
For nonroad engines, the FTP is described in 40 CFR Part 89. Nonroad engines will be verified
with both the applicable steady-state cycle and the nonroad transient cycle as published in the
Federal Register. For SCR on a nonroad diesel engine, the minimum ETV test at a single test
point consists of triplicate multimode FTP tests. Additional testing at each test point may be
required to detect the expected emissions reduction, as described in Section 5.1.2. The test
parameters will be derived from the baseline engine mapping procedure.
Stationary engines will generally follow the same ETV test procedure as similar nonroad engines.
For SCR on a stationary diesel engine, the minimum ETV test at a single test point consists of
triplicate multimode FTP tests. Additional testing at each test point may be required to detect the
expected emissions reduction, as described in Section 5.1.2. The test parameters will be derived
from the baseline engine mapping procedure.
Unless otherwise described in this document or identified in the approved test/QA plan, the FTP
is to be followed in its entirety. In accordance with this protocol, any deviations from the test/QA
plan will be noted and throughly documented by the testing organization in its report. Existing
data of any kind and chassis or in-use field (e.g., on-road testing systems) data are not acceptable
as the basis for ETV verification.
5.2.4.4 Engine performance and power. Engine performance and power will be measured and
reported for both the baseline engine (without the control system installed) and the engine with the
control technology. Engine performance measurements will be made with the engine operating at
maximum power (rated conditions) and at peak torque as defined in the applicable FTP.
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5.2.4.5 Fuel consumption. Fuel consumption will be measured for both the baseline engine
(without the control system installed) and the engine with the control system installed to
determine the effect of the technology on fuel consumption. The engine fuel consumption
measurements will be made at maximum power at rated conditions and at peak torque at
intermediate speed. Results of multiple tests, if available, will be averaged. The averaged results
of multiple tests will be reported as a fractional increase or decrease relative to the baseline
engine. Also reported will be fuel economy and BSFC from testing by the applicable FTP.
5.2.4.6 Back-pressure. Within the test cell, baseline engine back-pressure will be set to the value
required by the applicable FTP (highway or nonroad). Once retrofit control technology is
installed for the ETV test, the resulting back-pressure may be greater than the FTP requirement. If
so, the ETV test will be conducted without adding additional back-pressure; if not, the test cell
will be adjusted to meet the FTP requirements.
Because back-pressure of a retrofit control technology may affect the performance of an engine,
the ETV test will measure and report back-pressure with the control system at full load and rated
speed. Back-pressure will be measured and reported for both the baseline engine (as set for the
FTP test without the technology installed) and the engine with the degreened or aged control
technology installed.
5.2.4.7 Control technology operating temperature. At a minimum, the engine exhaust gas and
SCR catalyst inlet temperatures must be measured for technologies, such as SCR, that are either
dependent on specific operating temperature ranges or affected by engine or exhaust temperatures.
5.2.4.8 Other measurements and conditions. Ammonia slip is a concern with SCR systems, and
therefore, ammonia will be measured using CTM-038, based on 40 CFR 63 Appendix A, Test
Method 320 Measurement of Vapor Phase Organic and Inorganic Emissions by Extractive
Fourier Transform Infrared (FTIR) Spectroscopy. This will provide an average ammonia slip
over the test cycle. Technologies that may produce secondary pollutants or have other secondary
effects must include measurement of those pollutants in the ETV test. Carbon dioxide (CO2)
emissions, while not primary ETV test pollutants, must be measured using instrumentation or
estimated from a carbon balance from the fuel usage. ETV must include the appropriate
measurements for technologies that require other specific operating conditions or affect emissions
over only a limited range of a particular pollutant. For example, because the long-term operation
of DECs and PM filters is affected by the soluble organic fraction (SOF) of the PM, SOF must be
measured during ETV testing for filters and similar technologies. The details of these non-critical
measurements and their QA goals will be part of the test/QA plan.
5.2.5 Example Test Sequence for Highway Engines
Table 3 outlines the minimum highway diesel engine SCR verification test for a single engine.
The technology being evaluated in Table 3 is assumed to be one whose expected emissions
reduction is large enough that the minimum data set (one FTP cold start cycle, three FTP hot start
cycles, and one SET) at each test point provides a sufficiently narrow confidence interval. Other
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diesel engine applications may run the appropriate FTP test sequence with additional SET testing
as required.
5.2.6 Data Reduction for SCR
Table 3.
Minimum ETV Test Program for Highway Diesel Engine SCR on Single Engine
1. Select representative engine and stabilize in baseline condition.
2. Map engine in baseline condition and practice cycles.
3. Conduct one FTP cold start cycle, three FTP hot start cycles, and one SET on base engine.
4. Install degreened SCR system, and operate and stabilize engine.
5. Practice cycles using baseline condition map.
6. Conduct one FTP cold start cycle, three FTP hot start cycles, and one SET on SCR-equipped
engine.
(Optional: To avoid repeating the base test, repeat steps 4-6 with aged SCR immediately following
degreened SCR test.)
7. Compare baseline and SCR-equipped engine emissions results for emissions reductions.
For highway diesel engines, emissions test results are recorded at each test point for HC, CO,
NOX, PM, and the other measured pollutants. For each pollutant, the single cold start emission
measurement (£c) is combined with each of up to three hot start tests (%) to obtain up to three
composite emissions rates following the normal fractional calculation for highway engines:
s p ^ _ -- c ,,-.
\ C0m)m /1 /T\/TT7-\ , //T /T\/TT7- \ ^ '
where:
(ECOMP) = weighted mass emission level in grams per brake horsepower-
hour and, if appropriate, the weighted mass total hydrocarbon equivalent, in grams
per brake horsepower-hour,
m = hot start test I, 2, or 3,
ec = mass emission level in grams or grams carbon mass equivalent,
measured during the cold start test,
eH = mass emission level in grams or grams carbon mass equivalent,
measured during the hot start test,
Wc = total brake horsepower-hour (brake horsepower integrated over time)
for the cold start test,
WH = total brake horsepower-hour (brake horsepower integrated over time)
for the hot start test.
Hot start tests that are combined with a cold start test must be obtained sequentially following that
cold start, and no more than three hot starts may be combined with a single cold start or single
SET. The composited FTP highway transient emission for each pollutant, ECOMP, is combined
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with a single SET as follows to obtain the combined tests emission rate, Et, for each pollutant for
each of the n tests at the test point:
E,• = 0.85 • (ECOMP)t + 0.15 • ESET for /' = 1 to n tests required at test point (7)
As an example, as stated by Equation 6, (ECOMP\, (ECOMP)2, and (ECOMP)3 would be computed from
the first cold start and first three valid hot starts following the cold start. Then the SET results
would be combined with each ECOMP value to obtain three E values, for n = 3 according to
Equation 7. (The APCTVC recognizes that the emissions results generated in this way are not
fully independent. This approach is a compromise allowed to reduce cost.)
The same process would be applied to both the base case and the candidate SCR case.
The same general approach is applied to nonroad engines. Instead of combining a cold and hot
start test result, ECOMP for nonroad tests is obtained from the multimode nonroad test following the
weightings in Appendix B to Subpart E of 40 CFR Part 89 as appropriate for the intended nonroad
use as shown in Equation 8.
j • EMODE (8
j=i
where: (ECOMP\ = combined emissions rate for test ith of n tests required at test point,
fj = mode weighting factor from 40 CFR 89, Subpart E, Appendix B for jth
mode,
EMODEJ = pollutant emissions rate during mode j, and
k = total number of modes for intended application per 40 CFR 89.
The emissions reductions for both highway and nonroad engines are then calculated using
Equations 1 through 6 from Section 5.1.3.
6.0 REPORTING AND DOCUMENTATION
This section describes the procedures for reporting data in the verification report (VR) and
verification statement (VS). The specifics of what data must be included and the format in which
the data must be included are addressed in this section (e.g., QA/QC summary forms, raw data
collected, photographs/slides/video tapes). The VR for each technology will include near the
beginning a VS that summarizes the ETV results. A sample draft VS is attached as Appendix A.
The VR, including the VS, will be written by the APCTVC based on the test report submitted by
the testing organization. The VR and VS will be reviewed by the APCTVC and the technology
applicant before being submitted to EPA for review and approval as specified in the ETV QMP.
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6.1 Reports
Based on the test report from the testing organization, the APCTVC will prepare the draft VR,
which includes the following topics:
1. VS;
2. Introduction;
3. Description and identification of product tested;
4. Procedures and methods used in testing;
5. Statement of operating range over which the test was conducted;
6. Summary and discussion of results as required to:
a. support the VS,
b. explain and document necessary deviations from the test plan, and
c. discuss QA issues;
7. References;
8. Appendices:
a. QA/QC activities and results,
b. Raw test data, and
c. Equipment calibration results.
The VS will include the following:
1. Technology applicant's name and technology's descriptive information;
2. Summary of ETV test program;
3. Results of the ETV test;
4. Notice of control system warranty and any limitations of the ETV results; and
5. Brief QA statement.
Review and approval of the draft ETV report and statement are described in Section 3.0.
6.2 Data Reduction
Data from measurements made as part of the ETV test will be reported as emissions rates in
grams/kilowatt hour (grams/brake horsepower) and as percentage emission reductions from the
baseline engine. Emissions specific to a particular technology (e.g. ammonia) may be reported in
units of concentration as well as grams/kilowatt hour (grams/brake horsepower). The confidence
limits will be presented as well as the mean emissions reduction, as discussed in Section 5.1.2.
When they would be helpful to the mobile sources community because of established usage, the
appropriate English engineering units will be supplied parenthetically.
7.0 DISSEMINATION OF ETV REPORTS AND STATEMENTS
After a retrofit control technology has been tested and the draft VR and VS prepared by the
APCTVC, the APCTVC will send a draft of both to the applicant for review prior to submission
to the EPA and release of the approved report to the public. This gives the applicant the
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opportunity to review the results, test methodology, and report terminology while the drafts
remain working documents and are not publicly accessible. The applicant may submit comments
and revisions on the draft statement and report to the APCTVC. The APCTVC will consider
these comments and may suggest revisions of its own.
After incorporating appropriate revisions, the draft final VR and VS will be submitted to the EPA
for review and approval. A signed original VS within the VR will be filed and retained by the
APCTVC, and signed originals will also be provided in VRs to the applicant and EPA. Three
additional paper copies of the ETV report will be provided to the applicant. Further distribution
of the ETV report, if desired, is at the applicant's discretion and responsibility. However,
approved VSs and VRs will be posted on the ETV Web site for public access without restriction.
The VR report appendices will not be posted on the Web site but will be publicly available from
the APCTVC.
8.0 APPLICANT'S OPTIONS SHOULD A TECHNOLOGY PERFORM BELOW
EXPECTATIONS
The ETV Program is not a technology research and development program; technologies submitted
for ETV are to be commercially ready with well understood performance. Tests that meet the
ETV data quality requirements (a valid FTP test) are considered valid and suitable for publishing;
however, a technology may fail to meet the applicant's expectations. Based on limited testing, for
instance, the applicant might expect an emission reduction of 30 ± 7 percent result. However, the
actual ETV result from the more complex FTP test cycle might be 20 ± 15 percent. The
APCTVC will use its experience to avoid this situation, but test results cannot be guaranteed to
meet an applicant's expectations. In this case, the applicant may choose to schedule additional
tests, may accept the result and complete the verification, or request that a VS not be issued.
However, ETV reports are always in the public domain and will be posted on the ETV Web site.
VRs will be written and will be available from the EPA for review by the public regardless of an
applicant's request not to issue a verification statement.
As another example, an applicant might expect a mean of 10 percent reduction with a confidence
interval of ±5 percent, but testing results in an actual verification may show a mean reduction of
5 percent with a confidence interval of ±7 percent. In this case, the ETV data are insufficient to
verify that the technology provides any reduction at all. Additional tests must be scheduled and a
statistically significant reduction obtained for a VS to be issued. Inability to detect a statistically
significant emission reduction (or failure to have sufficient tests) will prevent a positive
completion of the ETV, and the results of the ETV will be reported publicly stating that
performance could not be distinguished from 0 percent reduction. A VS will not be issued in the
VR in this case.
In either of the above cases, the applicant may improve the product and resubmit it under a new
model identification for ETV testing. ETV reports and statements for acceptable tests of the new
product will be issued as they are processed by the APCTVC and EPA (except that the results for
several identical tests performed in rapid succession will be released simultaneously).
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9.0 LIMITATIONS ON TESTING AND REPORTING
To avoid having multiple ETV reports for the same product and to maintain the ETV testing as a
cooperative effort with the applicant, the following restrictions apply to ETV testing under this
protocol:
• Applicants may submit only products that they manufacture or whose distribution they
control. Applicants may not submit for ETV testing control systems whose use is not in their
control, except with the agreement of the manufacturer or vendor.
• For a given product (e.g., brand and model), APCTVC policy is that only one ETV report and
statement will be issued for any single application.
• Air pollution control technology frequently performs differently in different applications.
Applicants may request additional tests of essentially identical technology if it is being applied
to pollution sources that are clearly different from those for which verifications have been
obtained.
10.0 REQUIREMENTS FOR TEST/QA PLAN
10.1 Quality Management
All testing organizations participating in this ETV Program must meet the QA/QC requirements
defined below and have an adequate quality system to manage the quality of work performed.
Documentation and records management must be performed according to the Environmental
Technology Verification Program, Quality Management Plan (EPA, 2002a) or its superceding
document. Testing organizations must also perform assessments and allow audits by the
APCTVC (headed by the APCT QA Officer) and EPA corresponding to those in Section 11.
All testing organizations participating in the Retrofit Air Pollution Control Technologies for
Highway and Nonroad Use Diesel Engines Program must have an ISO 9000-accredited (ISO,
1994) or ANSI E4-compliant (ASQC, 1994) quality system and an EPA- or APCTVC-approved
QMP.
10.2 Quality Assurance
All ETV testing will be done following an approved test/QA plan that meets EPA Requirements
for Quality Assurance Project Plans (EPA, 200la) and EPA's ETV QMP (EPA, 2002a). These
documents establish the requirements for test/QA plans, and the common guidance document,
Guidance for Quality Assurance Project Plans (EPA, 2002b), provides guidance on how to meet
these requirements. The APCT Quality Management Plan (APCTVC, 1998) implements this
guidance for the APCTVC.
ETVs conducted under this generic protocol utilize test procedures described in the FTP
(40 CFR Part 86 for highway engines and 40 CFR Part 89 for nonroad engines). The test/QA plan
must describe in adequate detail how the FTP test methods are implemented by the testing
organization. Replication of the FTP text is neither expected nor desired. The test/QA plan
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should reference the FTP in detail, by section and subsection, as appropriate for the topic under
consideration. Any deviations from the FTP must be identified and explained. Internal standard
operating procedures (SOPs) may be referenced provided they are available for audit review.
(SOPs need not be incorporated into the test/QA plan except by reference. If considered
proprietary to the test organization, they should be clearly marked.) When the FTP offers
alternative test procedures or equipment, the test/QA plan must identify the alternative
implemented. Similarly, if a range of operating parameters is allowed by the FTP, the specifics of
the particular implementation must be provided. For a test organization with multiple test cells,
these details may be tabulated and incorporated by attaching a table and identifying the test cell on
the test report. Steps that the testing organization will take to ensure acceptable data quality in the
test results are also identified in the test/QA plan. As above, detailed reference to SOPs, the
calibration portions of the FTP, or other available documents is encouraged. Any needed SOPs
will be developed in accordance with Guidance for Preparing Standard Operating Procedures
(SOPs) (EPA, 200Ib).
The testing organization must prepare a test/QA plan and submit it for approval by the APCTVC.
The test/QA plan must also be approved by EPA before the test organization can begin ETV
testing.
A test/QA plan must contain the 24 elements listed below, the contents of which may stand alone
or include references to the FTP or other widely distributed and publicly available sources.
Legible hand-notated diagrams from the FTP are acceptable. If specific elements are not
included, an explanation for not including them must be provided.
Group A Elements: Project Management
Al Title and Approval Sheet
A2 Table of Contents
A3 Distribution List
A4 Project/Task Organization
A5 Problem Definition/Background
A6 Project/Task Description
A7 Quality Objectives and Criteria
A8 Special Training/Certifications
A9 Documentation and Records
Group B Elements: Data Generation and Acquisition
Bl Sampling Process Design (Experimental Design)
B2 Sampling Methods
B3 Sample Handling and Custody
B4 Analytical Methods
B5 Quality Control
B6 Instrument/Equipment Testing, Inspection, and Maintenance
B7 Instrument/Equipment Calibration and Frequency
B8 Inspection/Acceptance of Supplies and Consumables
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B9 Non-direct Measurements
BIO Data Management
Group C Elements: Assessment and Oversight
Cl Assessments and Response Actions
C2 Reports to Management
Group D Elements: Data Validation and Usability
Dl Data Review, Verification, and Validation
D2 Verification and Validation Methods
D3 Reconciliation with User Requirements
The APCTVC will provide a test/QA plan template that illustrates its expectations.
10.3 Additional Requirements to be Included in the Test/QA Plan
The test/QA plan must include or reference a diagram and description of the extractive gaseous
measurement system to be used for the testing and a list of the reference analyzers and
measurement ranges to be used for quantifying the concentrations of all gaseous compounds to be
measured, including both primary and ancillary pollutants.
The test/QA plan must include or reference a schematic drawing that shows all sample and test
locations, including the inlet and outlet to the technology sampling locations. The location of
flow disturbances and the upstream and downstream distances from the sampling ports to those
flow disturbances must be noted. The number of traverse points that will be sampled must be
provided.
The test/QA plan must include or reference the appropriately detailed descriptions of all
measuring systems that will be used during the test.
The test/QA plan must explain or reference the specific techniques to be used for monitoring
process conditions appropriately for the source being tested. It must also note the techniques that
will be used to estimate any other operational parameters.
The test/QA plan must include and document estimates of historical measurement variability that
will be used, as discussed in Section 5.1.1, to compute the number of tests required and provide
confidence intervals on single-test ETVs.
The test/QA plan must include a list of Data Quality Indicator Goals for individual measurements
that conform to those specified in the relevant sections of the FTP and the corresponding
acceptance criteria.
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11.0 ASSESSMENT AND RESPONSE
Each independent testing organization must conduct internal assessments of its data quality and
technical systems and must allow external assessments of these systems by APCTVC and EPA
QA personnel. After an assessment, the testing organization will be responsible for developing
and implementing corrective actions in response to the assessment's findings.
As appropriate, the APCTVC and/or EPA will conduct assessments to determine the testing
organization's compliance with its test/QA plan. The requirement to conduct assessments is
specified in EPA''sETVQuality Management Plan (EPA, 2002a), and in APCTVC's QMP
(APCTVC, 1998). EPA will assess APCTVC's compliance with APCTVC's test/QA plans.
APCTVC will assess the compliance of other organizations with their test/QA plans. The
assessments will be conducted according to Guidance on Technical Audits and Related
Assessments for Environmental Data Operations (EPA, 2000) and Guidance on Assessing Quality
Systems (EPA, 2001 c).
11.1 Assessment Types
Quality system audit—Qualitative assessment of a particular quality system to establish whether
the prevailing quality management structure, policies, practices, and procedures meet EPA
requirements and are adequate for ensuring that the type and quality of measurements needed are
obtained.
Technical systems audit—Qualitative on-site audit of the physical setup of the test. The auditors
determine the compliance of testing personnel with the test/QA plan.
Performance evaluation audit—Quantitative audit in which measurement data are
independently obtained and compared with routinely obtained data to evaluate the accuracy (bias
and precision) of a measurement system.
Audit of data quality—Qualitative and quantitative audit in which data and data handling are
reviewed and data quality and data usability are assessed.
11.2 Assessment Frequency
Activities performed during verifications that affect the quality of the data will be assessed
regularly and the findings reported to management to ensure that the requirements stated in the
generic verification protocols and the test/QA plans are being implemented as prescribed.
The types and minimum frequency of assessments for the ETV Program are listed in Part A
Section 9.0 of EPA's ETV Quality Management Plan (EPA, 2002a). Tests conducted by the
APCTVC will have, at a minimum, the following types and numbers of assessments:
• Quality system audit: Self-assessments by the testing organization at least once, and at least
one independent assessment of the testing organization.
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• Technical systems audits: Self-assessments (qualitative) by the testing organization at least
once per test, and at least one independent assessment of the testing organization.
• Performance evaluation audits: Self-assessments (quantitative) by the testing organization on
each test, and at least one independent assessment of the testing organization.
• Audits of data quality: Self-assessments (quantitative and qualitative) by the testing
laboratory of at least 10 percent of all the ETV data with detailed reports of the audit results to
be included in the data packages sent to the APCTVC for review.
The independent assessments of tests conducted by RTI for the APCTVC will be performed by
EPA. The independent assessments of other organizations will be performed by APCTVC.
11.3 Response to Assessment
When needed, appropriate corrective actions will be taken and their adequacy verified and
documented in response to the findings of the assessments. Data found to have been taken from
nonconforming technology will be evaluated to determine its impact on the quality of the required
data. The impact and the action taken will be documented. Assessments are conducted according
to procedures contained in the APCT QMP. Findings are provided in audit reports. Responses by
the testing organization to adverse findings are required within 10 working days of receiving the
audit report. Followup by the auditors and documentation of responses are required.
12.0 SAFETY MEASURES
12.1 Safety Responsibilities
The testing organization's project leader is responsible for ensuring compliance with all
applicable occupational health and safety requirements. Each individual staff member is expected
to follow the requirements and identify personnel who deviate from them and report such action
to their supervisor.
12.2 Safety Program
The testing organization must maintain a comprehensive safety program and ensure that all test
personnel are familiar with and follow it.
13.0 REFERENCES
APCTVC. Verification Testing of Air Pollution Control Technology - Quality Management Plan.
Air Pollution Control Technology Program. J. R. Farmer, Program Director, Research Triangle
Institute, Research Triangle Park, NC. 1998.
APCTVC. Generic Verification Protocol for Diesel Exhaust Catalysts, P articulate Filters, and
Engine Modification Control Technologies for Highway andNonroad Use Engines. Air Pollution
Control Technology Program. Research Triangle Institute, Research Triangle Park, NC. 2002a.
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APCTVC. Draft Generic Verification Protocol for Determination of Emissions Reductions
Obtained by Use of Alternative or Reformulated Liquid Fuels, Fuel Additives, Fuel Emulsions,
Lubricants, and Lubricant Additives for Highway andNonroad Use Diesel Engines and Light-
Duty Gasoline Engines. Air Pollution Control Technology Program. Research Triangle Institute,
Research Triangle Park, NC. 2002b.
ASQC. AMERICAN NATIONAL STANDARD Specifications and Guidelines for Quality Systems
for Environmental Data Collection and Environmental Technology Programs. ANSI/ASQC E4-
1994. American Society for Quality Control. Milwaukee, WI. 1994.
EPA. Environmental Technology Verification Program, Quality Management Plan. EPA
600/R-03/021, http://www.epa.gov/etv/pdfs/qmp/00_qmp_etv.html, National Risk Management
Research Laboratory - National Exposure Research Laboratory, Office of Research and
Development, National Homeland Security Research Center, U.S. Environmental Protection
Agency. Cincinnati, OH. December 2002a.
EPA. EPA Guidance for Quality Assurance Project Plans. EPA QA/G-5, EPA/240/R-02/009,
http://www.epa.gov/quality/qs-docs/g5-fmal.pdf, Office of Research and Development, U.S.
Environmental Protection Agency. Washington, DC. December 2002b.
EPA. Guidance on Technical Audits and Related Assessments for Environmental Data
Operations. EPA QA/G-7, EPA/600/R-99/080, http://www.epa.gov/quality/qs-docs/g7-final.pdf,
Office of Environmental Information, U.S. Environmental Protection Agency. Washington, DC.
January 2000.
EPA. EPA Requirements for Quality Assurance Project Plans. EPA QA/R-5, EPA/240/B-01/003,
http://www.epa.gov/quality/qs-docs/r5-fmal.pdf, Office of Environmental Information, U.S.
Environmental Protection Agency. Washington, DC. March 2001a.
EPA. Guidance for the Preparing Standard Operating Procedures (SOPs). EPA QA/G-6, EPA/
240/B-01/004, http://www.epa.gov/quality/qs-docs/g6-fmal.pdf, Office of Environmental
Information, U.S. Environmental Protection Agency. Washington, DC. March 2001b.
EPA. Guidance on Assessing Quality Systems (Quality Staff Draft). EPA QA/G-3. Office of
Environmental Information, U.S. Environmental Protection Agency. Washington, DC.
August 200Ic.
EPA. Conditional Test Method (CTM) 038, Measurement of Ammonia Emissions from Highway,
Nonroad, and Stationary Use Diesel Engines by Extractive Fourier Transform Infrared (FTIR)
Spectroscopy. http://www.epa.gov/ttn/emc/ctm/ctm-038.pdf, Emissions Measurement Center,
Office of Air Quality Planning and Standards, U.S. Environmental Protection Agency. Research
Triangle Park, NC. March 2003.
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ISO. ISO 9001-1994, Quality Systems Model for Quality Assurance in Design, Development,
Production, Installation, and Servicing. International Organization for Standardization. Geneva,
Switzerland. In USA, American National Standards Institute, New York, NY. 1994.
U.S. Government. Protection of Environment. Title 40, Part 86, Code of Federal Regulations, as
of July 1,2002. Federal Register. Washington, DC. 2002.
U.S. Government. Protection of Environment. Title 40, Part 89, Code of Federal Regulations, as
of July 1, 2002. Federal Register. Washington, DC. 2002.
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APPENDIX A: EXAMPLE VERIFICATION STATEMENT
Appendix A is an example verification statement written for a generic SCR control technology.
The technology is assumed to be directed at a highway use engine. It is assumed to be an efficient
control device, requiring only a single test by the minimum-number-of-tests calculation. The
values are completely hypothetical.
This generic verification statement is intended only to show the form of a verification statement. It
will require modification for each technology verified, depending on the details of that
technology's design, construction, and operation. The test/QA plan written for each test will
include a draft verification statement customized for the technology actually being tested. The
text of that specific verification statement will address the significant parameters that apply to the
technology tested.
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THE ENVIRONMENTAL TECHNOLOGY VERIFICATION PROGRAM
SERA FT HRTI
U.S. Environmental Protection Agency f^j J^ INTERNATIONAL
ETV Joint Verification Statement
TECHNOLOGY TYPE: SCR FOR MOBILE DIESEL ENGINE
APPLICATION: CONTROL OF EMISSIONS FROM MOBILE DIESEL
ENGINES IN (HIGHWAY) (NONROAD) USE BY
(TECHNOLOGY TYPE)
TECHNOLOGY NAME: TECHNOLOGY NAME
COMPANY: COMPANY NAME
ADDRESS: ADDRESS PHONE: (000)000-0000
CITY, STATE ZIP FAX: (000)000-0000
WEB SITE: http://www.company.com
E-MAIL: some.one@company.com
The U.S. Environmental Protection Agency (EPA) has 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. ETV 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.
ETV works in partnership with recognized standards and testing organizations; stakeholder
groups that 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 protocols to ensure that data of known and adequate quality are
generated and that the results are defensible.
The Air Pollution Control Technology Verification Center (APCTVC), one of six centers under
the ETV Program, is operated by the RTI, in cooperation with EPA's National Risk Management
Research Laboratory. The APCTVC has evaluated the performance of a TYPE
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emission control technology for mobile diesel engines, the TECHNOLOGY by COMPANY
NAME.
ETV TEST DESCRIPTION
All tests were performed in accordance with the APCTVC Generic Verification Protocol for
Determination of Emissions Reductions from Selective Catalytic Reduction Control Technologies
for Highway, Nonroad, and Stationary Use Diesel Engines and the specific technology test plan
"ETV Test/QA Plan for TECHNOLOGY NAME'. These documents include requirements for
quality management, quality assurance, procedures for product selection, auditing of the test
laboratories, and test reporting format.
The mobile diesel engine air pollution control technology was tested at TESTING
ORGANIZATION. The performance verified was the percentage emission reduction achieved by
the technology for particulate matter (PM), nitrogen oxides (NOX), hydrocarbons (HCs), 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 also made. The basic modules of the test procedure are found in the Federal
Test Procedures (FTPs) for highway engines (40CFR, Part 86, Subpart N) and nonroad engines
(40CFR, Part 89, Subpart E). For highway use, a single full FTP test was conducted, augmented
by additional hot start transient tests as needed to meet the requirements of the generic verification
protocol (GVP). For nonroad use, three or more multimode tests were conducted as described in
the GVP. A summary description of the ETV test is provided in Table A-l.
Table A-l. Summary of the conditions for ETV test of TECHNOLOGY NAME on
ENGINE DESCRIPTION.
Test Conducted
Engine Family
Engine Size
Technology
Technology description
Test cycle or mode
description
Test fuel description
Critical measurements
Ancillary measurements
Highway Transient Federal Test Procedure
ENGINE MFGR NAME Series XXXYYY, ??? operating hours prior to test
YYYkW(XXXhp)
ACME Mark II SCR, Model AA1 for Model XXXYYY diesel engines
Ammonia injection SCR
1 FTP cold start cycle, three FTP hot start cycles, and 1 highway steady state
Supplemental Emissions Test (SET) cycle
EPA standard diesel per 40 CFR Part 86. 13 13-98 (15 ppm S for SCR)
PM, NOx, HCs, and CO
NH3 by CTM-038, CO2, back-pressure at engine exhaust port, exhaust
temperature, fuel consumption
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VERIFIED TECHNOLOGY DESCRIPTION
This verification statement is applicable to the TECHNOLOGY NAME (to include model number
and other identifying information as needed). TECHNOLOGY NAME is packaged and marketed
for particular engine families (for example, Model AA1 is properly sized for the Al Al engine) or
as a unit suitable for use on engines below a particular diesel power rating. The monitoring and
notification system functionally tested and used with this product includes list monitoring and
operator notification functions. The unit whose performance was verified was the Model AA1,
which is rated for YYY kW (XXX hp) engines fueled by ultralow-sulfur diesel (ULSD) fuel.
This verification statement describes the performance of TECHNOLOGY NAME on the diesel
engine identified in Table A-l.
VERIFICATION OF PERFORMANCE
TECHNOLOGY NAME achieved the emissions reduction shown in Table A-2 at the stated
conditions. Table A-2 may include ETV results for both the initial operation (degreened) and for
the technology following the stated period of aging. For the purposes of determining the status of
the technology in regard to EPA's voluntary retrofit program, the prospective user is encouraged
to contact EPA-Office of Transportation and Air Quality (OTAQ) or visit the retrofit program
Web site at http://www.epa.gov/otaq/retrofit/.
The APCT QA officer has reviewed the test results and quality control data and has concluded
that the data quality objectives given in the generic verification protocol and test/QA plan have
been attained.
During the ETV tests, EPA or APCTVC quality assurance staff conducted technical assessments
at the testing organization. These confirm that the ETV tests were conducted in accordance with
testing organization's EPA-approved test/QA plan.
This verification statement verifies the emissions characteristics of TECHNOLOGY NAME
within the stated range of application. Extrapolation outside that range should be done with
caution and an understanding of the scientific principles that control the performance of
TECHNOLOGY NAME. This verification focused on emissions. Potential technology users may
obtain other types of performance information from the manufacturer.
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Table A-2. Verified emissions reductions for hypothetical
TECHNOLOGY NAME
Test Engine: Manufacturer name Model
No.AAl
Fuel
Technology Test
Baseline
Engine
Controlled
Engine
Emissions
Reduction,
percent
Critical Measurements of Emissions
Hot Start PM, g/bkWh (g/bhp-hr)
Composited PM, g/bkWh (g/bhp-hr)
Hot Start NOX, g/bkWh (g/bhp-hr)
Composited NOX, g/bkWh (g/bhp-hr)
Composited HC, g/bkWh (g/bhp-hr)
Composited CO, g/bkWh (g/bhp-hr)
Ancillary Measurements
Engine Power, kW (hp)
Peak Torque, N-m (lbrft)
Composited CO2, g/bkWh (g/bhp-hr)
Composited NH3, ppm
Composited NH3, g/bkWh (g/bhp-hr)
Exhaust Flow, L/min (ftVmin)
Exhaust Temperature, °C (°F)
Back-pressure, kPa (in. Hg)
Fuel Usage, L (gal)
Reductant usage, L/test
Technology In/Out Temp., °C (°F)
Regeneration
Maintenance Schedule
Comments
xxx>
^AAA
XXxS
xSoo
XXX/
sXXX
xxxV
sXXX
xxx>
vxvxvxv^
KXXr
brief description
brief description
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In accordance with the generic verification protocol, this verification statement is valid
commencing on DATE indefinitely for application of TECHNOLOGY NAME within the range of
applicability of the statement.
Hugh W. McKinnon, MD MPH Date
Director
National Risk Management Research
Laboratory
Office of Research and Development
United States Environmental Protection
Agency
Jack R. Farmer
Date
Program Director
Air Pollution Control Technology Verification
Center
Research Triangle Institute
NOTICE: ETV verifications are based on an evaluation of technology performance under specific,
predetermined criteria and the appropriate quality assurance procedures. EPA and RTI make no expressed
or implied warranties as to 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
federal, state, and local requirements. Mention of commercial product names does not imply endorsement.
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APPENDIX B: SCR MONITORING/NOTIFICATION SYSTEMS
FUNCTIONAL TEST PROCEDURES
A variety of SCR system designs utilizing different reductants, catalyst configurations, injection
systems, and strategies are possible. There are also differing methods of monitoring these SCR
systems for reductant tank level, reductant leakage, and possible malfunctions, such as loss of air
pressure on an air assisted system or an inoperable heater on a urea-based system. These systems
affect the operability and safety of SCR systems.
Before testing begins, manufacturers are required to present for approval test procedures to
demonstrate the basic functioning of key parts of their SCR monitoring and notification systems.
The test procedures should cover the reductant tank level monitoring and notification system,
reductant leak detection monitoring and notification system, and other malfunction monitoring
and notification systems. It is not necessary to have the entire monitoring and notification system
present if functionality can be demonstrated with a portion - a buzzer or warning light may be
missing. This modification to the monitoring/notification system would have to be included in the
test plan and agreed upon between the manufacturer and EPA ahead of time. This proposal will
be evaluated by the APCTVC and the test laboratory and incorporated into the test/QA plan.
The information required to be included in the test report follows:
Product and Test Information
Product Name Test Number
Product Number Test Date
Product Version Test Time
Tank Level Monitoring and Notification System
Parameters Sensed
Information and Codes Stored
Notification Method
Design Criteria for Notification
Test Method Summary (include any alterations to the notification system, such as not including
warning lights or audible alarm for testing purposes)
Measured Criteria for Notification
Reductant Leak Detection Monitoring and Notification System
Parameters Sensed
Information and Codes Stored
Notification Method
Design Criteria for Notification
Test Method Summary (include any alterations to the notification system, such as not including
warning lights or audible alarm for testing purposes)
Measured Criteria for Notification
Other Malfunction Monitoring and Notification Systems
Malfunction Monitoring and Notification System 1
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System Title
Parameters Sensed
Information and Codes Stored
Notification Method
Design Criteria for Notification
Test Method Summary (include any alterations to the notification system, such as not including
warning lights or audible alarm for testing purposes)
Measured Criteria for Notification
Malfunction Monitoring and Notification System 2
System Title
Parameters Sensed
Information and Codes Stored
Notification Method
Design Criteria for Notification
Test Method Summary (include any alterations to the notification system, such as not including
warning lights or audible alarm for testing purposes)
Measured Criteria for Notification
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