Environmental Technology Verification
Test Report of Mobile Source Emission
Control Devices
Baumot
BA-B Diesel Particulate Filter with Pre-Catalyst
Prepared by
Southwest Research Institute RTI International
HRTI
INTERNATIONAL
Under a Cooperative Agreement with
U.S. Environmental Protection Agency
SEPA
ET/ ET/
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THE ENVIRONMENTAL TECHNOLOGY VERIFICATION
PROGRAM
U.S. Environmental Protection Agency
HRTI
INTERNATIONAL
ETV Joint Verification Statement
TECHNOLOGY TYPE: MOBILE DIESEL ENGINE AIR POLLUTION CONTROL
APPLICATION:
CONTROL OF EMISSIONS FROM MOBILE DIESEL ENGINES IN
HIGHWAY USE BY DIESEL PARTICULATE FILTERS
TECHNOLOGY NAME: BA-B DIESEL PARTICULATE FILTER WITH PRE-CATALYST
COMPANY:
ADDRESS:
PHONE:
FAX:
WEB SITE:
E-MAIL:
BAUMOT NORTH AMERICA
39555 ORCHARD HILL PLACE, SUITE 600
NOVI, MI 48375
(323) 470-1254
(951) 934-5436
http://www.Baumot.us
g.mckissick@Baumot.us
J
The U.S. Environmental Protection Agency (EPA) created the Environmental Technology Verification (ETV)
Program to facilitate the deployment of innovative or improved environmental technologies through performance
verification and dissemination of information. The goal of the ETV Program is to further environmental protection
by accelerating the acceptance and use of improved and cost-effective technologies. The ETV Program seeks to
achieve this goal by providing high-quality, peer-reviewed data on technology performance to those involved in the
design, distribution, financing, permitting, purchase, and use of environmental technologies.
The ETV Program works in partnership with recognized standards and testing organizations; stakeholder groups,
which consist of buyers, vendor organizations, permitters, and other interested parties; and with the full
participation of individual technology developers. The program evaluates the performance of innovative
technologies by developing test plans that are responsive to the needs of stakeholders, conducting field or
laboratory tests (as appropriate), collecting and analyzing data, and preparing peer-reviewed reports. All
evaluations are conducted in accordance with rigorous quality assurance (QA) protocols to ensure that data of
known and adequate quality are generated and that the results are defensible.
The Air Pollution Control Technology Center (APCT Center), which is one of six centers under the ETV Program, is
operated by RTI International1 (RTI) in cooperation with EPA's National Risk Management Research Laboratory.
The APCT Center has evaluated the performance of an emission control system consisting of a diesel particulate
filter (DPF) with pre-catalyst.
1 RTI International is a trade name of Research Triangle Institute.
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ENVIRONMENTAL TECHNOLOGY VERIFICATION TEST DESCRIPTION
All tests were performed in accordance with the Test/QA Plan for the Verification Testing of Diesel Exhaust
Catalysts, Paniculate Filters, and Engine Modification Control Technologies for Highway and Nonroad Use Diesel
Engines and the Test-Specific Addendum to ETV Mobile Source Test/QA Plan for Baumot for the BA-B System.
These documents are written in accordance with the applicable generic verification protocol and include
requirements for quality management and QA; procedures for product selection and auditing of the test laboratories;
and the test reporting format.
The mobile diesel engine air pollution control technology was tested in October 2011 at Southwest Research
Institute. The performance verified was the percentage of emissions reduction achieved by the technology for
particulate matter (PM), nitrogen oxides (NOX), hydrocarbons (HC), and carbon monoxide (CO) relative to the
performance of the same baseline engine without the technology in place. Operating conditions were documented,
and ancillary performance measurements also were made. A summary description of the ETV test is provided in
Table 1.
Table 1. Summary of the Environmental Technology Verification Test
Test type
Engine family
Engine make-model year
Service class
Engine rated power
Engine displacement
Technology
Technology description
Test cycle or mode description
Test fuel description
Critical measurements
Ancillary measurements
Highway Transient Federal Test Procedure
XCEXH0359BAM
Cummins- 1999 ISB 2 15
Highway, medium heavy-duty diesel engine
215hpat2700rpm
5.9 L, inline six cylinder
Baumot BA-B 1114
Diesel particulate filter with pre-catalyst
One cold-start and multiple hot-start tests according to FTP test
engine, degreened, and aged systems
for baseline
Ultra-low-sulfur diesel fuel with 15 ppm sulfur maximum
PM, NOX, HC, and CO
CO2, NO, NO2 (by calculation), soluble organic fraction of PM,
backpressure, exhaust temperature, and fuel consumption
exhaust
Note: CO2 = carbon dioxide, FTP = Federal Test Procedure, hp = horsepower, NO = nitric oxide, NO2 = nitrogen
dioxide,
ppm = parts per million, rpm = revolutions per minute.
Beginning of table description. Table 1 is titled Summary of the Environmental Technology Verification Test. The
table lists the type of test conducted, the critical and ancillary measurements taken, the characteristics of the test
engine, and the technology undergoing verification testing. End of table description.
VERIFIED TECHNOLOGY DESCRIPTION
The Baumot BA-B technology is a diesel engine retrofit device for light, medium, and heavy heavy-duty diesel on-
highway engines for use with commercial ultra-low-sulfur diesel fuel (ULSD) conforming to 40 Code of Federal
Regulations 86.1313-2007. The BA-B particulate filter is composed of a pre-catalyst on a metal basis and wall-flow
monolith, both of which are coated with a precious metal oxidation catalyst. The 1114 unit is the BA-B variant
specifically designed for use with engines with output of approximately 214-335 horsepower and displacement up to
11 liters.
This verification statement describes the performance of the tested technology on the diesel engine and fuels
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identified in Table 1, and applies only to the use of the Baumot BA-B system on highway engines fueled by ULSD
(15 parts per million [ppm] or less) fuel.
The monitoring and notification system that was functionally tested and used with this technology includes a sensor
for exhaust gas backpressure.
VERIFICATION OF PERFORMANCE
The Baumot BA-B system achieved the reduction in tailpipe emissions shown in Table 2 compared to baseline
operation without the system installed on the test engine. In Table 2, "degreened" refers to a system with 25-124
hours of accumulated run time while "aged" refers to a system with over 1000 hours of accumulated run time.
Additionally, the functional test results indicated proper operation of the monitoring and warning system for four of
the five errors tested; the error code corresponding to a hose or pipe breakage or damage to the filter was not
triggered successfully.
Table 2. Verified Emissions Reductions
System
Type
Degreened
Aged
Fuel
ULSD
ULSD
PM Mean
Emissions
Reduction
(%)
96
97
NOX Mean
Emissions
Reduction
(%)
2.1
2.7
HC Mean
Emissions
Reduction
(%)
90
94
CO Mean
Emissions
Reduction
(%)
90
93
PM 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
95 to 96
97 to 97
NOX 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
0.57 to 3.6
1.4 to 4.0
HC 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
84 to 96
88 to 99
CO 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
86 to 93
89 to 97
Beginning of table description. Table 2 is titled Verified Emissions Reductions. The table describes the verified emissions
reduction percentages for the degreened and aged systems for paniculate matter, nitrogen oxides, hydrocarbons, and carbon
monoxide. 95% confidence limits for these reductions are also listed. End of table description.
The APCT Center quality manager has reviewed the test results and quality control (QC) data and has concluded that
the data quality objectives given in the generic verification protocol and test/QA plan have been attained. APCT
Center QA staff have conducted technical assessments of the test laboratory procedures and of the data handling.
These assessments confirm that the ETV tests were conducted in accordance with the EPA-approved test/QA plan.
This verification statement verifies the emissions characteristics of the Baumot BA-B system for the stated
application. Extrapolation outside that range should be done with caution and an understanding of the scientific
principles that control the performance of the technology. This verification focuses on emissions. Potential
technology users may obtain other types of performance information from the manufacturer.
In accordance with the generic verification protocol, this verification statement is valid, commencing on the date
below, indefinitely for application of the Baumot BA-B system within the range of applicability of the statement.
signed by Cynthia Sonich-Mullin 5/30/2012
Cynthia Sonich-Mullin Date
Director
National Risk Management Research Laboratory
Office of Research and Development
United States Environmental Protection Agency
signed by Jason Hill 4/30/2012
Jason Hill Date
Director
Air Pollution Control Technology Center
RTI International
NOTICE: ETV verifications are based on an evaluation of technology performance under specific, predetermined
criteria and the appropriate quality assurance procedures. EPA and RTI make no express 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.
in
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Environmental Technology Verification
Report
Mobile Source Emission Control Devices
Baumot
BA-B
Diesel Particulate Filter with Pre-Catalyst
Prepared by
RTI International
Southwest Research Institute
EPA Cooperative Agreement No. CR83416901-0
EPA Project Officer
Michael Kosusko
Air Pollution Prevention and Control Division
National Risk Management Research Laboratory
Office of Research and Development
U.S. Environmental Protection Agency
Research Triangle Park, NC 27711
May 2012
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Environmental Technology Verification Report Baumot BA-B
Notice
This document was prepared by RTI International (RTI) and its subcontractor, Southwest Research
Institute, with partial funding from Cooperative Agreement No. CR83416901-0 with the U.S.
Environmental Protection Agency (EPA). The document has been submitted to RTFs and EPA's peer and
administrative reviews and has been approved for publication. Mention of corporation names, trade
names, or commercial products does not constitute endorsement or recommendation for use of specific
products.
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Environmental Technology Verification Report Baumot BA-B
Foreword
Established by the U.S. Environmental Protection Agency (EPA), the Environmental Technology
Verification (ETV) Program is designed to accelerate the development and commercialization of new or
improved technologies through third-party verification and reporting of performance. The goal of the
ETV Program is to verify the performance of commercially ready environmental technologies through the
evaluation of objective and quality-assured data to provide potential purchasers and permitters with an
independent, credible assessment of the technology they are buying or permitting.
The Air Pollution Control Technology Center (APCT Center) is part of EPA's ETV Program and is
operated as a partnership between RTI International (RTI) and EPA. The APCT Center verifies the
performance of commercially ready air pollution control technologies. Verification tests use approved
protocols, and verified performance is reported in verification statements signed by EPA and RTI
officials. RTI contracts with Southwest Research Institute (SwRI) to perform verification tests on engine
emissions control technologies.
Retrofit air pollution control systems used to control emissions from mobile diesel engines are among the
technologies evaluated by the APCT Center. The APCT Center has developed (and EPA has approved)
the Generic Verification Protocol for Diesel Exhaust Catalysts, Paniculate Filters, and Engine
Modification Control Technologies for Highway andNonroad Use Diesel Engines to provide guidance on
the verification testing of specific products that are designed to control emissions from diesel engines.
The following report reviews the performance of the Baumot BA-B system, comprising a diesel
particulate filter with pre-catalyst. ETV testing of this technology was conducted in October 2011 at
SwRI. All testing was performed in accordance with an approved test/quality assurance plan that
implements the requirements of the generic verification protocol at the test laboratory.
in
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Environmental Technology Verification Report Baumot BA-B
Availability of Report
Copies of this verification report are available from the following:
• RTI International
Discovery & Analytical Sciences
P.O. Box 12194
Research Triangle Park, NC 27709-2194
• U.S. Environmental Protection Agency
Air Pollution Prevention and Control Division (E343-02)
109 T.W. Alexander Drive
Research Triangle Park, NC 27711
This verification report is also available on the following EPA Web sites:
• http://www.epa.gov/etv/vt-apc.html#msd (pdf format)
• http://www.epa.gov/ncepihom/
IV
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Environmental Technology Verification Report Baumot BA-B
Contents
Notice ii
Foreword iii
Availability of Report iv
Contents v
Figures vi
Tables vi
Acronyms/Abbreviations vii
Acknowledgments ix
1.0 Introduction 1
2.0 Product Description 2
3.0 Test Documentation 3
3.1 Engine Description 3
3.2 Engine Fuel Description 4
3.3 Functional Tests 5
3.4 Summary of Emissions Measurement Procedures 8
3.5 Deviations from the Test/QA Plan 9
3.6 Documented Test Conditions 9
4.0 Summary and Discussion of Emissions Results 15
4.1 Quality Assurance 19
5.0 References 20
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Environmental Technology Verification Report Baumot BA-B
Figures
Figure 1. The Baumot BA-B system installed for emissions tests 2
Figure 2. Identification label for 1999 Cummins ISB 215 showing engine model 4
Figure 3. Identification label for 1999 Cummins ISB 215 showing engine family and serial numbers 4
Figure 4. Schematic of emissions sampling system at SwRI 8
Figure 5. Torque map of 1999 Cummins ISB 215 engine using ULSD fuel 10
Figure 6. Inlet temperature profile of degreened BA-B system 12
Figure 7. Inlet temperature profile of aged BA-B system 12
Tables
Table 1. Engine Identification Information 3
Table 2. Selected Fuel Properties and Specifications 5
Table 3. Results from Functional Tests of the Bau-Dat Monitoring System 6
Table 4. Test Engine Baseline Emissions Requirement for 1999 Cummins ISB 215 9
Table 5. Engine Exhaust Backpressure and Average Device Inlet/Outlet Temperature 11
Table 6. Particulate Characterization—Soluble Organic Fraction from Each Test 13
Table 7. Brake-Specific Fuel Consumption (by Carbon Balance) 14
Table 8. Summary of Fuel Consumption Reductions 14
Table 9. Highway FTP Emissions Data 15
Table 10. Composite-Weighted Emissions Rates (U.S. Common Units) 16
Table 11. Composite-Weighted Emissions Rates (Metric Units) 17
Table 12. Summary of Verification Test Data (U.S. Common Units) 18
Table 13. Summary of Verification Test Data (Metric Units) 18
Table 14. Summary of Verification Test Emissions Reductions 18
VI
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Environmental Technology Verification Report
Baumot BA-B
Acronyms/Abbreviations
2-D Type 2 diesel fuel
°C degrees Celsius
°F degrees Fahrenheit
APCT Center Air Pollution Control Technology Center
ASTM American Society for Testing and Materials
bhp-hr brake horsepower-hour
BSFC brake-specific fuel consumption
CFR Code of Federal Regulations
CO carbon monoxide
CO2 carbon dioxide
DPF diesel particulate filter
EPA U.S. Environmental Protection Agency
ETV environmental technology verification
FTP Federal Test Procedure
g gram(s)
g/bhp-hr grams per brake horsepower-hour
g/kWhr grams per kilowatt-hour
HC hydrocarbon(s)
hp horsepower
ID identification
in. Hg inch(es) mercury
kg kilograms
kg/kWhr kilograms per kilowatt hour
kPa kilopascals
kWhr kilowatt hour
L liter(s)
Ib/bhp-hr pounds per brake horsepower-hour
Ib-ft pound foot (feet)
MHDDE medium heavy-duty diesel engine
NO nitric oxide
NO2 nitrogen dioxide
NOX nitrogen oxides
vn
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Environmental Technology Verification Report Baumot BA-B
PM participate matter
ppm parts per million
QA quality assurance
QC quality control
rpm revolutions per minute
RTI RTI International
SOF soluble organic fraction
SwRI Southwest Research Institute
ULS ultra-low-sulfur
ULSD ultra-low-sulfur diesel
Vlll
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Environmental Technology Verification Report Baumot BA-B
Acknowledgments
The authors acknowledge the support of all of those who helped plan and conduct the verification
activities. In particular, we would like to thank Mr. Michael Kosusko, Project Officer, and Mr. Robert
Wright, Quality Manager, both of the U.S. Environmental Protection Agency's National Risk
Management Research Laboratory in Research Triangle Park, NC. We would also like to acknowledge
the assistance and participation of all Baumot personnel who supported the test effort.
For more information on the Baumot BA-B system, contact the following:
Mr. Garry McKissick
Baumot North America
39555 Orchard Hill Place, Suite 600
Novi, MI 48375
Telephone: (323) 470-1254
Fax:(951)934-5436
Email: g.mckissick@Baumot.us
Web site: http://www.Baumot.us
For more information on verification testing of mobile sources air pollution control devices, contact the
following:
Mr. Jason Hill
RTI International
P.O. Box 12194
Research Triangle Park, NC 27709-2194
Phone:(919)541-7443
E-mail: apctvc@rti.org
ETV Program Web site: http://www.epa.gov/etv
IX
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Environmental Technology Verification Report Baumot BA-B
1.0 Introduction
This Environmental Technology Verification (ETV) report reviews the performance of the BA-B system,
comprising a diesel particulate filter (DPF) technology with pre-catalyst submitted for testing by Baumot
North America. ETV testing of this technology was conducted during a series of tests in October 2011 by
Southwest Research Institute (SwRI), under contract with the Air Pollution Control Technology Center
(APCT Center).
The APCT Center is operated by RTI International (RTI) in partnership with the U.S. Environmental
Protection Agency's (EPA's) ETV program. The objective of the APCT Center and the ETV program is
to verify, with high-quality data, the performance of air pollution control technologies, including those
designed to control air emissions from diesel engines. With the assistance of a technical panel of experts
assembled for the purpose, RTI has established the APCT Center program area specifically to evaluate the
performance of diesel exhaust catalysts, particulate filters, SCR systems, fuels additives, and engine
modification control technologies for mobile diesel engines. Based on the activities of this technical
panel, the Generic Verification Protocol for Diesel Exhaust Catalysts, Particulate Filters, and Engine
Modification Control Technologies for Highway andNonroad Use Diesel Engines l was developed. This
protocol was chosen as the best guide to verify the immediate performance effects of the BA-B system.
To determine these effects, emissions results from a heavy-duty highway diesel engine were compared to
emissions results obtained operating the same engine with the same fuel, but with the BA-B technology
installed. The specific test/quality assurance (QA) plan addendum for the ETV test of the technology
submitted by Baumot North America was developed and approved in April 20II.2 The goal of the test
was to measure the emissions control performance of the BA-B system and its emissions reduction
relative to an uncontrolled engine.
Section 2.0 of this report describes the technology. Section 3.0 documents the procedures and methods
used for the test and the conditions under which the test was conducted. Section 4.0 summarizes and
discusses the results of the test. Section 5.0 presents the references used to compile this ETV report.
This report contains only summary data and the verification statement. Complete documentation of the
test results is provided in a separate test report3 and an internal audit of data quality report.4 These reports
include the raw test data from product testing and supplemental testing, equipment calibration results, and
QA and quality control (QC) activities and results. Complete documentation of QA and QC activities and
results, raw test data, and equipment calibration results are retained in SwRI's files for 7 years.
The verification statement applies only to the use of the BA-B system on highway engines. This statement
is applicable to engines fueled only by ultra-low-sulfur diesel (ULSD) (15 parts per million [ppm] or
less) fuel.
RTI International is a trade name of Research Triangle Institute.
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Environmental Technology Verification Report
Baumot BA-B
2.0 Product Description
The Baumot BA-B technology, shown installed in Figure 1, is a diesel engine retrofit device for light.
medium, and heavy heavy-duty diesel on-highway engines for use with commercial ultra-low-sulfur
diesel fuel (ULSD) conforming to 40 Code of Federal Regulations (CFR) 86.1313-2007.5 The BA-B
particulate filter is composed of a pre-catalyst on a metal basis and wall-flow monolith, both of which are
coated with a precious metal oxidation catalyst. The 1114 unit is the BA-B variant specifically designed
for use with engines with output of approximately 214-335 horsepower and displacement up to 11 liters.
Baumot provided a "degreened" BA-B 1114 unit that had seen 107 hours of service on a 1997 MAN
model D2865LOH09 engine using German standard diesel fuel (10-50 ppm sulfur). The unit had serial
number 1114100033 and a June 2010 date of manufacture.
Figure 1. The Baumot BA-B system installed for emissions tests.
Baumot provided an "aged" BA-B 1114 unit that had seen 1,093 hours of service on a 2001 DAF model
WS268M engine using German standard diesel fuel (10-50 ppm sulfur). The unit had serial number
0000006586 and a May 2010 date of manufacture.
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Environmental Technology Verification Report
Baumot BA-B
3.0 Test Documentation
The ETV testing took place during October 2011 at SwRI under contract to the APCT Center. Testing
was performed in accordance with the following:
• Generic Verification Protocol for Diesel Exhaust Catalysts, Paniculate Filters, and Engine
Modification Control Technologies for Highway andNonroad Use Diesel Enginesl
* Test/QA Plan for the Verification Testing of Diesel Exhaust Catalysts, Paniculate Filters, and Engine
Modification Control Technologies for Highway andNonroad Use Diesel Engines6
* Test-Specific Addendum to ETV Mobile Source Test/QA Plan for Baumot for the BA-B System2
The applicant reviewed the generic verification protocol and test/QA plan and had an opportunity to
review the test-specific addendum prior to testing.
3.1 Engine Description
ETV verification testing was performed on a 1999 Cummins ISB 215 in-line, 6-cylinder, direct injected,
turbocharged medium heavy-duty diesel engine (MHDDE), serial number 56541396, provided by SwRI.
The rated power of the 5.9-liter (L) engine was expected to have a nominal rated power of 215
horsepower (hp) at 2700 revolutions per minute (rpm), and a rated torque of 420 pound feet (Ib-ft) at 1600
rpm. The EPA engine family identification (ID) was XCEXH0359BAM. This engine was built in January
1999. Engine fuel injection management was electronically controlled. The test fuel was an ULSD that
met specifications in 40 CFR 86.1313-2007.5
Table 1 provides the engine ID details, and Figure 2 and Figure 3 shows the ID plate from the engine.
Table 1. Engine Identification Information
Engine serial number
Date of manufacture
Make
Model year
Model
Engine displacement and configuration
Service class
EPA engine family identification
Certification standards (g/bhp-hr)
Rated power (nameplate)
Rated torque (nameplate)
Certified emission control system
Aspiration
Fuel system
56541396
January 1999
Cummins
1999
ISB 215
5.9 L, inline six cylinder
Highway, medium heavy-duty
diesel engine
XCEXH0359BAM (Engine Family Box OH-10)
HC= 1.3,CO=15.5,NOX=4
0,PM = 0.1
21 5 hp at 2700 rpm
420 Ib-ft at 1600 rpm
Cummins CPL 26 17
Turbo air to air
Electronic direct injection
Note: CO = carbon monoxide, g/bhp-hr = grams per brake horsepower-hour, HC = hydrocarbons, NOX = nitrogen
oxides, PM = paniculate matter.
Beginning of table description. Table 1 is titled Engine Identification Information. The table lists the test engine's
characteristics including engine serial number; date of manufacture; make, model, and model year; engine
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Environmental Technology Verification Report
Baumot BA-B
displacement and configuration; service class; performance characteristics; and standard emissions control,
aspiration, and fuel systems. End of table description.
"**VB -r JV1.H.
VSIVB .
-'»ux Souo. 'a
C.I.D./ L I CPL ' p „
Pouce Cubo/L MOOELE Famfo ^ '
359 5.9 ISB 215 2617 ' S3'31^'
_Z__J_Ili^_Calaiy ?
ELECTRONIC £ns,r
k^InrA. ,_ ti_
NIC
:
Figure 2. Identification label for 1999 Cummins ISB 215 showing engine model.
2617 Cata|vst NO.
CatalySeur No.
Engine No, ;
Exh. Rel. No
Ecn.
53040?02AB
Fuel ale ai ad
combust, a puiss.
Adverlised HP
Puiss. mrtifjuee (eft)
Figure 3. Identification label for 1999 Cummins ISB 215 showing engine family and serial numbers.
3.2 Engine Fuel Description
All emissions testing was conducted with ULSD fuel meeting the 40 CFR 86.1313-2007 specification for
emissions certified fuel.5 Selected fuel properties from the supplier's analyses are summarized in Table 2.
All testing was conducted using fuel from a single batch, identified as ZG2821HW10.
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Environmental Technology Verification Report
Baumot BA-B
Table 2. Selected Fuel Properties and Specifications
Item
Cetane number
Cetane index
Distillation range:
Initial boiling point, °C (°F)
10% point, °C(°F)
50% point, °C (°F)
90% point, °C (°F)
End point, °C (°F)
Gravity (American Petroleum Institute)
Total sulfur, ppm
Hydrocarbon composition:
Aromatics (minimum), %
Olefins, saturates %
Flash point (minimum), °C (°F)
Viscosity, centistokes at 40°C
ASTM CFR
Specification3
D613
D976
—
D86
D86
D86
D86
D86
D287
D2622
—
D5186
D5186
D93
D445
Type 2-D CFR
Specification3
40-50
40-50
—
171.1-204.4(340^00)
204.4-237.8 (400^160)
243.3-282.2 (470-540)
293.3-332.2 (560-630)
321.1-365.6(610-690)
32-37
7-15
—
27
Not applicable*
54.4(130)
2.0-3.2
Diesel 2007 ULS Test
Fuel
45.2
45.8
—
178(353)
209 (409)
256 (493)
314(597)
340 (644)
35.6b
10C
—
28"
72"
67.8(154)
2.5
Note: °C = degrees Celsius, °F = degrees Fahrenheit, 2-D = Type 2 diesel fuel, ASTM = American Society for
Testing and Materials, CFR = Code of Federal Regulations, ULS = ultra-low sulfur.
a 40 CFR 86.1313(b)(2) for heavy-duty diesel engines.5
b Measured per ASTM D4052.
c Measured per ASTM D5453; this method is an acceptable substitute for ASTM D2622.
d Remainder of the hydrocarbons.
e Measured per ASTM D1319.
Beginning of table description. Table 2 is titled Selected Fuel Properties and Specifications. The table lists the fuel
specifications enumerated in the Code of Federal Regulations and the actual values for the fuel used during the
verification test. The listed specifications include the cetane number, cetane index, distillation range, gravity, total
sulfur content, hydrocarbon composition, flash point, and viscosity. The fuel used for the test met all the
specifications. End of table description.
3.3 Functional Tests
Functional tests were performed on the aged BA-B unit's Bau-Dat exhaust backpressure monitoring
system. Although functional testing of exhaust backpressure monitoring and notification/warning systems
is not required under the verification protocol, this functinal testing was performed to demostrate the
warning systems of the Bau-Dat. Results from the functional tests are given in Table 3. The table shows
the tasks that were performed to force a diagnostic code or trigger an alarm, the timing for system's
diagnostic warning and alarm indications (lights), and passing criteria for the system's diagnostic events.
Table 3 also includes the observations and comments provided by the test personnel. Error code 31,
corresponding to a hose or pipe breakage or damage to the filter, could not be triggered successfully.
Error codes 32 (no pressure build up) and 33 (temperature remaining constant) did not trigger while the
engine idled for twenty minutes, but they were triggered when the engine was run through the transient
cycle for ten minutes. Error codes 34 and 36 triggered as expected under the test conditions specified in
the test-specific addendum.2
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Table 3. Results from Functional Tests of the Bau-Dat Monitoring System
HOSE OR PIPE BREAKAGE OR DAMAGE TO FILTER
TASK
Start engine and allow exhaust
backpressure to increase over 0
mbar
Detach pressure hose from filter inlet
Re-attach hose
Shut off engine
TIME/EVENTS
VIEW DIAGNOSTIC CODES
Alert 31 on display
No alert on display
PASS CRITERIA
Alert message 31
Alert off
OBSERVED EVENTS
Did not get Alert
message 31 to
appear
COMMENTS
Ran engine other than idle
- several attempts
NO PRESSURE AFTER SWITHCiNG SYSTEM POWER
TASK
Engine off, disconnect pressure hose
from filter inlet
Start engine
Re-attach hose
Shut off engine
TIME/EVENTS
Run idle 10 min
VIEW DIAGNOSTIC CODES
Alert 32 on display
No alert on display
PASS CRITERIA
Alert message 32
within 10 minutes
Alert off
OBSERVED EVENTS
Alert message 32
flashed on display at
10 minutes
Alert message off
COMMENTS
Had to run engine other
than idle
CONSTANT TEMPERATURE AFTER SWITCHING SYSTEM POWER
TASK
Engine off, remove temperature
sensor from filter inlet
Start engine
Insert temperature sensor
Shut off engine
TIME/EVENTS
Run idle 10 min
VIEW DIAGNOSTIC CODES
Alert 33 on display
No alert on display
PASS CRITERIA
Alert message 33
within 10 minutes
Alert off
OBSERVED EVENTS
Alert message 33
flashed on display at
10 minutes
Alert message off
COMMENTS
Had to run engine other
than idle
I1
3
s
s
S
5-
S
O
I
*-t.
S'
s
I
o
to
-------
Table 3 (continued). Results from Functional Tests of the Bau-Dat Monitoring System
I1
3
s
BROKEN TEMPERATURE SENSOR
TASK
Engine off, remove electrical
connector from temperature sensor
Start engine
Re-attach sensor wire
Shut off engine
TIME/EVENTS
VIEW DIAGNOSTIC CODES
Alert 34 on display
No alert on display
PASS CRITERIA
Alert message 34
Alert off
OBSERVED EVENTS
Alert message 34
flashed on display at
approximately 30
seconds
Alert message off
COMMENTS
UPPER PRESSURE THRESHHOLD
TASK
Engine off, disconnect pressure hose
from filter inlet
Install pressure calibrator onto hose
Apply pressure at 250 mbar
Continue
Continue
Remove calibrator from hose and
connect to filter
Start engine
TIME/EVENTS
Wait 5 seconds
Wait 60 seconds
Wait added 120
seconds
VIEW DIAGNOSTIC CODES
Alarm light and buzzer
Both alarm lights flash and
buzzer
Alert 36 on display, both
alarm lights and constant
buzzer
No alert, no lights, no buzzer
PASS CRITERIA
Alarm light and
buzzer in 5 sec
Both alarm lights
flash - buzzer in 60
sec
Alert 36. alarm
lights, constant
buzzer after 1 20
sec
All off
OBSERVED EVENTS
Alert message 36
flashed, both lights
lit solid, no buzzer at
approx 5 sec
Alert message 36
flashed, both lights
flashed, intermittent
buzzer at 60 sec
Alert message 36
flashed, both lights
flashed, constant
buzzer at 120 sec
AH off
COMMENTS
Did not need to run engine
s
S
5-
S
O
I
*-*
S'
s
I
o
to
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Environmental Technology Verification Report
Baumot BA-B
3.4 Summary of Emissions Measurement Procedures
The ETV tests consisted of baseline uncontrolled tests and tests with the control technology installed.
Engine operation and emissions sampling adhered to techniques developed by EPA in 40 CFR, Part 86,
Subpart N.7 Emissions were measured over a single cold-start and triplicate hot-start runs of the highway
transient test cycle for the baseline, degreened BA-B, and aged BA-B exhaust configurations.
The 1999 Cummins ISB 215 engine was operated in an engine dynamometer test cell, with exhaust
sampled using full-flow dilution constant volume sampling techniques to measure regulated emissions of
hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOX), and particulate matter (PM), along
with carbon dioxide (CO2) and nitric oxide (NO). Nitrogen dioxide (NO2) emissions were determined as
the difference between NOX and NO emissions. Gaseous emission levels were corrected for dilution air
ambient (background) levels. Emissions of HC, CO, CO2, NO, and NOX were measured using a Horiba
MEXA-7200 analyzer bench. The NO analyzer did not have a NO2/NO converter. PM emissions were
determined from the net weight gain of a pair of Pallflex T60A20 media filters used in series.
Soluble organic fraction (SOF) of the PM emissions was determined from the particulate-laden filters
from the emission tests. The SOF was extracted using toluene/ethanol solvent and a Soxhlet apparatus. To
determine the mass of SOF, the filter set was reweighed after the extraction process. The weight
difference between loaded and extracted conditions of the filters represented the mass of SOF.
In addition to results presented in this report, raw data were gathered at the rate of one series of
measurements per second over each test to record the engine speed, torque value, concentration of
selected emissions, exhaust temperature, and various pressures. Figure 4 depicts the sampling system and
related components. The system is designed to comply with the requirements of 40 CFR, Part 86.7
HC, CO, CO2, NOx, NO
Background Bag
Mass Flow Controller
Roots Meter
Pump
Bag Sample
Gas Analyzer
Sample Line
Heated Line
90mm PM Filters
fft
D
0
Figure 4. Schematic of emissions sampling system at SwRI.
The verification protocol requires that the emissions from engines used for verification testing must not
exceed 110% of the certification standards for that engine category.1 For MY 1998-2003 non-urban bus
engines, these certification standards are defined in EPA's on-highway engine family box OH-10.
Furthermore, the Office of Transportation and Air Quality assumes 5% reduction in PM emissions due to
the use of ULSD fuel.
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Environmental Technology Verification Report
Baumot BA-B
The criteria established to indicate the test engine was acceptable and that verification testing could
proceed were that the baseline emissions from the engine using ULSD fuel could not exceed 110% of
OH-10 (1.1 x OH-10) for HC, CO, andNOx, and also could not exceed 110% of [(OH-10)-5%], or (1.045
x OH-10) for PM. Certification standards for OH-10 are HC 1.3 g/bhp-hr, CO 15.5 g/bhp-hr, NOX 4.0
g/bhp-hr, and PM 0.1 g/bhp-hr. The adjusted levels the test engine must have met were HC 1.43
g/bhp-hr, CO 17.05 g/bhp-hr, NOX 4.4 g/bhp-hr, and PM 0.1045 g/bhp-hr.
Table 4 presents the required emissions performance of the test engine, as well as the certification
standards and baseline results for comparison.
Table 4. Test Engine Baseline Emissions Requirement for 1999 Cummins ISB 215
OH-10a
Acceptance criteria
Baseline results
HC
(g/kWhr)
1.7
1.92
0.252
HC
(g/bhp-
hr)
1.3
1.43
0.188
CO
(g/kWhr)
20.8
22.86
1.97
CO
(g/bhp-
hr)
15.5
17.05
1.47
NOX
(g/kWhr)
5.4
5.9
5.11
NOX
(g/bhp-
hr)
4.0
4.4
3.81
PM
(g/kWhr)
0.1
0.1401
0.126
PM
(g/bhp-
hr)
0.1
0.1045
0.094
Note: g/bhp-hr = grams per brake horsepower-hour, g/kWhr = grams per kilowatt-hour.
a Certification standards for EPA highway engine family box OH-10 for 1998-2003 non-urban bus engines.
Beginning of table description. Table 4 is titled Test Engine Baseline Emissions Requirement for 1999 Cummins
ISB 215. The table lists the certified emissions rates for engine category OH-10, to which the Cummins ISB 215 test
engine belongs; the allowable acceptance criteria for maximum emissions for this category; and the actual results for
the baseline Cummins ISB 215 used during the test. The pollutants listed are hydrocarbons, carbon monoxide,
nitrogen oxides, and paniculate matter, with units given in both grams per kilowatt hour and grams per brake
horsepower-hour. The baseline engine met the acceptance criteria. End of table description.
3.5 Deviations from the Test/QA Plan
All of the verification data are within compliance for testing as specified in 40 CFR, Part 86, Subpart N.7
However, one hot-start transient test for the baseline configuration was not used in the verification data
set due to exceeding a sampling temperature limit. Baseline testing required a fourth hot-start test to make
up for a PM sample filter over-temperature condition (>52 °C) during the second hot-start test. No
equipment malfunction was noted and no corrective action report was submitted. Repeating the hot-start
portion of an FTP is allowed according to 40 CFR 86.1336-84. If any test equipment malfunctions during
the hot-start, the cycle is completed and the engine is shut down for a twenty-minute soak. If the
malfunction is corrected before the soak period ends, the hot-start tests may be re-run. After the second
hot-start test, corrective action was taken by reducing the double dilution system's sample flow by
approximately 4 percent. According to 40 CFR 86.1337-96, sample flowrates can be adjusted to desired
rates before a cold-start or hot-start test begins.
3.6 Documented Test Conditions
Engine Performance
Figure 5 shows torque map information measured on the 1999 Cummins ISB 215 engine using the ULSD
fuel.
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Environmental Technology Verification Report
Baumot BA-B
ocn _
£
3
|2
mn -
I UU
en .
ou
n -
ocn
-x*
- — _-_—
.X .*
/ "*'' \
^—-^ -<-"'' \
f,-~~
s*
t
^-''
800 1300 1800
Engine Speed (rpm)
- 9DD
. Hen Q.
I vJU ^-
<5
• mn o
I UU ^r
Q.
. n
2300 2800
Figure 5. Torque map of 1999 Cummins ISB 215 engine using ULSD fuel.
Engine Exhaust Backpressure and Exhaust Temperature
The engine backpressure for the 1999 Cummins ISB 215 engine was set in accordance with the engine
manufacturer's specifications for the baseline configuration. The backpressure was adjusted to the same
specification after installation of the degreened and aged devices. Maximum exhaust backpressure levels
for transient Federal Test Procedure tests on the BA-B systems are given in Table 5. The aged BA-B
systems had significantly increased exhaust backpressure over the transient test cycle relative to the
degreened BA-B system.
Temperature measurements were made in the exhaust system of the Cummins engine at the inlet and
outlet of the BA-B. Average inlet and outlet temperatures over the transient test cycle, shown in Table 5,
were 423 °F (217 °C) and 462 °F (239 °C), respectively.
10
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Environmental Technology Verification Report
Baumot BA-B
Table 5. Engine Exhaust Backpressure and Average Device Inlet/Outlet Temperature
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine3
Test Number
1396-586-C1
1396-588-H1
1 396-592 -H3
1396-594-H4
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/12/11
10/12/11
10/12/11
10/12/11
Average
Maximum
Exhaust
Back-
pressure
(kPa)
7.59
7.69
7.79
7.86
7.73
Maximum
Exhaust
Back-
pressure
(in. Hg)
2.24
2.27
2.30
2.32
2.28
Average
Device Inlet
Temperature
(°C)
—
—
—
—
—
Average
Device Inlet
Temperature
(°F)
—
—
—
—
—
Average
Device
Exhaust
Temperature
(°C)
209.51
218.54
218.50
218.93
216.37
Average
Device
Exhaust
Temperature
(°F)
409.11
425.38
425.29
426.08
421.47
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-604-C1
1396-606-H1
1396-608-H2
1396-610-H3
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/14/11
10/14/11
10/14/11
10/14/11
Average
Maximum
Exhaust
Back-
pressure
(kPa)
5.35
5.59
5.69
5.82
5.61
Maximum
Exhaust
Back-
pressure
(in. Hg)
1.58
1.65
1.68
1.72
1.66
Average
Device Inlet
Temperature
(°C)
209.61
216.82
217.65
217.35
215.36
Average
Device Inlet
Temperature
(°F)
409.30
422.28
423.77
423.22
419.64
Average
Device
Exhaust
Temperature
(°C)
215.17
242.47
243.15
243.15
235.98
Average
Device
Exhaust
Temperature
(°F)
419.31
468.45
469.66
469.66
456.77
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-619-C1
1396-621 -HI
13 96-623 -H2
13 96-625 -H3
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/17/11
10/17/11
10/17/11
10/17/11
Average
Maximum
Exhaust
Back-
pressure
(kPa)
7.11
7.28
7.45
7.48
7.33
Maximum
Exhaust
Back-
pressure
(in. Hg)
2.10
2.15
2.20
2.21
2.17
Average
Device Inlet
Temperature
(°C)
212.15
221.29
221.56
222.34
219.33
Average
Device Inlet
Temperature
(°F)
413.86
430.33
430.81
432.21
426.80
Average
Device
Exhaust
Temperature
(°C)
218.97
247.99
248.84
249.61
241.35
Average
Device
Exhaust
Temperature
(°F)
426.15
478.37
479.92
481.29
466.43
Note: in. Hg = inches mercury, kPa = kilopascals.
a Baseline engine did not have a DPF installed, the baseline exhaust temperature results refer to the engine exhaust
temperature.
Beginning of table description. Table 5 is titled Engine Exhaust Backpressure and Average Device Inlet/Outlet
Temperature. The table lists the maximum exhaust backpressure, average device inlet temperature, and average
device exhaust temperature for each individual cold-start and hot-start test run for the baseline, degreened, and aged
systems. Results are given in both metric and U.S. common units. End of table description.
11
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Environmental Technology Verification Report
Baumot BA-B
Figure 6 shows the inlet temperature over time for the degreened device, and Figure 7 shows the inlet
temperature over time for the aged device. In both figures, the hot-start profile is the average of the three
hot-start tests.
400
— Co Id Start
— Hot Start (avg. of 3)
100
200
300
400
500
600
700
800
900
1000 1100 1200
Time (seconds)
Figure 6. Inlet temperature profile of degreened BA-B system.
400
350 -
O
Cold Start
Hot Start (avg. of 3)
100
200
300
400
500
600
700
800
900
1000 1100
1200
Time (seconds)
Figure 7. Inlet temperature profile of aged BA-B system.
Soluble Organic Fraction
On each test, the participate material was tested for SOF. Table 6 reports the results. Due to very low PM
accumulations with the BA-B systems, accurate SOF results could not be obtained for the degreened or
aged devices.
12
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Environmental Technology Verification Report
Baumot BA-B
Table 6. Particulate Characterization—Soluble Organic Fraction from Each Test
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-586-C1
1396-588-H1
1396-592-H3
1396-594-H4
Text Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
1.28
1.27
1.27
1.27
PM (% SOF)
54
35
34
37
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-604-C1
1396-606-H1
1396-608-H2
1396-610-H3
Text Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
0.196
0.0199
0.0425
0.0302
PM (% SOF)
a
a
a
a
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-619-C1
1396-621 -HI
1396-623-H2
1396-625-H3
Text Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
0.0411
0.0532
0.0544
0.0123
PM (% SOF)
a
a
a
a
Note: g = grams.
a SOF analysis was completed, but the PM sample's accumulation was too low to give
accurate results.
Beginning of table description. Table 6 is titled Particulate Characterization—Soluble Organic
Fraction from Each Test. The table lists the mass of paniculate matter emissions in grams and
the percent soluble organic fraction from each individual cold-start and hot-start test for the
baseline, degreened, and aged systems. End of table description.
Brake-Specific Fuel Consumption
The fuel consumption was not measured directly during the engine testing. Rather, a calculated "carbon-
balance" fuel consumption rate was determined based on the measured exhaust flow rate and the carbon
content (i.e., the CO and the CO2) in the exhaust gas analysis. The weighted brake-specific fuel
consumption (BSFC) calculations are similar to the weighted emissions calculations explained in Section
4.0. Table 7 shows the weighted BSFC calculations. Table 8 summarizes the results of these calculations
and compares the fuel consumption during the baseline runs with that measured during the tests with the
BA-B units installed. The BA-B systems did not have a substantial effect on fuel consumption.
13
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Environmental Technology Verification Report
Baumot BA-B
Table 7. Brake-Specific Fuel Consumption (by Carbon Balance)
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-586-C1
1396-588-H1
1396-592-H3
1396-594-H4
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/12/2011
10/12/2011
10/12/2011
10/12/2011
—
BSFC
(Ib/bhp-hr)
0.438
0.434
0.430
0.429
—
BSFC
(kg/kWhr)
0.266
0.264
0.261
0.261
Mean
Weighted
BSFC
(Ib/bhp-hr)
—
0.434
0.431
0.430
0.432
Weighted
BSFC
(kg/kWhr)
—
0.264
0.262
0.262
0.263
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-604-C1
1396-606-H1
1396-608-H2
1396-610-H3
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/14/2011
10/14/2011
10/14/2011
10/14/2011
—
BSFC
(Ib/bhp-hr)
0.433
0.424
0.423
0.425
—
BSFC
(kg/kWhr)
0.263
0.258
0.257
0.258
Mean
Weighted
BSFC
(Ib/bhp-hr)
—
0.425
0.424
0.426
0.425
Weighted
BSFC
(kg/kWhr)
—
0.259
0.258
0.259
0.259
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-619-C1
1396-621 -HI
13 96-623 -H2
13 96-625 -H3
—
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
—
Test Date
10/17/2011
10/17/2011
10/17/2011
10/17/2011
—
BSFC
(Ib/bhp-hr)
0.435
0.425
0.425
0.424
—
BSFC
(kg/kWhr)
0.264
0.258
0.258
0.258
Mean
Weighted
BSFC
(Ib/bhp-hr)
—
0.427
0.426
0.425
0.426
Weighted
BSFC
(kg/kWhr)
—
0.259
0.259
0.258
0.259
Note: Ib/bhp-hr = pounds per brake horsepower-hour, kg/kWhr = kilograms per kilowatt hour.
Beginning of table description. Table 7 is titled Brake-Specific Fuel Consumption (by Carbon Balance). The table
lists the calculated results for brake-specific fuel consumption for each individual cold-start and hot-start test for the
baseline, degreened, and aged systems. The mean weighted brake-specific fuel consumption is also listed for each
system. Results are shown in both U.S. common and metric units. End of table description.
Table 8. Summary of Fuel Consumption Reductions
Device type
Degreened
Aged
Fuel
ULSD
ULSD
% Reduction
1.5
1.3
95% Confidence Limits
0.28 to 2.7
0.12 to 2. 5
Beginning of table description. Table 8 is titled Summary of Fuel Consumption
Reductions. The table lists the percent fuel reduction with ULSD fuel for the
degreened and aged systems. 95% confidence limits for the percent reductions
are also provided. End of table description.
14
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Environmental Technology Verification Report
Baumot BA-B
4.0 Summary and Discussion of Emissions Results
Table 9 reports the emissions from the highway transient Federal Test Procedure (FTP) tests that were
conducted: baseline; with a degreened BA-B system installed; and with an aged BA-B system installed.
The concentration measurements were converted to units of total grams per test for most species, with
CO2 (kilograms [kg]) as the exception. The work values in units of kilowatt hour (kWhr) and brake
horsepower-hour (bhp-hr) are also shown in these tables to document the integrated measured power
during each test period. Additionally, the PM samples from the highway FTP tests with the BA-B systems
had accumulations too low for accurate SOF analysis.
Table 9. Highway FTP Emissions Data
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-586-C1
1396-588-H1
1396-592-H3
1396-594-H4
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
1.28
1.27
1.27
1.27
PM (%
SOF)
54
35
34
37
NOx
(g)
59.1
50.2
50.3
50.7
NO
(g)
51.0
43.1
42.4
42.6
NO/
(g)
8.16
7.09
7.91
8.17
N02/N0x
(%)
13.8
14.1
15.7
16.1
HC(g)
3.18
2.39
2.42
2.52
C0(g)
27.3
19.2
18.5
18.6
C02
(kg)
8.58
8.46
8.36
8.36
Work
(kWhr
[bhp-hr])
10.2(13.6)
10.1(13.6)
10.1 (13.5)
10.1 (13.5)
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1 396-6 04-C1
1396-606-H1
1396-608-H2
1 396-6 10-H3
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
0.196
0.0199
0.0425
0.0302
PM (%
SOF)
b
b
b
b
NOx
(g)
56.8
49.5
49.8
49.6
NO
(g)
39.0
29.3
29.1
29.3
NO/
(g)
17.8
20.2
20.7
20.4
NO2/NOx
(%)
31.4
40.8
41.5
41.0
HC(g)
0.935
0.148
0.116
0.155
C0(g)
9.08
0.978
0.876
0.863
CO2
(kg)
8.51
8.31
8.29
8.33
Work
(kWhr
[bhp-hr])
10.2(13.6)
10.1(13.6)
10.1(13.6)
10.1(13.6)
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test Number
1396-619-C1
1396-621-H1
1396-623-H2
1396-625-H3
Test Type
Cold-Start
Hot-Start
Hot-Start
Hot-Start
PM(g)
0.0411
0.0532
0.0544
0.0123
PM (%
SOF)
b
b
b
b
NOx
(g)
56.3
48.9
49.4
49.3
NO
(g)
28.3
17.6
17.5
17.5
NO/
(g)
28.0
31.3
31.9
31.8
NO2/NOx
(%)
49.7
64.1
64.5
64.5
HC(g)
0.652
0.0690
0.0990
0.0610
C0(g)
7.26
0.552
0.339
0.266
CO2
(kg)
8.54
8.31
8.30
8.27
Work
(kWhr
[bhp-hr])
10.1 (13.6)
10.1 (13.5)
10.1 (13.5)
10.1 (13.5)
Note: g = grams.
a NO2 calculated as NOX-NO.
b SOF analysis was completed, but the PM sample's accumulation was too low to give accurate results.
Beginning of table description. Table 9 is titled Highway FTP Emissions Data. The table provides the pollutant
emissions results from the individual cold-start and hot-start test runs for the baseline, degreened, and aged systems.
Results are provided for the following: PM in grams and the PM % soluble organic fraction; NOx, NO, and NO2 in
grams; NO2/NOx ratio as a percentage; HC in grams; CO in grams; CO2 in kilograms; and work in both kilowatt
hours and break horsepower-hours. End of table description.
15
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Environmental Technology Verification Report
Baumot BA-B
For each pollutant/hot-start test combination, the transient composite-weighted emissions per work brake
horsepower-hour (bhp-hr) were then calculated following the fractional calculation for highway engines
as follows:
— • EcOLD ~\ • (E,HOT)m
— • WCOLD H • (WHOT)
rj rj \ / m
where
ECOMP = composite emissions rate, g/bhp-hr
m = one, two, or three hot-start tests
ECOLD = cold-start mass emissions level, g
EHOT = hot-start mass emissions level, g
WCOLD = cold-start bhp-hr
= hot-start bhp-hr
(Eq. 1)
These composite-weighted emissions rates are shown in Table 10 and Table 11 and were used to
calculate the mean and standard deviations for the baseline and controlled emissions rates. These data
were, in turn, used to calculate mean emissions reductions and 95% confidence limits. These calculations
are based on the generic verification protocol1 and test/QA plan addendum.2
Table 10. Composite-Weighted Emissions Rates (U.S. Common Units)
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/bhp-hr)
0.0936
0.0938
0.0937
NOX
(g/bhp-
hr)
3.79
3.80
3.83
NO
(g/bhp-
hr)
3.26
3.22
3.23
NO/
(g/bhp-
hr)
0.534
0.586
0.602
NO2/NOX
(%)
14.1
15.4
15.7
HC
(g/bhp-
hr)
0.184
0.187
0.193
CO
(g/bhp-
hr)
1.50
1.46
1.46
CO2
(g/bhp-
hr)
624
619
619
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/bhp-hr)
0.00332
0.00475
0.00397
NOX
(g/bhp-
hr)
3.72
3.74
3.73
NO
(g/bhp-
hr)
2.26
2.25
2.26
NO/
(g/bhp-
hr)
1.46
1.49
1.47
NO2/NOX
(%)
39.3
39.9
39.5
HC
(g/bhp-
hr)
0.0192
0.0172
0.0196
CO
(g/bhp-
hr)
0.157
0.151
0.150
CO2
(g/bhp-
hr)
613
612
615
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/bhp-hr)
0.00380
0.00388
0.00121
NOX
(g/bhp-
hr)
3.69
3.72
3.71
NO
(g/bhp-
hr)
1.41
1.41
1.41
NO2a
(g/bhp-
hr)
2.28
2.31
2.31
N02/NOX
(%)
61.8
62.2
62.1
HC
(g/bhp-
hr)
0.0112
0.0131
0.0107
CO
(g/bhp-
hr)
0.111
0.0980
0.0934
CO2
(g/bhp-
hr)
616
615
614
Note: g/bhp-hr = grams per work brake horsepower-hour.
a NO2 calculated as NOX-NO.
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Environmental Technology Verification Report
Baumot BA-B
Beginning of table description. Table 10 is titled Composite-Weighted Emissions Rates (U.S. Common Units). The
table provides the composite-weighted emissions rates for each individual hot-start test of the baseline, degreened,
and aged systems. Results are provided for the following: exhaust PM, NOx, NO, and NO2 in grams per brake
horsepower-hour; the NO2/NOx ratio as a percentage; and HC, CO, and CO2 in grams per brake horsepower-hour.
End of table description.
Table 11. Composite-Weighted Emissions Rates (Metric Units)
Baseline with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/kWhr)
0.126
0.126
0.126
NOX
(g/kWhr)
5.08
5.10
5.14
NO
(g/kWhr)
4.37
4.32
4.33
NO/
(g/kWhr)
0.716
0.786
0.807
NO2/NOX
(%)
14.1
15.4
15.7
HC
(g/kWhr)
0.247
0.251
0.259
CO
(g/kWhr)
2.01
1.96
1.96
C02
(g/kWhr)
837
830
830
Degreened Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/kWhr)
0.00445
0.00637
0.00532
NOX
(g/kWhr)
4.99
5.02
5.00
NO
(g/kWhr)
3.03
3.02
3.03
NO/
(g/kWhr)
1.96
2.00
1.97
N02/NOX
(%)
39.3
39.9
39.5
HC
(g/kWhr)
0.0257
0.0231
0.0263
CO
(g/kWhr)
0.211
0.202
0.201
C02
(g/kWhr)
822
821
825
Aged Baumot BA-B with ULSD Fuel on a 1999 Cummins ISB 215 Test Engine
Test
Hot-Start #1
Hot-Start #2
Hot-Start #3
Exhaust
PM
(g/kWhr)
0.00510
0.00520
0.00162
NOX
(g/kWhr)
4.95
4.99
4.98
NO
(g/kWhr)
1.89
1.89
1.89
NO/
(g/kWhr)
3.06
3.10
3.10
N02/NOX
61.8
62.2
62.1
HC
(g/kWhr)
0.0150
0.0176
0.0143
CO
(g/kWhr)
0.149
0.131
0.125
CO2
(g/kWhr)
826
825
823
Note: g/kWhr = grams per kilowatt-hour.
a NO2 calculated as NOX-NO.
Beginning of table description. Table 11 is titled Composite-Weighted Emissions Rates (Metric Units). The table
provides the composite-weighted emissions rates for each individual hot-start test of the baseline, degreened, and
aged systems. Results are provided for the following: exhaust PM, NOx, NO, and NO2 in grams per kilowatt hour;
the NO2/NOx ratio as a percentage; and HC, CO, and CO2 in grams per kilowatt hour. End of table description.
The mean combined emissions rates presented below in Table 12 and Table 13 are the key values for the
verification test. The first line shows the baseline engine results; the emissions in all categories are below
the Table 4 threshold.
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Environmental Technology Verification Report
Baumot BA-B
Table 12. Summary of Verification Test Data (U.S. Common Units):
Mean Combined Weighted Emission Value
Device Type
Baseline
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
PM (g/bhp-
hr)
0.0937
0.00401
0.00296
NOX
(g/bhp-hr)
3.81
3.73
3.71
NO (g/bhp-
hr)
3.23
2.25
1.41
N02
(g/bhp-hr)
0.574
1.47
2.30
HC (g/bhp-
hr)
0.188
0.0186
0.0117
CO (g/bhp-
hr)
1.47
0.153
0.101
CO2
(g/bhp-hr)
621
614
615
Note: g/bhp-hr = grams per work brake horsepower-hour.
Beginning of table description. Table 12 is titled Summary of Verification Test Data (U.S. Common Units): Mean
Combined Weighted Emission Value. The table lists the mean combined weighted emission rates for the baseline,
degreened, and aged systems. Results are provided for PM, NOx, NO, NO2, HC, CO, and CO2 in grams per brake
horsepower-hour. End of table description.
Table 13. Summary of Verification Test Data (Metric Units):
Mean Combined Weighted Emission Value
Device Type
Baseline
Degreened
Aged
Fuel
ULSD
ULSD
ULSD
PM
(g/kWhr)
0.126
0.00538
0.00397
NOX
(g/kWhr)
5.11
5.00
4.97
NO
(g/kWhr)
4.34
3.02
1.89
NO2
(g/kWhr)
0.770
1.98
3.08
HC
(g/kWhr)
0.252
0.0250
0.0157
CO
(g/kWhr)
1.97
0.205
0.135
C02
(g/kWhr)
832
823
825
Note: g/kWhr = grams per kilowatt-hour.
Beginning of table description. Table 13 is titled Summary of Verification Test Data (Metric Units): Mean
Combined Weighted Emission Value). The table lists the mean combined weighted emission rates for the baseline,
degreened, and aged systems. Results are provided for PM, NOx, NO, NO2, HC, CO, and CO2 in grams per
kilowatt hour. End of table description.
Table 14 summarizes the emissions reductions that were achieved by the use of the BA-B systems. These
are the "verified emissions reductions" reported in Table 2 of the ETV Joint Verification Statement.
Table 14. Summary of Verification Test Emissions Reductions
System
Type
Degreened
Aged
Fuel
ULSD
ULSD
PM Mean
Emissions
Reduction
(%)
96
97
NOX Mean
Emissions
Reduction
(%)
2.1
2.7
HC Mean
Emissions
Reduction
(%)
90
94
CO Mean
Emissions
Reduction
(%)
90
93
PM 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
95 to 96
97 to 97
NOX95%
Confidence
Limits on
the
Emissions
Reduction
(%)
0.57 to 3.6
1.4 to 4.0
HC 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
84 to 96
88 to 99
CO 95%
Confidence
Limits on
the
Emissions
Reduction
(%)
86 to 93
89 to 97
Beginning of table description. Table 14 is titled Summary of Verification Test Emissions Reductions. The table
describes the emissions reduction percentages from the verification tests of the degreened and aged systems. Results
are presented for paniculate matter, nitrogen oxides, hydrocarbons, and carbon monoxide. 95% confidence limits for
these reductions are also listed. End of table description.
In summary, the BA-B systems significantly reduced PM, HC, and CO emissions but only slightly
reduced NOX emissions. In comparing the aged to the degreened results, the 95% confidence limits for the
percent reduction of NOX, HC, and CO overlapped each other, while a very slight improvement in PM
reduction was measured for the aged system relative to the degreened system. With the BA-B systems in
place, the soluble organic fraction of the PM emissions was too low to quantify. The BA-B systems did
not have a substantial effect on CO2 emissions or fuel consumption, but did increase NO2:NOX ratio.
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Environmental Technology Verification Report Baumot BA-B
4.1 Quality Assurance
The ETV of the BA-B system with ULSD fuel for heavy-duty highway diesel engines was performed in
accordance with the approved test/QA plan6 and the test-specific addendum.2 An internal audit of data
quality conducted by SwRI personnel4 included the review of equipment, procedures, record keeping,
data validation, analysis, and reporting. Preliminary, in-process, and final inspections, and a review of
10% of the data, showed that the requirements stipulated in the test/QA plan5 were achieved. The SwRI,
APCT Center, and EPA quality managers reviewed the test results and the QC data and concluded that the
data quality objectives given in the generic verification protocol were attained. RTI QA staff conducted
an audit of SwRI's technical systems in March 2010 and found no deficiencies that would adversely
impact the quality of results at that time. The equipment was appropriate for the verification testing, and it
was operating satisfactorily.
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Environmental Technology Verification Report Baumot BA-B
5.0 References
1. RTI International. 2002. Generic Verification Protocol for Diesel Exhaust Catalysts, Paniculate
Filters, and Engine Modification Control Technologies for Highway andNonroad Use Diesel
Engines. Research Triangle Park, NC, January. Available at:
http://www.epa.gov/etv/pubs/05 vp devrev.pdf (accessed November 28. 2011).
2. RTI International. 2011. Test-Specific Addendum to ETV Mobile Source Test/QA Plan for Baumot for
the BA-B System. Research Triangle Park, NC, April 2011.
3. Southwest Research Institute .2011. Environmental Technology Verification: Baumot North America
BA-B Diesel Paniculate Filter Technology. Final Report. San Antonio, TX, November.
4. Southwest Research Institute. 2011. Audit of Data Quality for Environmental Technology Verification
- Baumot North America BA-B Diesel Filter Technology. San Antonio, TX, December.
5. 40 CFR, Part 86.1313-2007 (Protection of Environment: Control of Emissions from New and In-Use
Highway Vehicles and Engines, Fuel Specifications), Table N07-2. Available at:
http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr&sid=73cf95a92e6738b2e5dab5c2172074ef&rgn=div8&view=text&node=40:19.0.1.1.1.8.
1.20&idno=40 (accessed November 28, 2011).
6. RTI International. 2011. Test/QA Plan for the Verification Testing of Diesel Exhaust Catalysts,
Particulate Filters, and Engine Modification Control Technologies for Highway andNonroad Use
Diesel Engines. Research Triangle Park, NC, March. Available at:
http://www.epa.gov/nrmrl/std/etv/pubs/600etvl 1004.pdf (accessed November 28. 2011).
7. 40 CFR, Part 86 (Protection of Environment: Control of Emissions from New and In-Use Highway
Vehicles and Engines), Subpart N. Available at: http://ecfr.gpoaccess.gov/cgi/t/text/text-
idx?c=ecfr:sid=73cf95a92e6738b2e5dab5c2172074ef:rgn=div6:view=text:node=40%3A19.0.1.1.1.8;
idno=40;cc=ecfr (accessed November 28, 2011).
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