Class 8 Trucks Operating On Ultra-Low Sulfur Diesel With Particulate Filter Systems: A Fleet Start-Up Experience

Vertin, Keith; Chandler, Kevin; LeTavec, Chuck; Goguen, Stephen; Keski-Hynnila, Donald; Chatterjee, Sougato; Smith, G S; Hallstrom, Kevin

doi:10.4271/2000-01-2821

Cited by 12 publications

(6 citation statements)

References 10 publications

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“…Tests of class 8 Ralphs grocery trucks with DPFs showed PM reductions between 91 and 97% and also significant reductions in THC and CO (10,11). Similar results were also found in tests conducted on tanker trucks, school buses, and refuse trucks (9,12).…”

Section: More Recently Arco Has Developed a New Diesel Fuel Called Esupporting

confidence: 73%

“…The DPFs include Johnson-Matthey's continuously regenerating technology filter (CRT) and Engelhard's catalytic soot filter (DPX). Tests of class 8 Ralphs grocery trucks (Ralphs grocery stores are a division of The Kroger Company in Cincinnati, OH) with DPFs showed PM reductions between 91% and 97% and also significant reductions in THC and CO ( , ). Similar results were also found in tests conducted on tanker trucks, school buses, and refuse trucks ( , ).…”

Section: Introductionmentioning

confidence: 99%

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Effects of Biodiesel Blends and Arco EC-Diesel on Emissions from Light Heavy-Duty Diesel Vehicles

Durbin

Norbeck

2002

Environ. Sci. Technol.

104

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Chassis dynamometer tests were performed on 7 light heavy-duty diesel trucks comparing the emissions of a California diesel fuel with emissions from 4 other fuels: ARCO EC-diesel (EC-D) and three 20% biodiesel blends (1 yellow grease and 2 soy-based). The EC-D and the yellow grease biodiesel blend both showed significant reductions in THC and CO emissions over the test vehicle fleet. EC-D also showed reductions in PM emission rates. NO x emissions were comparable for the different fuel types over the range of vehicles tested. The soy-based biodiesel blends did not show significant or consistent emissions differences over all test vehicles. Total carbon accounted for more than 70% of the PM mass for 4 of the 5 sampled vehicles. Elemental and organic carbon ratios varied significantly from vehicle-to-vehicle but showed very little fuel dependence. Inorganic species represented a smaller portion of the composite total, ranging from 0.2 to 3.3% of the total PM. Total PAH emissions ranged from approximately 1.8 mg/mi to 67.8 mg/mi over the different vehicle/fuel combinations representing between 1.6 and 3.8% of the total PM mass. * corresponding author 2 IntroductionAs the impetus to reduce diesel emissions continues, the need to develop more advanced or alternative diesel fuels becomes more important. Two fuels that are being examined to meet these needs include biodiesel and ARCO Emission Control Diesel (EC-D). Biodiesel is renewable and can be produced domestically from sources such as vegetable oils, animal fats, restaurant grease, EC-D is produced from typical crude oil using conventional refining processes but is designed to have a sulfur content below 15 ppmw and lower aromatics and a higher cetane number in comparison with typical in-use fuels. The ultra-low sulfur content of the fuel provides a significant 3 added benefit in that the fuel can be used in conjunction with sulfur-sensitive emission control devices. A more commercial version of this fuel, called EC-D1, is also available with a sulfur content below 15 ppmw.

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Section: More Recently Arco Has Developed a New Diesel Fuel Called Esupporting

confidence: 73%

Section: Introductionmentioning

confidence: 99%

Effects of Biodiesel Blends and Arco EC-Diesel on Emissions from Light Heavy-Duty Diesel Vehicles

Durbin

Norbeck

2002

Environ. Sci. Technol.

104

View full text Add to dashboard Cite

show abstract

“…These trucks have been operating reliably for more than 5 months, with an accumulation of ~50,000 mi per truck. [301][302][303] A continuously regenerating DPF reduced PM number counts by 1-2 orders of magnitude, as well as substantially reducing mass emissions. 278 In European field tests, DPFs have demonstrated highly efficient PM control and promising durability, when operated with ultra-low sulfur fuel.…”

Section: Future Engine Technologymentioning

confidence: 99%

Diesel Engines: Environmental Impact and Control

Lloyd

Cackette

2001

Journal of the Air & Waste Management Association

418

260

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The diesel engine is the most efficient prime mover commonly available today. Diesel engines move a large portion of the world's goods, power much of the world's equipment, and generate electricity more economically than any other device in their size range. But the diesel is one of the largest contributors to environmental pollution problems worldwide, and will remain so, with large increases expected in vehicle population and vehicle miles traveled (VMT) causing ever-increasing global emissions. Diesel emissions contribute to the development of cancer; cardiovascular and respiratory health effects; pollution of air, water, and soil; soiling; reductions in visibility; and global climate change. Where instituted, control programs have been effective in reducing diesel fleet emissions. Fuel changes, such as reduced sulfur and aromatics content, have resulted in immediate improvements across the entire diesel on- and off-road fleet, and promise more improvements with future control. In the United States, for example, 49-state (non-California) off-road diesel fuel sulfur content is 10 times higher than that of national on-road diesel fuel. Significantly reducing this sulfur content would reduce secondary particulate matter (PM) formation and allow the use of control technologies that have proven effective in the on-road arena. The use of essentially zero-sulfur fuels, such as natural gas, in heavy-duty applications is also expected to continue. Technology changes, such as engine modifications, exhaust gas recirculation, and catalytic aftertreatment, take longer to fully implement, due to slow fleet turnover. However, they eventually result in significant emission reductions and will be continued on an ever-widening basis in the United States and worldwide. New technologies, such as hybrids and fuel cells, show significant promise in reducing emissions from sources currently dominated by diesel use. Lastly, the turnover of trucks and especially off-road equipment is slow; pollution control agencies need to address existing emissions with in-use programs, such as exhaust trap retrofits and smoke inspections. Such a program is underway in California. These and other steps that can be continued and improved will allow the use of the diesel engine, with its superior fuel consumption, to continue to benefit society while greatly reducing its negative environmental and health impacts. The next ten years can and must become the "Decade of Clean Diesel."

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“…DOCs have been reported to primarily reduce OC emissions, while DPFs have been found to be effective against both EC and OC (20)(21). Reductions of diesel PM emissions through the use of DOCs have been reported to be in the range of 20-65% (8,(22)(23)(24)(25)(26), while DPFs are reported to have emissions reductions as high as 98% (11,21,(27)(28). The reductions for both DOCs and DPFs are highly dependent on exhaust temperature, fuel sulfur content, engine operating mode, engine age, and engine technology (9,26,(28)(29).…”

Section: Introductionmentioning

confidence: 99%

Reduction of Particulate Matter Emissions from Diesel Backup Generators Equipped with Four Different Exhaust Aftertreatment Devices

Shah

Cocker

Johnson

et al. 2007

Environ. Sci. Technol.

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Diesel particulate matter (PM) reduction efficiencies for backup generators (BUGs) (> 300 kW) equipped with a diesel oxidation catalyst (DOC), DOC+fuel-borne catalyst additive combination (DOC+FBC), passive diesel particulate filter (DPF), and an active DPF were measured. Overall, the DOC and DOC+FBC technologies were found to be effective in reducing mainly organic carbon (OC) emissions (56-77%) while both DPFs showed excellent performance in reducing both elemental carbon (EC) and OC emissions (> 90%). These findings demonstrate the potential for applying DOCs to older engines where PM is dominated by the OC fraction. In most modern engine applications, where the PM consists of mainly EC, the DOC will be largely ineffective. Alternatively, passive and active DPFs are expected to be efficient for most engine technologies. Measurements of particle size distributions provided evidence of the high temperature formation of sulfate nanoparticles across the control technologies despite the use of ultralow sulfur diesel. Changes in the particle size distribution and the organic fraction of PM indicate that the OC component of PM is primarily found in the smaller sized particles.

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Class 8 Trucks Operating On Ultra-Low Sulfur Diesel With Particulate Filter Systems: A Fleet Start-Up Experience

Cited by 12 publications

References 10 publications

Effects of Biodiesel Blends and Arco EC-Diesel on Emissions from Light Heavy-Duty Diesel Vehicles

Effects of Biodiesel Blends and Arco EC-Diesel on Emissions from Light Heavy-Duty Diesel Vehicles

Diesel Engines: Environmental Impact and Control

Reduction of Particulate Matter Emissions from Diesel Backup Generators Equipped with Four Different Exhaust Aftertreatment Devices

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