1
MEMORANDUM
­
DRAFT
DATE:
May
26,
2004
SUBJECT:
Review
of
Verified
Control
Technologies
for
Stationary
Internal
Combustion
Engines
FROM:
Bradley
Nelson
Alpha­
Gamma
Technologies,
Inc.

TO:
Sims
Roy,
EPA/
Emission
Standards
Division/
Combustion
Group
This
memorandum
summarizes
the
review
of
verified
control
technologies
that
could
apply
to
particulate
matter
(
PM),
nitrogen
oxide
(
NO
X),
carbon
monoxide
(
CO),
and
hydrocarbon
(
HC)
emission
reductions
from
stationary
internal
combustion
engines.
The
three
main
sources
of
verified
engine
technologies
are
the
Cal/
EPA
Air
Resources
Board
Diesel
Emission
Control
Strategies
Verification1,2,
the
EPA
Voluntary
Diesel
Retrofit
Program3,
and
the
EPA
Environmental
Technology
Verification
Program4.
The
State
of
California
Air
Resources
Board
and
EPA
Office
of
Transportation
and
Air
Quality
reached
an
agreement
for
coordination
and
reciprocity
in
diesel
retrofit
device
verification.
The
objective
of
this
joint
effort
is
to
encourage
the
verification
of
innovative
emission
control
technologies
and
promote
their
use
in
retrofitting
diesel
vehicles
and
engines.
Many
of
the
verified
technologies
from
these
programs
focused
on
emission
reductions
from
diesel
on­
road
and
off­
road
engines.
For
purposes
of
this
memorandum,

control
technologies
applicable
to
stationary
engines
and
control
technologies
used
in
on­
road
and
off­
road
applications
will
be
presented
in
separate
sections.
Each
of
the
control
technology
vendors
were
contacted
to
discuss
the
applicability
of
using
the
control
technology
on
stationary
internal
combustion
engines,
the
costs
of
applying
the
technology,
and
what
emission
reductions
could
be
achieved.
2
STATIONARY
ENGINE
CONTROL
TECHNOLOGY
CleanAIR
PERMITTM
Filter
The
CleanAIR
PERMITTM
Filter
uses
a
ceramic
honeycomb
structure
that
is
comprised
of
hundreds
of
parallel
channels
which
filter
out
particulate
from
the
exhaust
stream.
The
honeycomb
structure
also
has
a
thin
coating
of
precious
metals
used
as
a
catalyst
to
oxidize
CO
and
total
HC
into
carbon
dioxide
and
water.
This
technology
was
verified
by
the
CARB
Diesel
Emission
Control
Strategies
Verification
program
on
June
6,
2003.
The
technology
was
approved
for
use
on
stationary
emergency
generators
using
diesel
fuel.
At
various
loads
the
PERMITTM
Filter
was
able
to
reduce
emissions
of
PM
by
85
percent
(<
0.1
g/
bhp­
hr),
CO
by
95
percent,
and
THC
by
90
percent.
The
vendor5
noted
that
the
PERMITTM
Filter
can
be
used
on
any
type
of
stationary
engine,
including
spark­
ignited
and
compression­
ignited
engines.
The
vendor
recommends
the
use
of
ultra
low
sulfur
fuel
(
15
ppm
sulfur)
to
prevent
fouling
of
the
catalyst,
and
cleaning
the
filter
media
after
5000
hours
of
operation.
The
capital
and
installation
cost
for
a
typical
system
is
approximately
$
65,000,
and
depends
on
the
size
of
the
engine.
For
larger
engines
greater
than
500
hp,
two
filter
systems
in
parallel
may
have
to
be
installed.
Costs
are
slightly
higher
for
2­
stroke
engines
in
comparison
to
4­
stroke
engines.
A
disadvantage
of
the
PERMITTM
technology
is
that
there
is
a
slight
increase
in
NO
X
emissions,
approximately
10­
20
percent.

Cleaire
LongviewTM
The
Cleaire
LongviewTM
integrates
a
NO
X
reducing
catalyst
and
a
catalyzed
diesel
particulate
filter
to
provide
simultaneous
control
of
NO
X,
PM,
HC,
and
CO
emissions.
This
technology
was
verified
by
the
CARB
Diesel
Emission
Control
Strategies
Verification
program
on
April
16,
2004.

The
technology
was
approved
for
on­
road
applications
using
ultra
low
sulfur
diesel
fuel.
The
LongviewTM
system
reduced
NO
X
emissions
by
25
percent,
PM
emissions
by
85
percent,
CO
emissions
by
90
percent
and
HC
emissions
by
65
percent.
The
vendor6
stated
that
the
LongviewTM
system
can
be
used
in
compression
ignition
stationary
internal
combustion
4­
stroke
3
engines
in
prime
power
and
limited
use
applications.
They
currently
have
installed
the
control
system
in
a
number
of
stationary
engines
less
than
400
horsepower
and
the
emission
reductions
were
comparable
to
reductions
from
the
on­
road
applications.
Cost
and
installation
of
the
LongviewTM
system
is
approximately
$
19,000.

MIRATECH
GECOTM
3001
Air/
Fuel
Ratio
Controller
The
MIRATECH
GECOTM
controller
is
designed
to
optimize
and
stabilize
the
air/
fuel
ratio,
and
improve
the
performance
of
stationary
natural
gas
fired,
four­
cycle,
lean
burn
engines.
The
technology
was
verified
by
the
EPA
Environmental
Technology
Verification
Program
on
September
2001.
The
controller
was
installed
on
a
natural
gas­
fired
compressor
engine
used
at
a
natural
gas
transmission
station.
Emission
reductions
for
NO
X
at
full
and
reduced
loads
averaged
30
percent,
CO
reductions
averaged
4
percent.
Emissions
of
THC
increased
approximately
10
percent
over
the
operating
range
tests.
Capital
and
installation
cost
for
the
controller
was
$
11,652.

Lubrizol
Engine
Control
Systems
Purifilter
The
Lubrizol
Purifilter
has
been
verified
by
CARB
for
1994
through
2003
model
year
diesel
engines
used
for
on­
road
applications
operating
on
ultra
low
sulfur
diesel
fuel
(
15
ppm
sulfur).

The
engines
are
four­
stroke
medium
and
heavy
duty
diesel
engines,
including
turbo­
charged
or
naturally
aspirated,
mechanically
or
electronically
injected,
and
not
equipped
with
exhaust
gas
recirculation.
The
vendor7
states
that
the
Purifilter
system
can
also
be
used
on
stationary
engine
applications
where
the
exhaust
temperature
reaches
above
280oC
(
536oF).
The
high
temperature
allows
the
particulate
collected
to
be
burned
off.
Periodic
cleaning
of
the
filter
substrate
will
allow
the
system
to
be
used
for
the
life
of
the
engine.
The
Purifilter
has
a
PM
reduction
of
85
percent,
and
CO
and
HC
reductions
of
90
percent.
Emission
reductions
are
expected
to
be
similar
in
stationary
use
applications.
Because
the
Purifilter
has
a
platinum
based
catalyst,
NO
X
emissions
are
increased
by
5
to
10
percent.
Installed
cost
of
the
system
ranges
from
$
2000
to
$
8000,

depending
on
the
amount
of
exhaust
gas
to
be
treated.
4
Engelhard
DPX
Catalyzed
Diesel
Particulate
Filter
The
DPX
Catalyzed
Diesel
Particulate
Filter
was
verified
under
the
NESCAUM
Voluntary
Mobile
Emissions
Reduction
Retrofit
Program.
This
technology
was
also
verified
by
CARB,

however
the
manufacturer
has
not
met
the
additional
warranty
requirements
which
became
effective
in
June
2003
and
is
no
longer
considered
verified
by
CARB
as
of
January
1,
2004.
The
technology
consists
of
filters
that
trap
particulates
and
then
uses
a
catalytic
technology
to
continuously
burn
them
at
normal
diesel
operating
exhaust
temperatures.
The
technology
is
applicable
to
all
1994
through
2002
model
year,
two
and
four
cycle
engines
that
are
turbocharged
or
naturally
aspirated
engines.
The
exhaust
temperature
must
be
at
least
250oC
(
482oF)
to
allow
the
catalyst
to
regenerate.
Also
the
sulfur
content
of
the
fuel
must
be
less
than
30
ppm.
The
vendor8
stated
that
this
technology
was
verified
use
in
on­
road
heavy
duty
applications,
it
can
be
used
in
stationary
engine
applications
using
diesel
or
natural
gas.
Emission
reductions
of
PM,

CO,
and
HC
were
verified
to
be
60
percent
for
each
pollutant
with
an
approximate
1
to
3
percent
fuel
economy
penalty.

Selective
Catalytic
Reduction/
Non­
Selective
Catalytic
Reduction
None
of
the
verification
programs
listed
any
vendors
demonstrating
the
use
of
selective
catalytic
reduction
(
SCR)
or
non­
selective
catalytic
reduction
(
NSCR)
as
a
verified
control
technology,

however
both
SCR
and
NSCR
have
been
proven
to
reduce
emissions
of
NO
X
from
stationary
engines.
Selective
catalytic
reduction
can
effectively
reduce
emissions
of
NO
X
from
stationary
lean
burn
engines
by
greater
than
90
percent,
but
has
not
been
widely
used
for
engines
due
to
the
high
cost.
Non­
selective
catalytic
reduction
reduces
emissions
of
NO
X
from
stationary
rich
burn
engines
by
at
least
90
percent.
Non­
selective
catalytic
reduction
is
the
most
widely
used
control
method
for
rich
burn
engines
and
has
been
commercially
available
for
stationary
engines
for
more
than
15
years.

Future
Emission
Control
Technologies
In
addition
to
the
commercially
available
control
technologies
listed
in
this
memorandum,
there
are
a
number
of
technologies
that
have
demonstrated
effectiveness
in
reducing
emissions
but
are
5
not
commercially
available.
From
the
EPA
Voluntary
Diesel
Retrofit
Program,
these
technologies
include:
NO
X
adsorber,
Compact
Selective
Catalytic
Reduction,
and
Cooled
Exhaust
Gas
Recirculation.
These
technologies
can
reduce
emissions
of
NO
X,
PM,
CO,
and
HC
by
as
much
as
50
percent.

MOBILE
ENGINE
CONTROL
TECHNOLOGY
Donaldson
DPM
The
Donaldson
DPM
diesel
particulate
filter
muffler
system
was
verified
by
CARB
on
February
27,
2004.
The
DPM
with
Series
6300
catalyst
formulation
is
used
for
1994
through
2002
model
year
engines
used
for
on­
road
applications
operating
on
ultra
low
sulfur
diesel
fuel.
The
verified
engines
are
four­
stroke
medium
and
heavy
duty
diesel
engines,
including
turbo­
charged,

mechanically
or
electronically
injected,
and
not
equipped
with
exhaust
gas
recirculation.
The
DPM
system
achieves
85
percent
reduction
of
diesel
particulate
matter.
CARB
found
that
the
Donaldson
Company
was
unable
to
demonstrate
the
DPM
DPF
muffler
system
was
in
compliance
with
the
20
percent
nitrogen
dioxide
limit
which
took
effect
January
1,
2004.
Therefore
the
system
will
be
in
noncompliance
with
the
NO
X
limit.
The
vendor9
stated
that
this
system
was
designed
for
use
in
on­
road
and
non­
road
applications.

Donaldson
Series
6000
Diesel
Oxidation
Catalyst
Muffler
and
Spiracle
Closed
Crankcase
Filtration
System
The
Donaldson
control
system
was
verified
on
a
heavy
duty
diesel
engine
by
EPA
in
September
2003.
The
system
is
packaged
for
use
on
diesel
engines
from
150
to
600
brake
horsepower.
The
control
system
consists
of
an
oxidation
catalyst
contained
in
a
muffler
sized
can
and
a
blow
by
filter
in
a
closed
loop
configuration.
Emissions
of
PM
were
reduced
by
24
percent
when
using
low
sulfur
diesel
fuel
in
comparison
to
uncontrolled
PM
emissions
using
low
sulfur
diesel
fuel.

Emissions
of
CO
and
HC
were
also
reduced
by
14
percent
and
52
percent
respectively.
When
using
ultra
low
sulfur
diesel
fuel,
emissions
reductions
for
PM,
CO
and
HC
were
34
percent,
19
6
percent
and
0
percent
respectively.
The
vendor9
stated
that
this
system
was
designed
for
use
in
on­
road
and
non­
road
applications.

Donaldson
Series
6100
Diesel
Oxidation
Catalyst
Muffler
The
Donaldson
control
system
was
verified
on
a
heavy
duty
diesel
engine
by
EPA
in
September
2003.
The
system
is
packaged
for
use
on
diesel
engines
from
150
to
600
brake
horsepower
and
is
designed
to
be
used
with
ultra
low
sulfur
fuel.
The
control
system
consists
of
an
oxidation
catalyst
contained
in
a
muffler
sized
can.
Emissions
of
PM
was
reduced
by
28
percent
when
using
ultra
low
sulfur
diesel
fuel
in
comparison
to
uncontrolled
PM
emissions
using
low
sulfur
diesel
fuel.
Emissions
of
CO
and
HC
were
also
reduced
by
38
percent
and
49
percent
respectively.
The
vendor9
stated
that
this
system
was
designed
for
use
in
on­
road
and
non­
road
applications.

Donaldson
Series
6100
Diesel
Oxidation
Catalyst
Muffler
and
Spiracle
Closed
Crankcase
Filtration
System
The
Donaldson
control
system
was
verified
on
a
heavy
duty
diesel
engine
by
EPA
in
September
2003.
The
system
is
packaged
for
use
on
diesel
engines
from
150
to
600
brake
horsepower
and
is
designed
to
be
used
with
ultra
low
sulfur
fuel.
The
control
system
consists
of
an
oxidation
catalyst
contained
in
a
muffler
sized
can
and
a
blow
by
filter
in
a
closed
loop
configuration.

Emissions
of
PM
were
reduced
by
34
percent
when
using
ultra
low
sulfur
diesel
fuel
in
comparison
to
uncontrolled
PM
emissions
using
low
sulfur
diesel
fuel.
Emissions
of
CO
were
reduced
by
31
percent.
Emissions
of
HC
remained
unchanged
from
the
baseline
emissions.

Emissions
of
PM
were
reduced
by
29
percent
when
using
ultra
low
sulfur
diesel
fuel
in
comparison
to
uncontrolled
PM
emissions
using
ultra
low
sulfur
diesel
fuel.
Emissions
of
CO
and
HC
were
also
reduced
by
35
percent
and
42
percent
respectively
when
compared
to
uncontrolled
ultra
low
sulfur
diesel
emissions.
The
vendor9
stated
that
this
system
was
designed
for
use
in
onroad
and
non­
road
applications.

Clean
Air
Partners
Diesel
Particulate
Filter
The
Clean
Air
Partners
diesel
particulate
filter
has
been
verified
by
CARB
for
use
on
natural
7
gas/
diesel
bi­
fuel
engines.
The
filter
achieves
a
particulate
reduction
of
85
percent
from
the
exhaust
gas.
The
vendor10
stated
that
this
technology
was
designed
for
use
in
bi­
fuel
engines
used
in
on­
road
and
non­
road
applications.
They
do
however
sell
a
catalyzed
particulate
filter
silencer
for
stationary
diesel
engines
that
achieves
a
70
to
90
percent
reduction
in
particulate,
but
it
has
not
been
verified
by
any
of
the
governmental
agencies.

Cleaire
Flash
and
Catch
The
Cleaire
Flash
and
Catch
system
is
verified
for
use
on
1994
through
1998
model
year
Cummins
M11
for
steady
state,
on­
road
applications
(
i.
e.
long
haul
trucks),
operating
on
low
sulfur
fuel.
The
system
contains
a
recalibrated
fuel
injection
map
and
diesel
particulate
filter
to
reduce
PM
emissions
by
85
percent,
CO
and
HC
emissions
by
90
percent,
and
NO
X
emissions
by
25
percent.
The
vendor6
stated
that
this
technology
was
intended
for
mobile
engine
used
in
onroad
and
non­
road
applications.

Clean
Diesel
Technologies
Fuel
Borne
Catalyst
with
CleanAir
Systems
Diesel
Oxidation
Catalyst
The
Fuel
Borne
Catalyst
and
Diesel
Oxidation
Catalyst
were
verified
by
EPA
in
February
2004
for
on­
road
heavy
duty
diesel
engines
using
ultra
low
sulfur
diesel
fuel.
Emissions
of
PM
were
captured
by
the
Fuel
Borne
Catalyst
and
were
reduced
by
50
percent
in
comparison
to
baseline
emissions
using
no
control
and
low
sulfur
diesel
fuel.
Emissions
of
CO
and
HC
were
reduced
by
the
Diesel
Oxidation
Catalyst
by
64
and
59
percent
respectively.
Emissions
of
NO
X
were
reduced
by
7
percent
by
the
control
technology
system.

Johnson
Matthey
Corporation
Continuously
Regenerating
Technology
(
CRT)

The
Continuously
Regenerating
Technology
was
verified
under
the
NESCAUM
Voluntary
Mobile
Emissions
Reduction
Retrofit
Program.
This
technology
was
also
verified
by
CARB,

however
the
manufacturer
has
not
met
the
additional
warranty
requirements
which
became
effective
in
June
2003
and
is
no
longer
considered
verified
by
CARB
as
of
January
1,
2004.
The
technology
is
applicable
to
all
1994
through
2002
model
year,
two
and
four
cycle
engines
that
are
8
turbocharged
or
naturally
aspirated
engines.
As
with
other
technologies
of
this
type,
the
exhaust
temperature
must
be
at
least
275oC
(
527oF)
to
allow
the
catalyst
to
regenerate.
Also
the
sulfur
content
of
the
fuel
must
be
less
than
30
ppm.
The
vendor11
stated
that
this
technology
was
intended
for
on­
road
heavy
duty
diesel
engines
and
has
not
been
used
in
a
stationary
application.

However
they
offer
similar
technologies
for
use
in
stationary
applications.
Emission
reductions
of
PM,
CO,
and
HC
were
verified
to
be
60
percent
with
an
approximate
1
to
3
percent
fuel
economy
penalty.

Clean
Diesel
Technologies
Platinum
Plus
Purifier
System
The
Platinum
Plus
Purifier
System
was
verified
in
October
2003
by
EPA's
Environmental
Technology
Verification
program.
The
technology
comprises
of
a
Diesel
Oxidation
Catalyst
muffler
in
combination
with
the
Platinum
Plus
Fuel
Borne
Catalyst.
The
technology
was
verified
for
model
year
1988
through
1993,
four
stroke
medium
heavy
duty
engines,
including
turbocharged
or
naturally
aspirated,
mechanically,
or
electronically
injected
diesel
engines.
For
fuel
with
a
sulfur
content
less
than
15
ppm
the
reductions
of
PM,
CO,
HC,
and
NO
X
are
50
percent,
50
percent,
47
percent,
and
5
percent
respectively.
For
fuel
with
a
sulfur
content
of
less
than
500
ppm
the
PM,
CO,
and
HC
reductions
are
41
percent,
16
percent,
and
25
percent
respectively.
Information
from
the
companies
website
states
that
this
technology
is
intended
for
on­
road
applications,
however
they
do
make
a
formulation
of
the
fuel
borne
catalyst
for
use
in
stationary
engine
applications.
The
Platinum
Plus
DFX
Power
Gen.
Formulation
improves
fuel
economy
and
oxidation
catalyst
performance
on
stationary,
marine
and
locomotive
engines
and
achieves
a
15
to
30
percent
particulate
reduction
(
80
to
90
percent
particulate
reduction
when
used
with
a
filter).

Caterpillar
Catalyzed
Converter/
Muffler
(
CCM)

The
Catalyzed
Converter/
Muffler
was
verified
in
February
2004
by
the
EPA
Voluntary
Diesel
Retrofit
Program.
The
CCM
system
consists
of
a
diesel
oxidation
catalyst
contained
within
a
muffler
assembly.
The
technology
was
verified
for
model
years
1998
through
2003,
four
cycle
heavy
duty
engines
without
exhaust
gas
recirculation,
including
turbocharged
or
naturally
9
aspirated
diesel
engines.
For
fuel
with
a
sulfur
content
less
than
500
ppm,
the
percent
reduction
for
PM
and
CO
were
20
percent,
and
40
percent
for
HC.
Information
from
the
companies
website
states
that
this
technology
is
used
only
for
on­
road
and
non­
road
applications.
10
REFERENCES
1.
California
Air
Resources
Board.
Diesel
Emission
Control
Strategies
Verification
Level
3
Verified
Technologies.
May
4,
2004.

Http://
www.
arb.
ca.
gov/
diesel/
verdev/
level3.
htm
2.
California
Air
Resources
Board.
Diesel
Emission
Control
Strategies
Verification
Level
1
Verified
Technologies.
May
19,
2004.

Http://
www.
arb.
ca.
gov/
diesel/
verdev/
level1.
htm
3.
U.
S.
Environmental
Protection
Agency,
Office
of
Transportation
and
Air
Quality.

Voluntary
Diesel
Retrofit
Program,
Verified
Products.
February
24,
2004.

Http://
www.
epa.
gov/
otaq/
retrofit/
retroverifiedlist.
htm
4.
U.
S.
Environmental
Protection
Agency,
Environmental
Technology
Verification
Program.

Verifications
By
Center.
May
20,
2004.

http://
www.
epa.
gov/
etv/
verifications/
verification­
index.
html
5.
B.
Nelson,
AGTI,
to
D.
Serrano,
CleanAIR
Systems.
Telecon.
Compatibility
of
the
PermitTM
Filter
system
with
Stationary
Engines.
May
18,
2004.

6.
B.
Nelson,
AGTI,
to
J.
Egan,
Cleaire.
Telecon.
Information
Regarding
the
use
of
their
Advanced
Emission
Controls
for
Stationary
Engines.
May
18,
2004.

7.
B.
Nelson,
AGTI,
to
J.
Jantzis,
Lubrizol.
Telecon.
Questions
Regarding
the
Compatibility
of
the
Purifilter
system
for
Stationary
Engines.
May
17,
2004.

8.
B.
Nelson,
AGTI,
to
Y.
Bulent,
Engelhard
Telecon.
Information
Regarding
the
use
of
the
DPX
Catalyzed
Diesel
Particulate
Filter.
May
20,
2004.

9.
B.
Nelson,
AGTI,
to
R.
Sheffer,
Donaldson.
Telecon.
Request
for
Informations
Regarding
their
Diesel
Control
Technology.
May
17,
2004.

10.
B.
Nelson,
AGTI,
to
C.
Reyes,
Clean
Air
Partners.
Telecon.
Diesel
Particulate
Filter
Information
Request.
May
21,
2004.

11.
B.
Nelson,
AGTI,
to
K.
Bynum,
Johnson
Matthey
Corporation.
Telecon.
Continuously
Regenerating
Technology
Information
Request.
May
21,
2004.
