SAE 2014 Heavy-Duty Diesel Emissions Control Symposium
Technical Session Schedule
Wednesday, September 17
Introduction / Legislation / Global Trends
(Session Code: HDD200)
Room Bankett High 10:30
Moderators - Andrew P. Walker, Johnson Matthey Inc.
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|Long Term Impact on Air Quality (ARB-2020 Initiative): California’s Comprehensive Program for Reducing Heavy-Duty Diesel Emissions
To meet its air quality commitments and climate goals, California must reduce NOx and greenhouse gas emissions from today’s levels by an additional 90 percent between 2032 and 2050. Through a mix of regulations and financial incentives, California is implementing comprehensive strategies that include: consideration of new heavy-duty engine standards; in-use regulations that will both accelerate replacement of older vehicles and equipment, as well as better ensure their emission performance; and deployment of advanced technologies. At its core, meeting California’s emission reduction targets will require widespread use of zero and near-zero emission technologies and low-carbon fuels.
Erik White, California Air Resources Board
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|Review of HD Regulations and Technology Implications
The most stringent requirements in both criteria and GHG regulations are emerging in the US. California is considering tightening HD NOx regulations by up to 90%, and the US EPA will be proposing the next round of GHG tightening in March. The NOx tightening would require significant cold-start and low-temperature deNOx technology, approaching 96% efficiency on the HD FTP cold-start cycle, and 99% on the hot-start cycle. The GHG tightening will likely be guided by the technology demonstrations of the US DOE SuperTruck program, incorporating engine technologies to deliver 50% peak brake thermal efficiency (BTE) and vehicle technologies to deliver an increase of 50% in freight fuel efficiency.
Other significant HD regulations are emerging in the developing countries. China will have 50 ppm sulfur diesel fuel nationwide in January and 10 ppm in 2018. Sales of new China III trucks will be prohibited from January, and Beijing will be adopting Beijing V standards at that time. DPFs will be needed in Beijing city bus and truck applications. In India, a major government advisory committee of oil, vehicle, and environmental representatives recommended Bharat IV fuel (50 ppm) be required nationwide by January 2017, with major regions being phased-in before then. Bharat V (10 ppm) was recommended for 2020 if resources are available for refinery modifications, but implementation should be no later than 2025. In China and India, SCR is being applied for long haul applications, and EGR plus partial filters is the leading approach for mid-size engines.
Other regulatory developments involve the next round of tightening for the European non-road mobile machinery, Stage V, as well as HD truck emissions tightening to Euro VI levels in Japan and later in Brazil, and various levels of GHG tightening regulations throughout the world.
Timothy Johnson, Corning Inc.
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|Euro VI vs. Transport Sector, an Environmental and Climate Success or Not?
The environmental and health impact of individual vehicles/vessels are regulated through various legal acts by the European Commission. For energy efficiency or emissions of carbon dioxide, thus the climate impact the situation is different especially if all modes of transport is included. With the Euro VI regulations the shortcomings of previous emission stages, i.e. real driving emissions, seems to have been solved making road transport a clean choice of transport for the first time. The traditional green modes of transport like diesel rail and inland waterway vessels lag behind, both in stringency and real world emissions but are energy efficient.
Magnus Lindgren, Swedish Transport Agency