### Appendix E

Technology EvaluationE

- 1



### Feasibility o f Using Existing Emission Control Technologies for Marine Applications

There are a number of control technologies that have been proven to reduce emissions of

oxides of nitrogen ( NOx ) and part iculate matter (PM) from diesel

fueled engines used in on

- road

, and off

- road

, applications. While , in theory many of the control technologies used in land

- based applications could potentially be marinized to work in the marine environment , t he potential s uccess of these methods when applied to harbor craft will be highly dependent on the specific application. Considerations for applicability include the engine duty cycle, engine placement in the hull, vessel exhaust system configuration, and age of specif ic harbor craft. S ince most marine vessels are custom built and have vastly different engine room configurations with varying capacity for space in which to install after

- treatment emission controls, it is unlikely that there will be “off

- the

shelf” or “o ne size fits all” aftertreatment devices available for harbor craft. It is likely that the control devices will also need to be customized to each vessel configuration. Nevertheless, we believe that over the next several years, there will be increased de sire to develop control technologies for marine applications to help mitigate the emissions that occur in and around ports and urban centers.

In this appendix

, brief descri ptions of NOx and PM emission reduction control strategies currently use d in gene ral diesel engine applications will be presented. Some of the control technologies presented have been recently introduced to use in the marine environment. W e believe many of the control technologies presented here can be used in the marine environment

, but, at this time, there are no control technologies that have been verified for marine application s through the ARB verification procedure

.
Descriptions of a number of demonstration s o f different control technologies are provided in this appendix as wel l as the current status of engine replacements that have occurred under the Carl Moyer Memorial Air Quality Standards Attainment Program.

Diesel PM Exhaust After

- treatment Emission Controls

The principle exhaust treatment technologies that have been succ essfully used to reduce diesel PM from diesel

- fueled engines used in land

- based applications are diesel particulate filters (DPF), diesel oxidation catalysts (DOC), and flow through filters (FTF) (or combinations of technologies). Each of these are briefl y described below.

Diesel Particulate Filters

DPFs have been successfully used in many applications, including stationary prime and emergency standby generators , and with both on

- road and off

- road engines. In general, a DPF consists of a porous substra te that permits the gasesE

- 2

in the exhaust to pass through but traps the diesel PM. DPFs can r educ e di esel PM emission s by more than 85 percent . The magnitude of these emission reductions depends on the baseline emissions of the associated engine

, and the fuel sulfur content. In addition, up to a 90 percent reduction in carbon monoxide ( CO ) and a 95 percent reduction in hydrocarbons ( HC ) can also be realized with DPFs. (Allansson, 2000) Most DPFs employ some means to periodically regenerate the filter, i .e., burn off the accumulated PM. In California, diesel

fueled school buses, emergency backup generators, solid waste collection vehicles, urban transit buses, medium

- duty delivery vehicles, people movers, and fuel tanker trucks have been retrofitted with DPFs . These installations have been implemented through a number of voluntary and regulatory mandated programs as well as demonstration programs. DPFs can be either active or passive systems.

Active DPFs use a source of energy beyond the heat in the exhaust stream to induce regeneration. Active DPF systems can be regenerated with electric currents passed through the substrate, fuel burners, microwaves, or the aid of additional fuel injection to increase exhaust gas temperature. Some active DPFs indu ce regeneration automatically onboard the vehicle or equipment when a specified exhaust back pressure is reached. Others simply indicate when to start the regeneration process. Other active systems collect and store diesel PM over the course of a full da y or work shift and are regenerated at the end of the day or shift when the vehicle or equipment is shut off. A number of the smaller filters

are then removed and regenerated externally at a "regeneration station." Because active systems have control ove r their regeneration and are not dependent on the heat in the exhaust, active DPFs have a much broader range of applications and a much lower probability of getting plugged than passive DPFs.

A passive DPF is one in which a catalytic material is applied to the substrate. The catalysts that are used are known as the platinum group metals. These consist of platinum, iridium, osmium, palladium, rhodium, and ruthenium. Platinum is best suited as the catalyst for diesel engine control devices; therefore, it

appears that it will be the main catalyst used in diesel catalytic converters. (Kendall, 2002/2003) The catalyst lowers the temperature at which trapped PM will oxidize to a temperature periodically reached in diesel exhaust. No additional source of en ergy is required for regeneration, hence the term "passive."

Field experience has indicated that the success or failure of a passive DPF is primarily determined by the exhaust temperature profile at the filter's inlet and the rate of PM generated by the e ngine. These two parameters , however, are determined by a host of factors pertaining to both the details of the application

, the duty cycle, the level of engine maintenance, and the type of engine being used . As a result, the technical information that i s readily accessible can serveE

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as a guide, but it may be insufficient to determine whether a passive DPF will be successful in a given application. (ARB, 2002)

With regard to estimating average exhaust temperature in actual use, commonly documented engin

e characteristics such as the exhaust temperature at peak power and peak torque are insufficient. The exhaust temperature at the DPF's inlet is highly application dependent in that the particular duty cycle experienced plays a prominent role, as do es heat loss in the exhaust system. Various application

- specific characteristics enter the heat loss equation, such as the length of piping the exhaust must travel through before it reaches the DPF and whether the exhaust is wet cooled or dry cooled. Lower aver age exhaust temperatures can also be the result of operations of engines oversized for the application or engines run with low or no load applied. (ARB, 2002)

Diesel Oxidation Catalysts

DOCs are currently the most common ly used form of diesel after

- trea tment technology and have been used for compliance with the PM standards for some

on

- highway engines since the early 1990s. DOCs are generally referred to as “catalytic converters.” DOCs are attached to the engine exhaust system. They have chemicals lin ing them which catalyze the oxidation of carbonaceous pollutants

– some of the soot emissions and a significant portion of the soluble organic fraction. These carbon

- containing pollutants are oxidized to carbon dioxide ( CO 2 ) and water.

DOC effectiveness in reducing PM emissions is normally limited to about 30 percent of diesel PM. This is because DOCs only control the soluble organic fraction (SOF) of diesel PM for modern diesel engines and the SOF fraction is typically less than 30 percent of total PM

. Additionally, DOCs increase sulfate PM emissions by oxidizing the sulfur in fuel and lubricating oil, reducing the overall effectiveness of the catalyst. Limiting fuel sulfur levels to 15 ppm allows DOCs to be designed for maximum effectiveness (nearly 1 00 percent control of SOF emissions). DOCs also reduce emissions of HC and CO with reported efficiencies of 76 percent and 47 percent respectively. (Khair, 1999)

DOCs are also very effective at reducing the air toxic emissions from diesel engines. Te st data shows that emissions of toxics such as polycyclic aromatic hydrocarbons can be reduced by more than 80 percent with a DOC. (DieselNet, 2002)

Flow Through Filters

Flow through filter (FTF) technology is a relatively new technology for reducing di esel PM emissions. Unlike a DPF, in which only gasses can pass through the substrate, the FTF does not physically "trap" and accumulate PM. Instead, exhaust flows through a medium (such as wire mesh) that has a high density ofE

- 4

torturous flow channels, th us giving rise to turbulent flow conditions. The medium is typically treated with an oxidizing catalyst or used in conjunction with a fuel

- borne catalyst. FTFs reduce emissions of PM, HC, and CO. Any particles that are not oxidized by the FTF flow out w ith the rest of the exhaust and do not accumulate.

The filtration efficiency of an FTF is lower than that of a DPF, but higher than a DOC. In addition, compared to DPFs, the FTF is much less likely to plug under unfavora ble conditions such as high PM e missions, low exhaust temperatures and emergency circumstances. The FTF, therefore, is a candidate for use in applications that are unsuitable for DPFs.

Combinations of Technologies

Combinations of more than one technology are also being explored to m aximize the amount of diesel PM reduction. For example, fuel

- borne catalysts can be combined with any of the three main hardware technologies discussed above: DPF, FTF, or DOC.

NOx Emission Controls

There are various technologies available and in deve lopment to provide reductions in NOx . The principal technologies are selec tive catalytic reduction (SCR) , water injection

, exhaust gas recirculation, NOx adsorbers

, and lean NOx catalysts . These are each briefly described below.

Selective Catalytic Redu ction

SCR is an exhaust after

- treatment method for controlling NOx emissions up to 90 percent. The SCR process basically works by injecting ammonia (NH 3 ) or urea int o the exhaust gas or the engine in th e presence of a catalyst. A mmonia reduces NOx

in th e presence of the catalyst to produce nitrogen (N 2 ) and water

. SCR systems have been installed on new marine engines for many years. However, retrofitting SCR systems on existing vessels is challen ging. Challenging issues include urea and ammonia st or age , safety requirements , and space requirements near the engine

. The SCR system is effective only over a narrow range of exhaust temperatures where the catalyst is active

. Ammonia slip can also be a problem if the system is not properly optimized

. ( Diese lNet, 2006a ) Ammonia slip is caused by injecting more ammonia into the exhaust stream than is needed to reduce the NOx

.
Water Injection

Adding water to the combustion chamber absorbs heat when the water vaporizes, lowering the peak combustion tempera tures and reducing NOxE

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emissions. Water can be introduced in a variety of ways: direct water injection

, fumigation into the intake air, or emulsified with the fuel. Unmodified engines can use emulsified fuel if the injection systems can handle the extra volume. Other systems require major redesign to include separate water supply tanks, injection lines, fuel pumps, injectors, etc. Generally, a 1 percent increase in water equates to a 1 percent decrease in NOx emissions. However, HC and CO emissions ma y increase using water injecti on strategies. (DieselNet, 2006 )

Exhaust Gas Recirculation

Exhaust gas recirculation (EGR) lowers combustion temperatures thereby reducing NOx

formation . EGR displaces some of the engine’s intake air with inert materials, w hich dilute the mixture in the cylinder and absorb heat. P M in the exhaust has the potential to be a source of problems with EGR, including accelerated wear in the engine and turbocharger and deposition on the engine intake system, which can decrease the effectiveness of the turbocharger and/or aftercooler. By reducing combustion temperatures and available air for combustion, EGR may cause incomplete combustion, increases in HC

, CO

, and PM emissions, and decrease fuel economy. ( DieselNet, 2006)

NOx Adsor ber

NOx adsorbers utilize materials which store NOx under engine lean conditions

, then release and catalytic al ly reduce the stored NOx under engine rich conditions.

The process entails oxidation of NO to NO 2 , usually using a platinum

- based catalyst, th en oxidizing it again and storing it as a meta l lic nitrate on the catalyst surface. The most common storage component is barium carbonate (BaCO 3 ), which can store NO 2 as barium nitrate (Ba(NO 3 ) 2 ) while releasing CO 2

.

The NOx adsorber is regenerated by o perating for a brief period in an engine rich condition. NOx

is released and subsequently reduced by precious metal catalysts just as a three

- way catalyst does today on modern automobiles. NOx reductions can be in excess of 90 percent if the catalyst is well matched to the exhaust temperature profile. (EPA , 2004)

There are also diesel fuel reformers available that regenerate and desulfinate the NOx adsorption catalyst. The process consists of an electrically generated plasma and a noble metal catalyst that converts a diesel/air mixture into a hydrogen rich gas

. Based on the partial oxidation proces s, carbon atoms from the fuel are oxidized to CO and the hydrogen is released as hydrogen molecules. This hydrogen rich diesel reformate provides a reducing atmosphere, improves NOx adsorption and catalyst regeneration, reduces the temperature at which desulfation occurs, and reduces the fuel penalty

. ( Bromberg, 2003)E

- 6

Lean NOx

Catalyst

Lean NOx

catalysts reduce nitrogen oxides through selective catalytic r eaction with hydrocarbons. NOx conversion is usually limited to about 10

- 20 percent due to the relatively low concentrations of hydrocarbons in diesel exhaust. In active lean NOx

catalysts, where diesel fuel is injected upstream of the catalyst, NOx

conv ersions of up to 50

- 60 percent are possible. Conversion rates are dependent on exhaust temperatures. (DieselNet, 2006 a)

Engine Design Modification

There are a number of engine modifications that can be employed, generally at the time of an engine rebuil d, to reduce emissions. Two examples of engine design modifications that reduce PM emissions are a diesel engine reengineering kit produced by Clean Cam Technology (Clean Cam) and the ECOTIP Superstack Fuel Injectors (ECOTIP) distributed by Interstate Die sel.

Clean Cam consists of specific engine retrofit components, including a proprietary camshaft. The product reduces NOx emissions by increasing the volume of exhaust gas that remains in the combustion chamber after the power stroke. Within the combus tion chamber, the residual exhaust gas absorbs heat and reduces the peak combustion temperature, which results in lower NOx emissions. The injection timing can then be adjusted (i.e., advanced) to maximize the diesel PM emission reductions or it c an be va ried to achieve the desired balance of NOx and PM. The Clean Cam reduced diesel PM and NOx emissions from eleven pre

- 1993 and four 1994

- 2000 models of two

- stroke d iesel

fueled engines manufactured by Detroit Diesel Corporation (DDC). The ARB has
pre

- cert ified Clean Cam technology. Clean Cam’s Version 2 of the camshaft kit can reduce NOx

emissions up to 10 percent beyond the U.S. EPA’s Tier 2 Off

- road engine NOx

emission standards and can reduce PM emissions by 75 percent beyond the U.S. EPA’s Tier 2 Off

- road engine PM emission standards, depending on the engine’s horsepower rating.

Interstate Diesel takes a different approach with the ECOTIP Superstack Fuel Injectors to reduce emissions from existing engines. This product has been shown to reduce diesel PM emissions from engines manufactured by Electro

- Motive Division (EMD). The product consists of a fuel injector with a reduced sac [DEFINE SAC ] volume and a more consistent fuel injection pressure, compared to average engines. The product improves com bustion and reduces diesel PM emissions by minimizing the amount of fuel that drips into the combustion chamber at the end of the fuel injection cycle. The ECOTIP fuel injectors can provide a 2 to 3 percent fuel savings, depending on engine load. The man ufacturer states that the overall diesel PM emission reduction can be up to 44 percent. The product is commercially available and has been in stalled on diesel generator plants, locomotives

, and tugboats . ( Interstate Diesel

, 2006)E

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Injection timing retarda tion

Retarding the injection timing has been used for decades for reducing NOx

. The effect of injection retardation is to reduce the maximum combustion pressure and hence temperature. A reduction of up to 30 percent can be achieved by this technique howe ver, a penalty of up to 5 percent in standard fuel consumption results, as the engine efficiency is reduced. Increase in injection pressure is used in conjunction with injection timing retard to maintain fuel consumption. Another modification that is use d when implementing this strategy is a

m odification of the engine’s c ompression ratio

. Cleaner Diesel Fuels, Alternative Diesel Fuels, and Alternative Fuels

Diesel PM emission reductions can also be achieved through the use of cleaner diesel fuels, alter native diesel fuels, or alternative fuels (e.g., compressed natural gas). S ome marine vessel owner /operators have explored the use of alternative diesel

- fuels with some success and others have tried using compressed natural gas, however, there are some li mitati ons when using alternative diesel fuels and alternative fuels. Below we describe some fuel options for marine engines.

Alternative Diesel Fuels

Alternative diesel fuel can be used in a diesel engine without requiring engine or fuel system modifica tions for the engine to operate, although minor modifications (e.g., recalibration of the engine fuel control) may enhance performance. Examples of alternative diesel fuels include biodiesel, emulsified fuels, Fischer

Tropsch fuels, or a blend of these fu els with CARB d iesel fuel. A detailed discussion of these fuels is provided in the Diesel Risk Reduction Plan. (ARB, 2000) These alternatives may result in significant benefits for higher

- emitting applications . Synthetic or alternative diesel fuels may also prove to be part of the preferred control strategy for diesel

- fueled engines that would otherwise expose people to relatively high risk, or where control retrofit options are very expensive or difficult to implement. The impacts these fuels can have on emissions from diesel

- fueled engines can vary . There has not been significant penetration of these fuels into commercial marine engine applications , however biodiesel is being used with some success in some ferries and recreational boats

. (von Wedel, 1999; Biodiesel.org, 2006)

Alternative Fuels

Alternative fuels may

be an option to reduce emissions from diesel engines, but use of these fuels in marine applications is not as prevalent as in land

- based applications. Use of alternative fuels i n marin e vessels presents a variety of safety issues that the U.S. Coast Guard must address before vessels can be converted such they can use alternative fuels. The passenger ferry James C. Echols in Norfolk, Virginia was converted from diesel to compressed natu ral gasE

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(CNG) fueled twin Caterpillar 3406_G natural gas engines in 1995 and was emissions tested in 2002. The natural gas engines ran richer than optimum

, and adjustments to the fuel

- air ratio resulted in a reduction in power. (Wilcox, 2000; Thompson, 2 002) The concept of using v ent gas from the b oil

- off of liquefied natural gas (LNG) carriers to fuel propulsion and auxiliary engines has been employed in a Gulf Coast shrimp boat by converting the engines to use CNG

. LNG is bunkered and converted to CNG fuel through boil

- off before use

. (Wilcox

, - 2000; Acker, 1989)

Repowering

Repowering (i.e., replacing the engine) can be a viable and cost

- effective way to reduce emissions when compared to the o lder

, uncontrolled diesel engines they replace

. Heavy

- dut y diesel engines currently being manufactured are significantly cleaner than those built just a short time ago and can provide significant NOx

and PM benefits c ompared to an older engine. (Diesel, 200 2a )

The Carl Moyer Memorial Air Quality Standards Atta inment Program

Repowering harbor craft has been on

- going throughout the state under the auspices of California’s Carl Moyer Memorial Air Quality Standards Attainment Program (Moyer) for eight years. As of fiscal year 2003

- 2004, more than 450 engines hav

e been replaced in approximately 300 harbor craft. The types of vessels that have participated in Moyer are representative of all types of harbor craft; ferries and excursion vessels, tugboats, towboats, commercial fishing vessels, charter fishing vessels , and other s

. Moyer provides funds for the incremental cost of cleaner

- than

- required engines and equipment which result in significant near

- term reductions in NOx and PM emissions. Marine vessel repowers in Moyer are required to achieve a minimum of a 15 percent reduction in NOx emissions to be eligible for funding. The average engine replacement cost was approximately $100,000 and the average Moyer contribution per engine was approximately $54,000. Emission reductions from marine vessels achieved throu gh Moyer in the first seven years totaled 1,250 tons per year of NOx and 75 tons per year of PM at a NOx

- weighted average cost effectiveness of $1,800 per ton. (ARB, 200 6 )

Fuel Cells

Fuel cells have captured worldwide attention as a clean power source an d have generated interest and enthusiasm among industry, enviromentalists, and consumers. In principle, a fuel cell operates like a battery. A fuel cell converts chemical energy directly into electricity by combining oxygen from the air with hydrogen gas . However, unlike a battery, a fuel cell does not run down or require recharging. It will produce electricity as long as fuel, in the form ofE

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hydrogen, is supplied. Fuel cells have been a reliable power source for many years.

There have been some limit ed applications of fuel cell technologies on marine vessels. Fuel cells on marine vessels have operated for several years as an auxiliary power source. In the summer of 2002, adventurer Kenichi Horie sailed Malt’s Mermaid III

across the Pacific Ocean and derived on

- board electricity from a 30

- watt direct methanol fuel cell made by Yuasa. In November 2002, a 300 watt fuel cell provided auxiliary power for the Branec III in the Route du Rhum yacht race across the Atlantic Ocean from France to Mexico. (Crop per, 2004)

In October 2003, MTU Friedrichshafen and Ballard Power Systems built a 12 meter yacht propelled by a 20 kilowatt (kW) battery/fuel cell system. The compressed hydrogen fuelled yacht has a range of 225 kilometers (km) at 6 kilometers per hour ( km/hr) or 25 km at 12 km/hr. (Cropper, 2004)

Also in 2003, a 30

- foot, 22 passenger, 6 kW Anuvu fuel cell

- powered Duffy Electric Boat, Inc.’s DH30 water taxi was test run in Newport Harbor. The fuel cell extended the operating time of the 15 kW electric m otor launch by 6 hours at about 5.5 miles per hour. Aqueous sodium borohydrate (15 percent by weight) was used to generate saturated hydrogen, which does not degrade the proton exchange membrane. The byproducts are water and borate, which is returned to the manufacturer to be reprocessed to sodium borohydrate. The sodium borohydrate was manufactured by a pharmaceutical company and was expensive. The project was not economically viable, but it demonstrated a fuel cell boat could function. (Seaworthy, 20 03; CCDoTT, 2003; Seaworthy, 2006)

The San Francisco Bay Area Water Transit Authority (WTA) has plans to build a vessel with a fuel cell

- powered auxiliary engine as one element of an Eco

Friendly Power System. That vessel is still in the planning stages. (WTA, 200 3 )

In

- Use Experience with Diesel PM and NOx Emission Control Strategies on Harbor Craft

Demonstration Projects:

There have been a number of demonstration projects nationwide funded primarily through public agencies to implement installation of aftermarket emission controls for harbor craft. The alternative emission control strategies used in these demonstration projects represent the range of choices a harbor craft owner/operator has when deciding whether to use an after

- treatment devices to r educe emissions from their vessel. Brief discussions of some of these demonstration projects are presented below.E

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Diesel Particulate Filters

U.S. Navy Workboat

In 2006, one of two early 1970 ’s two

- stroke Detroit Diesel Corporation (DDC) 12V

- 71 400 hors epower engines on a U.S. Navy workboat operating in the Suisun Bay

was rebuilt . The port engine was rebuilt with Clean Cam Technology S ystem (CCTS)

, The CCTS engine rebuild replaces the original cam shaft, updates the cylinder liner configuration, and add s a turbocharger to the engine

. This rebuild kit is made to reduce NOx and PM emissions from a variety of DDC engines during the normal rebuild cycle

.

In addition to the engine rebuild , a Rypos active diesel particulate filter replaced the traditional exhaust muffler. The Rypos di e sel particulate filter ( DPF ) consists of a filter housing, electrical control circuit, and filter cartridges

. The Rypos system does not rely on high exhaust gas temperatures for filter regeneration; instead a controller mon itors pressure, initiating regeneration when needed. The filters are made of sintered metal, which can be heated electrically for filter regeneration.

T he preliminary emissions tests results for each diesel emission control strategy and combined are as f ollows . The rebuilt CCTS engine reduced PM emissions by over 30 percent and NOx by approximately 70 percent. The Rypos filter achieved a reduction of PM of approximately 70 percent and a small reduction of NOx . Used together, the CCT S and Rypos active D PF achieved over 80 percent reduction of PM and over 70 percent reduction of NOx . Durability testing of the system was completed in late 2006. To date, we have not received the results of those tests.

Selective Catalytic Reduction

Vallejo Ferry

In 200 4, the City of Vallejo, California

, launched the M/V Solano, a low emissions ferry utilizing urea

- based selective catalytic reduction (SCR) made by Steuler GmBH. This ferry is part of the Vallejo Baylink passenger ferry system, which services Vallejo and the North San Francisco Bay. The ferry has two MTU/DDC 16V

- 4000 engines with rated power of 3100 hp each. The SCR system is designed to reduce NOx by 57 percent. (Baylink, 2006; MARAD, 2003)

In July of 2007, BayLink was experiencing an increase in engi ne problem alarms. BayLink staff inspected the engines and the SCR unit. They found that a number of the engines in the starboard unit were showing excessive wear. They also examined the starboard SCR unit and found extensive damage. The damage to the SCR unit included corrosion, heat impacts, and mechanical impacts. TheE

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BayLink staff have published a report and continue to look into the potential reasons for the damage to the engine and the SCR unit. (BayLink, 2007)

Staten Island Ferry

Staten Isla nd Ferry (M/V Alice Austen) was retrofitted with selective catalytic reduction and a diesel oxidation catalyst in 2004. The ferry is propelled by two Caterpillar 3516 1,550 horsepower main engines. The system reduces NOx by 50 percent

as well as PM by 25 percent . With adjustments to temperature thresholds and one of the main engines rebuilt, the anticipated NOx reduction is about 70 percent. (Bradley, 2006)

The Alice Austen has been operating with SCR since 2005. The vessel is in service during the ni ght runs of the Staten Island Ferry system (9 p.m. to 5 a.m.). A complete circuit of the route the vessel is assigned to takes about an hour. The vessel idles for about 15 minutes during passenger off

- and on

- loading, makes a twenty minute run to the rou te’s destination, idles for 15 minutes to off

load and on

- load passengers, and makes a twenty minute run back to its point of origin. To date, there have been no problems with the SCR system.

San Francisco Bay Area Water Transit Authority (WTA) Ferry

WT A is planning to build two new 149 passenger ferries to be put into service in late 2008 which will include exhaust aftertreatment to reduce NOx emissions by at least 85 percent beyond Tier 2 standards. The ferries are being designed to incorporate a comp act SCR system coupled with an oxidation catalyst with the 1410 hp Detroit Diesel propulsion engines. The inclusion of the aftertreatment system will require about six feet to be added to the vessel’s overall length. The system was derived from one that has been used on other mobile equipment. The ferries’ design includes a dry exhaust with a high exhaust stack. (WTA, 2006)

Hybrid Systems

Foss Tug b oat

The Foss Tug Company of Seattle, Washington recently “laid keel” on a Dolphin class hybrid tugboat. The tugboat will be a stern drive vessel used primarily for harbor assist services. The tugboat’s electric drive units will be powered by batteries coupled with diesel

- fueled generators. The vessel’s engine room will be modified to accommodate two 670 horsepower battery packs and two 335 horsepower generators. Although the main engines will have lower horsepower than those found in the existing Dolphin class tugboats (5000 hp), the total horsepower of the hybrid tugboat will be equal to that of the exi sting Dolphin class tugboats.E

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Foss anticipates a number of benefits from the use of hybrid technology. These benefits include over a 40 percent reduc tion in emissions of PM and NOx , lower fuel consumption, and a reduction in the noise associated with the operation of the vessel. It is anticipated that the vessel will begin operations in 2008.

Humid Air Injection

SCX Ferries, Inc and MARAD tested the emission reduction potential of an air humidification system on a hydrofoil ferry , WaveRider, in San Di ego, California. The ferry is powered by four high

- speed Detroit Diesel 12V92 engines, each rated at 1050 hp at 2300 rpm, driving two water jets. They installed a water injection (fumigation) system to reduce NOx by reducing peak combustion temperatures. The system was able to reduce NOx by about 16 percent

. (MARAD, 2003)E

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References

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. 23, No. 2, 33

- 39; 1989.

(Allansson, 2000)

- DPF

(ARB, 2002) California Air Resources Board. Staff Report: Initial Statement of Reasons Proposed Regulation for Verification Procedure for In

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(ARB

, 2006 ) Joseph Calavita, California Air Resources Board. Personal communication. October 5

- 6, 2006.

(Baylink, 2006) Martin Robbins, Baylink Ferry. Personal communication. October 24, 2006. [ print e

- mail]

(Baylink, 2007) SCR Project

- M/V Solano, June 30, 2007.

(Biodiesel.org, 2006) “Easier on the Marine Environment.” biodiesel.org http://www.biodiesel.org/markets/mar/ Date accessed: November 1, 2006.

(Bradley, 2006) M.J. Br adley and Associates. Staten Island Ferry: Alice Austen Vessel SCR Demonstration Project Final Report. August 2006.

(Bromberg 2003) Bromberg, L., et al. “Hydrogen generation from plasmatron reformers: A promising technology for NOx adsorber regenera tion and other automotive applications.” Diesel Engine Emission Reduction Workshop. Newport, RI Aug 24

- 28, 2003.

(CCDoTT, 2003) Center for the Commercial Deployment of Transportation Technologies, California State University, Long Beach Foundation. “O n Demand Hydrogen Generating System: Phase II

— System Demonstration.” September 30, 2003. ftp://www.foundation.csulb.edu/CCDoTT/Deliverables/2002/tas k%202.25/task_2. 25_6_FY02.pdf Date accessed: November 1, 2006.

(Cropper, 2004) Cropper

, Mark

. “Fuel cells in ocean

- going yachts.” Fuel Cell Today. March

5, 2004

. http://me.queensu.ca/courses/MECH430/Assets/Files/General%20Interest/Fuel% 20Cells%20In%20Yachts%20March%202004.pdf Date accessed October 25, 2006.

(DieselNet, 2002) DieselNet. Technology G uide: Diesel Oxidati on Catalyst. http://www.dieselnet.com ; 2002.E

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(DieselNet, 2002a) DieselNet. http://dieselnet.com/tech/engine_adv.html

(DieselNet, 2006 ) DieselNet. DieselNet Technology Guide. Engine Design for Low Emissions: Water in Diesel Combustion

. http://www.dieselnet.com/tech/engine_water.html ; September 29, 2006

. (DieselNet, 2006a) DieselNet, DieselNet Technology Guide. Diesel Emission Control. http://www.dieselnet.com/tech/engine_control.html ; September 29, 2006.

(EPA, 2004) EPA, Final Regulatory Analysis: Control of Emissions from Nonroad Diesel Engines Chapter 4 ; May, 2004. EPA420

- R

- 04

- 007

(Interstate Diesel, 2006) Lee Arkus, Interstate Diesel

– McBee. Personal Communication. October 20, 2006.

(Kendall, 2002/2003) Kendall, Tom; Johnson Matthey. Platinum 2002 http://www.platinum.matthey.com/publications/1051543656.html ; Platinum 2003

, http://www.platinum.matthey.com/publications/1059138410.html ; May 2002 and May 2003.

(Khai r, 1999) Khair, Magdi, Dale L. McKinnon Performance Evaluation of Advanced Emission Control Technologies for Diesel Heavy

- Duty Engines, SAE 1999

- 01

- 3564; 1999.

(MARAD, 2003) U.S. Department of Transportation Maritime Administration Office of Shipbuilding and Marine Technology. Energy Technologies. Newsletter No. 04 ; Winter 2003

- 2004. http://www.marad.dot.gov/nmrec/energy_technologies/images/ETNo4Winter0304 .htm August 9, 2006.

(Seaworthy, 2003) “Fuel Cell Boat Tested in Newport, California Harbor; Millennium Cell, Seaworthy, Duffy Boat and Anuvu Demonstration Takes to the Water.” Business Wire . August 21, 2003.

(Seaworthy, 2006) Marty Toyen. Seaworthy Sy stems. Personal communication. October 27, 2006.

(Thompson, 2002) Thompson, Gregory J., et al. “Evaluation of Exhaust Emissions from Elizabeth River Ferries: Final Report.” Department of Mechanical and Aerospace Engineering, West Virginia University . Morgantown, WV July 2002. http://cafee.wvu.edu/Assets/Documents/Report%20

- %20Evaluation%20of%20Exhaust%20E missions%20from%20Elizabeth%20Rive r%20Ferries.pdf

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