DG TREN Particulates Consortium Draft minutes of Plenary Meeting held at CONCAWE’s Offices, 27-28 January 2003
LIST OF PARTICIPANTS
Present Andy Feest AEA Technology Claes de Serves MTC AB Anders Christensen Stockholm University Roger Westerholm Stockholm University Stefan Hausberger Technical University, Graz Pirita Mikkanen Dekati Zissis Samaras University of Thessaloniki - LAT Leonidas Ntziachristos University of Thessaloniki - LAT Martin Mohr EMPA Urban Wass Volvo Anne-Marie Rydstrom Volvo Tim Benham Volvo Paivi Aakko VTT Rainer Vogt Ford Volker Scheer (day 2 only) Ford Jorma Keskinen Technical University Tampere Paul Boulter Transport Research Laboratory David Kittelson University of Minnesota Theodor Sams AVL George Tsotridis JRC-IAM-Petten Fernando Ferreira DG TREN Laurent Forti IFP Ghislaine Lacroix INERIS Didier Pillot INRETS Neville Thompson CONCAWE Diane Hall CONCAWE/BP Richard Stradling CONCAWE/Shell Les White Les White Associates
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1 1. Introduction
CONCAWE welcomed the participants to this 4th plenary session of the Particulates Consortium. LAT introduced the agenda which was approved (Attachment 1).
2. Administrative Issues/Summary of the Management Report
Zissis Samaras provided a review of the meetings which had been held since the last plenary session in February 2002. On May 17th, a Coordinators’ meeting was held at EMPA, which was also considered to provide the formal mid-term review of the project. The round robin exercise was reviewed. While this became mainly a learning exercise for the laboratories involved, it also demonstrated the capability of the developed sampling and measurement system. The Coordination Team considered whether any changes to the WP300 sampling and measurement protocol should be made as a result of the round robin results, and eventually decided to proceed with the protocol as used in the round robin. Significant improvements could be expected in the work for WP500, in view of the experience gained in the round robin.
In October 2002 a heavy duty experts’ meeting was held at AVL Graz, where the application to heavy duty engine/vehicle testing was reviewed, including review of the HD pre-test carried out by TUG in October 2001 (Report issued 16/10/2002). Further clarification on the HD test matrix and the data summary sheets was also achieved in this meeting.
In addition, a number of bi-lateral meetings were held in order to clarify issues on the sampling and measurement protocol. For example, LAT visited Shell and INRETS, INRETS visited EMPA. Deliverable 3, the sampling and measurement protocol, has been issued, as have Deliverable 7, roadside measurements and Deliverable 8, non-exhaust particulates. Deliverable 6 was modified to become the report of the round robin test. Deliverable 9 has been deferred in view of the need for input from WP500 and WP600. Work on Deliverable 10, methodology and data-file, is well advanced and subject to further refinement at this meeting. Deliverables 11-15 can only be produced when the results from WP500 become available.
LAT concluded that the project remains about 6 months behind schedule. This is not surprising in view of the complexity in the definition of the measurement protocol. Nevertheless, a large body of data is now being generated and time is needed to analyse and report the results. LAT had requested a 6 month extension of the project in October 2002, without additional budget. At that time, DG TREN looked favourably on the request, but have not yet formally agreed.
Mr Ferreira from DG TREN (Technical Officer responsible for Artemis and Particulates projects) said that an extension could be possible, but must now be done quickly. He understood that there are interesting technical learnings from the project, which must be analysed and reported. He commented that he was pleased to have the opportunity to attend the meeting to meet the partners and receive an update on the status of the work. The action was left to LAT and DG TREN to pursue the extension.
Action PL4/0 Formalise the 6 month extension to the project Z. Samaras, F. Ferreira
LAT explained some other changes to the Consortium membership: AEAT had sold its engine & emissions business to Tecnovex Holdings, subsequently established as EMSTEC, MTC have been taken over by AVL, and Ford have recently joined the project.
The introduction of Ford to the project is intended to provide a first step, real world validation of the “Particulates” measurement system by carrying out some chase studies in which Ford have experience.
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2 3. Ford Presentation
Rainer Vogt presented some of Ford’s experience with on-the-road chase studies and their plans for work for the consortium (Attachment 2).
They plan to test the VW Golf (Euro-3) which was tested by CONCAWE. They will test both on the dyno (NEDC & 3SS) and on-the-road, using the D-2 fuel (300 ppm S). The consortium welcomed the introduction of some chase studies into the programme but highlighted the potential uncertainties with different real world sampling conditions. It was suggested that checks of on-the- road temperatures and vehicle loading (via fuel consumption or CO2 measurements) would be useful.
Action PL4/0 Supply the VW Golf & D-2 fuel to Ford Shell
Action PL4/0 Assist Ford with Particulates measurement set-up LAT
4. Presentations of Work Status by each Partner
4.1. Heavy Duty
4.1.1. TUG
TUG provided an update on the HD pre-test carried out in 4Q 2001 (report available October 2002). This had provided useful learning for the setting up of the system and demonstrated that the Particulate System could be used with heavy duty engines. TUG suggested that they seemed to be seeing a nucleation mode in the ELPI measurements. Dekati explained that this is most likely a calculation issue and offered to check the data.
Action PL4/0 Dekati to review TUG’s ELPI data P. Mikkanen
Another issue arising from the report was what to do with the TEM photographs.
Action PL4/0 Interested parties to review the TEM photographs All
TUG had just completed their second vehicle and had one left to test (Attachment 3). They experienced problems with CPC overflow in their second vehicle test. Additional dilution is needed to avoid overflow.
4.1.2. AVL
AVL had just completed testing of 3 engines, Euro-3, prototype Euro-4 with EGR/CRT and prototype Euro-5 with SCR/Urea, using a range of fuels. They are currently in the data validation/analysis stage. They highlighted the importance of having the final summary sheets agreed in order to avoid duplication of effort. They also highlighted that the programme was more expensive than they had forecast. Similarly to TUG, AVL had not used the DGI and experienced CPC overflow in some cases on the Euro-3 engine test. They had used a Diffusion Charger only on the Euro-4 and Euro-5 engines. Otherwise they used the complete particulates measurement system, complemented by additional measurements by DDMPS and TrDMPS (Attachment 4).
4.1.3. Volvo
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3 Volvo had completed the first of their engine tests (Attachment 5). They had needed a very high dilution ratio to bring their CPC into range and had used two different ELPIs which did not correlate. They also experienced problems with unstable dilution ratios at steady-state operation. They requested extension or modification to their programme in view of the length of time taken for the tests and time pressures at their facilities. After discussion, they agreed to complete the programme as previously agreed.
4.1.4. VTT
VTT had completed testing on two engines with and without after-treatment systems ( Attachment 6). This testing had proved more extensive than originally planned and VTT are now unlikely to have sufficient budget to run the tests they planned to carry out on city buses. The Consortium could not press them on this, as VTT had joined the project late and are contributing entirely on their own budget.
4.2. Light Duty Vehicles
4.2.1. EMPA
EMPA had completed testing of 3 gasoline vehicles and 2 diesel vehicles at standard temperature, -7°C and -20°C, as planned (Attachment 7). The diesel vehicles had been run with diesel fuel, D-4 as planned but the gasoline vehicles were all tested on the Artemis (33 ppm S) fuel. The Artemis ACU cycle was included as an additional test cycle in the EMPA work. Only limited results were presented as EMPA are in the early stages of analysis. They had not yet used the particulates data sheets supplied by LAT.
4.2.2. IFP
IFP’s test programme was due to start end January 2003 and be complete by April ( Attachment 8). They have identified 4 vehicles for evaluation: 2 gasoline cars – Renault Megane 1.6l MPI and Citroën C5 DISI, and 2 diesel cars – VW Golf 1.9 TDi and Peugeot 307 2.0l HDi with particulate filter. They will use their own manufactured primary diluter, which should be equivalent to the Dekati system. They no longer have access to the advanced vehicle with a PM and NOx trap and proposed to drop this from the programme. They also proposed to do single tests on most fuels, only carrying out repeat tests on one diesel fuel and one gasoline. It was pointed out that this would not provide a sufficient measure of precision or fuel effects. IFP also presented their procedure to test DPF equipped cars.
Action PL4/0 IFP to review how to fit repeat tests into their schedule L. Forti
4.2.3. CONCAWE
Shell presented the test work being carried out in their lab. on behalf of CONCAWE (Attachments 9 & 10). Work on 2 diesel vehicles is completed and work on the 2 gasoline cars is now starting. On the diesel vehicles, an additional fuel, D-6 (also in the AVL programme) has been included – this is another 300 ppm S fuel, but with higher aromatics than the D2-D4 set, to check the influence of wider fuel composition. The data from the first car had been analysed and was presented based on the summary spreadsheet ( Attachment 10). This showed the facility to use drop-down menus to easily view the range of emissions plots by vehicle, fuel, test cycle. It is useful in order to get an engineering understanding of the data prior to statistical analysis.
The analytical data for the fuels D1 to D5 diesels and G1 to G3 gasolines have been submitted to LAT and are available on the Consortium Website.
4.2.4. MTC
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4 MTC summarised the tests being carried out in their laboratory ( Attachment 11). They were not yet in a position to show results but highlighted the status on their testing, which was fairly well to plan. They also highlighted problems with budget over-runs. They had one diesel car still to be identified. Their heavy duty natural gas engine test was not yet scheduled. These will be included and all of their tests should be complete by end 1Q 2003. MTC are also working closely with Stockholm University regarding PAH analysis on size segregated particulates.
4.2.5. INRETS
INRETS have a major part of the light duty vehicle testing, in relation to generation of emissions factors, and should screen some 15 vehicles (6 gasoline and 9 diesel, Euro-1 to Euro-3) on year 2000 gasoline and diesel fuels. Unfortunately, they do not yet have the measurement set-up in place. They are missing a CPC as well as some ancillary equipment and unless the measurement set-up is complete soon, they will not be able to complete their test contribution in time. Even with the extension, all testing should be completed by latest end May if it is to be analysed and included in the final report.
Action PL4/0 INRETS to confirm before the end of February what additional equipment they need and advise when they can start to test D. Pillot
Others to see if they can help with equipment All
4.2.6. EMSTEC
Largely due to reorganisations, EMSTEC have serious problems to fulfil their test commitments. So far they have started work on the oil effects testing, but using a different measurement system ( Attachment 12). They do not have the particulates measurement set-up available and have real problems to test the other vehicles they promised. After the meeting, EMSTEC have suggested to withdraw from the contract at the end of year 2, and allow distribution of funds to other partners to cover the lost testing.
Action PL4/0 Consider how to shift resources to cover the lost tests Coordination Team
4.2.7. VKA
Not present at the meeting.
4.2.8. LAT
LAT’s plans are more or less as forecast ( Attachment 13). They have completed one trap- equipped vehicle with several additives and a special trap protocol to assess the regeneration emissions. This will be repeated with a second trap. They have used the particulates system on other vehicles, including 2-wheelers which can also be brought into the Particulates analysis. They have not yet started their standard vehicle test commitment, as they were holding back in order to fill gaps in the final matrix. This work will be started soon and will be completed in time for inclusion in the report.
4.3. Other Issues
4.3.1. Stockholm University
Stockholm University have demonstrated their ability to determine PAH in diesel particulates ( Attachment 14). They have committed to carry out some 250 filter measurements for the
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5 consortium (over and above the special size segregated PAH measurements being done with MTC). Several partners have sent filters to SU but a detailed measurement plan has not been defined. The issue of shipment and blanks was raised. Filters should be shipped refrigerated as per the test protocol (Deliverable 5). Blank samples have been requested – these are intended to be tunnel blanks, rather than simply blank filters. Some labs did not have these available. Diane Hall pointed out that tunnel blanks can vary greatly depending on the previous fuel/vehicle tested.
Action PL4/0 Based on the overall measurement matrix, define a suitable PAH/filter test schedule within the 250 test commitment Roger Westerholm, Anders Christensen, Neville Thompson
4.3.2. JRC
JRC gave an update on their capabilities for measuring metals in particulates ( Attachment 15). They are able to measure ca. 25 filters for the consortium. This should be a sub-set of the PAH test matrix.
Action PL4/0 Define the matrix of filters which should be tested G. Tsotridis, Neville Thompson
4.3.3. TUG
TUG have carried out a number of tunnel studies to assess the evolution of particulates (Deliverable 7).
4.3.4. TRL
TRL have carried out measurements on non-exhaust particulates (Deliverable 8).
4.3.5. INERIS
INERIS will update the health effects section for inclusion in the final report. They will also contribute to the identification of metals to be measured by JRC.
5. Use of spreadsheets and experience so far
Few labs had seriously used the raw data spreadsheets provided by LAT. It was agreed that it is necessary to fill these out, so that all data is available in a common format. It is also important to finalise the “summary sheets” as labs do not want to replicate work in filling these out twice. Once the summary sheets are final, LAT will produce a macro to calculate the final data and transfer from the raw data sheets to the summary sheets.
6. Summary of experience so far
Following the presentations of the partners, CONCAWE updated the measurement schedule with the latest position ( Attachment 16). From this, it is clear that:
- The INRETS contribution is important to the range of LDVs tested - Euro-0 cars are needed (LAT?) - City buses would be missing due to the change in VTT plans - TUG agreed to transfer effort to test 2 city buses (1 diesel, 1 CNG) in place of their 3rd HDV.
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6 Action PL4/0 All partners to check the measurement schedule (Attachment 16), fill any gaps and inform Neville Thompson of any changes All
From the data collected so far, it is also clear that common methodologies are needed. Common raw data sheets, calculation methodologies and common summary sheets are essential. The summary sheets should facilitate rapid engineering assessment of the data, cf. Shell LDV sheets, as well as statistical analysis. This will be critical in view of the short time for analysis and reporting.
7. Data collection and Analysis (WP600)
Volvo presented an overview of their ideas on the process for WP600 ( Attachment 17). There was some discussion about the need for 2 or 3 levels of data files. LAT gave an explanation of the raw data sheets which had been circulated previously and demonstrated the calculation features. LAT highlighted a number of important calculation issues. Once the final summary sheets and detailed calculation questions are resolved, LAT will quickly produce a macro to calculate and transfer the data to the summary sheets.
The group then split into two parts, (1) to refine the summary sheets and (2) to look at the detailed calculation issues.
7.1. Data Summary Sheet Group
This group focussed on the summary sheets as identified in Stage 2 in Volvo’s methodology. There may be need for further slimming later, but at this stage the sheets should contain all of the data which is likely to need to be studied in order to complete the reports (i.e. to avoid going back to the raw data sheets). During the discussions, the HD and LD summary sheets were updated ( Attachments 18 & 19).
Action PL4/0 Tidy up the proposed data summary sheets and forward to LAT/Volvo to finalise the sheets (Done) Neville Thompson
7.2. Calculations Group
The calculations group resolved many of the issues on the calculation methodologies. They also had some further comments to the summary sheets. These comments should be reviewed by LAT, who should then finalise the summary sheets and produce the macros for the data transfer.
Action PL4/0 Finalise the data summary sheets and produce the macros for data transfer by 15/2/03 LAT
8. Remaining Deliverables and Final Report
Responsibilities for the remaining deliverables are clear, except for Deliverables 11 and 12. EMPA should be removed from Deliverable 11 and changed to be responsible for Deliverable 12, in place of AEAT. A small team will be put together, including LAT, LWA and those partners responsible for the deliverables, to shape some commonality in the reporting format, and speed up the final reporting process. It is clear that a fast track process will be needed in order to meet the extended deadline (30/9/03). Report writing should commence in parallel with data analysis and reports should be built up as new data becomes available. Nevertheless, data must be properly validated before analysis can be carried out. A schedule for the data validation, data analysis and report writing process was drafted ( Attachment 20).
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7 9. Overview of the final outcome of the CRC-43 programme
Dave Kittelson presented a selection of results from the CRC E-43 programme ( Attachment 21). Nucleation mode particles do occur in the real world but are highly sensitive to sampling and measurement conditions. Different types of nucleation mode particles appear to have been identified.
10. Final workshop on the project
LAT proposed that a final workshop should be held at the end of the project. This will be held adjacent to the 8th International Conference on Environmental Science & Technology in Greece in September 2003.
11. Any Other Business
There was no time for any other business to be discussed.
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8 Attachments
1. LAT Introduction
2. Ford
3. TUG
4. AVL
5. Volvo
6. VTT
7. EMPA
8. IFP
9. CONCAWE ppt
10. CONCAWE xls
11. MTC
12. EMSTEC (handout)
13. LAT
14. SU
15. JRC (slides)
16. CONCAWE WP500 schedule
17. Volvo WP600
18. CONCAWE LD Summary Sheet
19. CONCAWE HD Summary Sheet
20. LWA/LAT Data Analysis Process
21. DK presentation (CRC E43)
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