THE ROLE OF RETROFIT TECHNOLOGY IN REDUCING VEHICLE EMISSIONS

1. THE ROLE OF RETROFIT TECHNOLOGYIN REDUCING VEHICLE EMISSIONS MAY 2014 Dr RICHARD O’SULLIVAN COMMERCIAL DIRECTOR

2. OUTLINE • Introduction • Technical options for retrofit • Particulate filters • SCR systems for control of NOx • Combined PM and NOxreduction • Concluding remarks

3. INTRODUCTION • Johnson Matthey is a FTSE 100 global speciality chemicals company • Has provided catalyst aftertreatment to around one third of the cars meeting modern emissions standards, and to around two thirds of commercial vehicles • Has been involved with retrofitting vehicles in our cities for last 25 years after invention of the CRT®technology • Close partnership in Europe with Eminox • DPF successfully retrofitted to diesel vehicles for many years • 200,000 retrofit CRT®systems • SCR widely used to meet legislated limits on new vehicles but only available for commercial retrofit for last 5 years • 2,200 JM/Eminox SCR systems • Most in combination with CRT® technology – SCRT® system

4. INTRODUCTION - RETROFIT OPTIONS • Retrofit is modifying an existing vehicle after it has entered into service • Can be used to upgrade older vehicle fleet to give improved emissions performance • More cost effective than replacing fleet with new vehicles • Some vehicles are more suitable than others for retrofit in cities • Heavy duty vehicles good because have higher exhaust temperatures in congested urban environment • Buses can spend long periods of time operating in cities • Relatively high emitting vehicles • Bus lifetime approx. 75% longer than truck

5. DIESEL PARTICULATE FILTER (DPF) TECHNOLOGY

6. DIESEL PARTICULATE FILTER (DPF) REGENERATION • If soot is not removed from the DPF regularly: • Pressure can build up in the exhaust system which is bad for fuel consumption and can damage the engine • Under certain conditions the soot can ignite and lead to very high temperatures that can damage the filter • Two methods of removing soot (regeneration): • Active regeneration: • Used on new vehicles and is best achieved with injection timing/engine control • Difficult/complex/expensive to retrofit • Passive regeneration: • Needs to operate at above minimum exhaust temperatures • CRT® system is most common example

7. HOW A CRT® SYSTEM WORKS • Platinum based catalyst before filter generates NO2 from NO • NO2 reacts with carbon on filter at normal exhaust temps • Soot is continually removed from filter during normal vehicle operation • Has wider/more successful application than any other passive device • Increases level of tailpipe NO2

8. THE CRT® SYSTEM – NO2 ISSUES • A typical heavy duty engine produces NOx that contains 5% to 10% NO2 • A CRT® system that’s working properly will increase average NO2 levels at the tailpipe • Can lead to higher levels of NO2 at street level • Difficult to design out of simple CRT® system because needs to be reliable under worst case conditions • High mileage catalyst • Variable fuel quality • Low exhaust temperature cycles • Best way to reduce NO2 is to • decrease total NOx emitted

9. SCR SYSTEMS FOR CONTROL OF NOx

10. DPF SCR SYSTEM – DELIVERY OF UREA Urea Tank Wiring Loom

11. SCR OFTEN COMBINED WITH CRT® FILTER TO GIVE SCRT® SYSTEM Gives Control of PM, NOx, HC and CO

12. CONTROL OF SECONDARY EMISSIONS FROM SCRT® SYSTEM • SCR systems potentially convert high levels of exhaust NOx to nitrogen • Secondary emissions are an issue • Ammonia (NH3) from over injection of urea • Nitrogen dioxide (NO2) from pre-SCR CRT® system • Nitrous oxide (N2O) from too much NO2 or NH3 in system • Are minimised by catalyst selection, system design and control of urea injection TfL Criteria For SCRT® Retrofit Systems in London

13. EXAMPLE OF JM EMINOX RETROFIT SCRT® SYSTEM • Meets TfL requirements on range of bus models • 650 systems fitted in London • 2,200 systems working successfully in UK, Belgium, Sweden, Spain………

14. COMPARISON OF RETROFIT SCRT® SYSTEM OVER MLTB CYCLE EU III with retrofit SCRT® system gives similar emissions to EU VI over urban bus cycle and much better than EU V

15. CONCLUDING REMARKS • Retrofit DOC + Filter + SCR = SCRT® system developed for application to a range of EU III buses • This is same configuration of aftertreatment as on EU VI vehicles • This system has been optimised for buses operating in an urban environment and can take EU III bus to EU VI emissions level • Important secondary emissions are also controlled in TfL approved systems • This is a cost efficient way of improving fleet emissions • TfL model can be used elsewhere in UK as part of PM10 and NO2 reduction strategy