For Tier 4 interim, Caterpillar has developed a range of Clean Emissions Modules that
incorporate a DOC, DPF, active regeneration system, supporting cradle, air cleaner and
sensors and controls.
nonroad engines, clearly contrary to
the EPA intentions, will trigger tightening of emissions standards. The
DPF technology could be forced on all
engines by introducing a European-style particulate number (PN) emissions limit. Interest in regulating particle numbers in the U.S. may also be
triggered by gasoline direct-injected
(GDI) engines, known to produce high
PN emissions. The population of GDI
vehicles will be increasing, driven by
CO2 and fuel economy regulations
for light-duty vehicles. The first North
American PN emissions standard
has been included in the proposed
California LEV 3 program.
Emissions standards have also
been significantly tightened for the
largest, Category 3 (above 30 L per
cylinder) marine engines used in
oceangoing ships. Last December,
the EPA finalized Tier 2/3 marine
emissions standards that are harmo-
nized with the requirements by the
International Maritime Organization
(IMO). The most stringent Tier 3 stan-
dards, which require an 80% NOx
reduction from the current Tier 1
levels, are applicable within Emission
Control Areas (ECAs). An ECA has
been established by the IMO along
most of the U.S. and Canadian Coast
(the EPA has also applied to IMO
to establish a second ECA in the
Caribbean). The ECA designation
triggered a 0.1% fuel sulfur limit from
2015, and Tier 3 NOx limits from 2016.
The Tier 3 NOx limits will require NOx
control in oceangoing ships by tech-
nologies such as urea-SCR. The fuel
and emissions standards have also
stirred interest in using liquefied natu-
ral gas (LNG) for ship propulsion.
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