From Truckers News, June 2009
A letter to the editor from Rob Williams, Gresham, Ore.
I’m a veteran of more than 50 years in the trucking business, with 40 of those years spent as an owner-operator. Since I retired about two years ago, I have been testing the new 2010 Detroit Diesel with this “diesel fluid” tank, as you call it. We call it urea.
Though it is not classified as a hazardous material by the DOT and your source, Mr. Jim Spooner of Colonial Chemicals in New Jersey, says it is safe and inexpensive, you do a disservice to us all by not getting the facts right and taking one source as your proof.
The Material Safety Data Sheet provides the following guidelines for what to do if you come into contact with urea: Move to fresh air if inhaled and provide artificial respiration if needed; wash skin with soap and water, and if there is a rash contact physician right away; flush eyes immediately with water for 15 minutes. If it catches fire, it will burn a strong ammonia smell (carbon dioxide or carbon monoxide) — avoid breathing the fumes. Wear personal protective equipment, wear safety glasses and rubber gloves and use in a well-ventilated area. Toxic inhalation may cause respiratory tract problems, and it can be irritating to the eyes.
I personally had some of this stuff blow out of the plastic tank and onto the hot muffler, and the smell was so bad I began to stop breathing. I had to get out of the truck immediately the odor of ammonia was so strong. When filling the urea tanks if they spill over it must be cleaned up immediately or fluffy white foamy residue will form on the tanks, and you must wear safety glasses, rubber gloves and clothing protection when you fill up these tanks. I know; I have been doing this for two years, and it is not as safe as you want truckers to believe. So with all due respect, get your facts straight and retract what you said in Truckers News, or at least check it out and print a follow-up.
I will be looking for it. Many truckers are going to get sick, hurt or maybe even die if they are not trained on how to use this product. I am trained, and it’s not as easy as you try to make it out to be. It can be very dangerous even though DOT has not classified it as a hazmat product.
SUBJECT: Maker of liquid urea warns of consequences of improper storing or handling
We have been advising our customers that as they consider EGR versus SCR as an emissions strategy for 2010, they should be aware of the many challenges that the liquid urea used in SCR will impose on them.
A new white paper – distributed by the urea industry itself – confirms these challenges.
The attached paper, called “Successful Urea/Diesel Exhaust Fluid Handling, Storage and Dispensing,” was sponsored by a leading maker of liquid urea, a leading distributor and a leading maker of dispensing pumps.
The paper points out the very exacting standards that will be necessary in storing and handling liquid urea, in order to avoid malfunctions and equipment problems.
Here are just some of the white paper’s warnings (italics added):
• “Storage temperatures higher than 86° F will detrimentally affect urea concentration and below 12° F, DEF will begin to crystallize. Both of these circumstances could render the product out of specification and unfit for sale.” (page 7)
• “Product impurities can detrimentally affect the after-treatment systems’ performance and void vehicle warranty guarantees due to premature catalyst deactivation and/or fouling of prefilters and injector nozzles.” (page 5)
• “Injectors are very sensitive, making purity extremely important, as any un-dissolved material may clog filters or injectors. Additionally, dissolved material can result in premature SCR catalyst failure.” (page 6)
• “Premature failure will activate the on-board vehicle diagnostics systems, dramatically reducing vehicle performance.” (page 6)
As you consider which technology will best meet your 2010 needs — Advanced EGR, or liquid urea-based SCR – you need to be aware of all the problems and challenges posed by liquid urea.
Regards,
Mark Johnson
Marketing Communications Manager
Navistar, Inc.
Click on the following to download the White Paper. UREA_HANDLING_White_Paper_060909
IC Bus will meet 2010 EPA emissions requirements for oxides of nitrogen (NOx) with MaxxForce Advanced EGR (Exhaust Gas Recirculation).
As you may know, all on-highway diesel engines sold in the United States and Canada since 2007 use some form of EGR. EGR re-circulates NOx exhaust into the intake stream, where it displaces some of the normal intake. This slows and cools the combustion process, reducing NOx formation. MaxxForce Advanced EGR takes EGR even further, thanks to four unique technological innovations only offered in 2010 MaxxForce engines:
•· Next-generation fuel injection systems deliver fuel into the cylinders multiple times per cycle and at higher pressures. This means combustion takes place over a longer period and is more complete, resulting in creation of lower NOx.
•· Proprietary combustion bowl design combines with the higher fuel injection pressure to break the fuel up into a finer mist that is spread more evenly inside the cylinder. This results in a more complete and cleaner burn.
•· Advanced air management systems place an interstage cooler between dual turbochargers. This reduces air temperature going into the cylinders and allows more air to be packed into the large second-stage turbo for maximum power at high engine speeds. Combining these features with the increased EGR rate means the combustion in the cylinder occurs slower and at a lower temperature, generating less NOx.
•· Electronic calibration, supported by increases in computing power, replaces pre-programmed lookup tables and allows engine controllers to continuously calculate the optimum fuel-air mix for maximum power and efficiency.
The result of these innovations is an engine that treats NOx in-cylinder, and therefore requires no additional aftertreatment – and no extra burden on our customers.
Alternatively, our competitors will add an aftertreatment system based on SCR (Selective Catalytic Reduction) using urea fluid. SCR comes with the complication and cost of a new aftertreatment system and urea fluid maintenance and training.
IC Bus did not want to put the hassle of urea on bus operators’ shoulders. So, by using Advanced EGR, IC Bus takes the burden of compliance off customers with technology advancements that we have been working on for years. Because of these advancements, you can chose an IC Bus with a MaxxForce Advanced EGR engine and avoid dealing with the burdens of urea fluid-based SCR.
Bottom line: IC Bus thought about 2010 emissions so that you wouldn’t have to.
| Regards,John McKinney President IC Bus |
The truth is MaxxForce® Advanced EGR is the 2010 emissions compliant technology that is less cost, less hassle, better for the environment and takes the burden of compliance off of the bus customer. Yet, there are myths and misconceptions circulating in the marketplace that call into question those facts. Let’s clear the air with the truth.
SCR MYTH: SCR is greener.
ADVANCED EGR FACT: MaxxForce engines are greener. Navistar chose to make its engines cleaner than EPA emissions as early as 2004. So, Navistar has been making cleaner engines for years. Unfortunately, our competitors didn’t reduce their engine emissions as much as we did, so their engines have been putting out more emissions than ours, for years.
Additionally, because SCR engines can continue to run for periods of time without appropriate urea, SCR buses can pollute the environment in excess of EPA emissions requirements unless the urea tank is properly maintained or filled.
SCR MYTH: SCR will yield a 5% – 9% fuel economy advantage.
ADVANCED EGR FACT: This has not been proven or tested. Since IC Bus is the only bus manufacturer using an Advanced EGR engine for 2010, we would have had to loan our competitors a MaxxForce Advanced EGR engine for testing. Since we did not do that, this myth is completely unsupported.
Based on SAE fuel economy tests, our MaxxForce engines already enjoy a fuel economy advantage (by as much as 12.9%) over competitive engines today. So the competition has a lot of ground to make up with their coming 2010 engine designs just to get comparable to the fuel economy of our MaxxForce engines. And even if competitive engines did make up that ground, bus customers would still be left with the complexities of dealing with urea.
Additionally, even if SCR buses do have a fuel economy advantage, bus owners still have to consider their total cost of operations increase with SCR which will include urea purchase, handling, storage and maintenance, as well as driver and service technician training. All of this should be taken into account when considering any potential fuel economy advantage which is yet unproven.
SCR MYTH: SCR is proven.
ADVANCED EGR FACT: SCR is proven in Europe. European emission standards are not as strict as EPA 2010 so the hardware is not simply “plug and play” in North America.
Also, in Europe there is no governance for managing engine compliance when urea is not used. In other words, they use the honor system. Vehicles with no urea in Europe are completely drivable at full power. However, in North America, EPA 2010 guidelines regulate a vehicle’s drivable distance and speed when there is no urea in the system.
Keep in mind that SCR is unproven in North American road conditions and climates. As noted in the table above, average temperatures between the two continents vary significantly, so making an apples to apples comparison is inaccurate.
Alternatively, Advanced EGR is an evolution of the current technology that almost all North American engine manufacturers are using on the road today. You can count on knowing that MaxxForce Advanced EGR engines have been thoroughly tested and proven in North America.
SCR MYTH: An SCR bus will not shut down if the urea tank is empty.
ADVANCED EGR FACT: An SCR bus will not shut down, but it will derate to 5 mph after a period of time. With Advanced EGR engines you do not have to worry about a 5 mph derate. Ever. You are compliant when you turn the key. Period. With Advanced EGR, drivers do not have to worry about what to do with your passengers in a bus that will only travel at 5mph.
SCR MYTH: An SCR bus will maintain current service intervals.
ADVANCED EGR FACT: There is information to suggest that testers of of 2010 SCR systems in Canada have experienced an increase in service intervals. Reports claim that SCR test vehicles are being serviced more often to remove crystallized urea build-up on the doser nozzle. This is another example of how SCR components can create additional maintenance requirements.
SCR MYTH: Once derated and the urea tank is filled, full power of an SCR engine will resume.
ADVANCED EGR FACT: This depends on the engine manufacturer. Although the EPA does not appear to require a reset, it is our understanding that at least one engine manufacturer using SCR, will require an engine reset that can only be performed through a service call. With MaxxForce Advanced EGR engines you do not have to worry about a vehicle derate or engine reset — our engines are always 2010 compliant and all you have to do is turn the key.
SCR MYTH: DEF is expected to cost the same as diesel fuel.
ADVANCED EGR FACT: There is no evidence in the marketplace to support this. It’s too early for anyone to predict what the cost of urea will be in 2010 and beyond. We’ve seen containers of urea sell for around $12 per gallon in Europe and as high as $35 per gallon in America. And while some have claimed that prices will come down with bulk sales, early plans for bulk sales have been vague at best.
It is important to note that urea is subject to fluctuations in natural gas prices, which swing wildly. Buying urea in small containers might be a simple way to avoid handling and testing complications, but the prices are expected to be higher for smaller-sized containers. Buying urea in bulk might bring the price down, but this method requires purification testing as well as the cost of a storage infrastructure ($50,000 – $1 million).
SCR MYTH: Urea will be readily available everywhere.
ADVANCED EGR FACT: Urea will be available in jugs for sale at a limited number of truck stops. Do you have easy access to a truck stop? If not, do you plan to install the infrastructure (costing $50,000 or more) on your own property to store and dispense it on site? Remember that with urea’s need to be temperature controlled, it is not as simple as keeping a jug or two in a cabinet in your shop.
SCR MYTH: Advanced EGR reduces engine life by 20-25%
ADVANCED EGR FACT: False. MaxxForce Advanced EGR engines will maintain their current service life.
Don’t be fooled for 2010
Have you heard the claim about fuel economy that urea-based SCR advocates are touting? I read recently a claim that buses with SCR engines will have a 5 -9% fuel economy advantage versus 2010 Advanced EGR technology. Hmmm. Really? Since IC Bus is the only bus manufacturer making an Advanced EGR engine for 2010, wouldn’t IC Bus have had to loan them an engine for testing? Since I know we didn’t do that, I wonder how they can make that claim?
And here’s another point: based on SAE fuel economy tests, our MaxxForce® engines enjoy a fuel economy advantage over competitive engines today. So the competition has a lot of ground to make up with their coming 2010 engine designs just to get comparable to the fuel economy of our MaxxForce engines. And even if they did make up that ground, bus customers would still be left with the complexities of dealing with urea.
As I mentioned in my last email there is a lot of misinformation in the marketplace about 2010 engines. I encourage you to do your homework about your manufacturer’s claims before you make your bus purchases for 2010 and beyond.
DO challenge your bus manufacturer with questions about their claims.
DO find out which option will be better for your bottom line.
DO find out which option will be less hassle for you, your drivers and service technicians.
DO find out which option places the burden of compliance on the manufacturer, and not on you.
And, importantly, DON’T be fooled.
Regards,
John McKinney
President
IC Bus
With Advanced EGR buses, the technology used to meet 2010 standards is an evolution of the same technology used by all manufacturers to meet 2007 EPA standards, thereby reducing need to training technicians. (Part 2)
By David Hillman, from Metro Magazine April 2009 Issue
January 1, 2010, the final phase-in of EPA 2007 Heavy Duty Diesel rule will take effect. This rule requires all diesel engines to be at or below .50 grams per brake horsepower-hour (g/bhp-hr) of oxides of nitrogen (NOx). In the first part of this article (found here) I introduced the two different solutions that bus manufacturers will use to make their engines compliant with 2010 requirements, and described how each technology works: MaxxForce Advanced Exhaust Gas Recirculation (EGR), which IC Bus will use to meet 2010, and Selective Catalytic Reduction (SCR), which all other manufacturers will use. In part 2, I’ll further compare these two solutions and how they will impact you and your business.
Before we get started, let’s recall how these technologies differ in reducing emissions. Advanced EGR takes place within the engine and increases the EGR flow rate, cooling in-cylinder temperatures and decreasing NOx. SCR takes place outside the engine, reducing NOx by adding aftertreatment, which uses urea, to the engine’s current EGR system and eliminating NOx downstream in the exhaust process.
Better for my bottom line?
Especially in this economy, bus operators are concerned about every penny that goes out their door. So let’s first examine the cost of 2010 compliance on your operations.
We all know that when something different is added to our operations, it has the potential to affect our bottom line. Something familiar usually has less of an impact, whereas something very different usually means a greater impact. Advanced EGR engines includes updates to components with which bus operators and service technicians are familiar: interstage cooling (some ratings), twin turbos, EGR coolers, water pump, oil filter housing and oil pan (on V-8’s), and a revised cooling package. Your techs are familiar with these as they are simply an evolution of existing components. You do not need to worry about the costs of new training, additional maintenance intervals, storage for aftertreatment hardware or the on-going cost of urea when it comes to Advanced EGR from IC Bus.
Alternatively, SCR adds unfamiliarity. SCR would be a new technology to your staff requiring new training for drivers and service technicians. Also, the cost of storage for the additional hardware and the ongoing cost of handling and purchasing urea impacts your bottom line.
SCR proponents claim that you will save money with improved fuel economy over 2007 engines. But it is misleading to look solely at fuel economy. Since urea gets consumed as you go down the road, like diesel fuel, it needs to be replenished. That costs money. Information available from operators using SCR in Europe indicates two to five gallons of urea will be consumed for every 100 gallons of diesel burned. I have seen vehicle urea cost around $12 per gallon in Europe and as much as $35 per gallon domestically. Industry experts estimate that the cost of urea could come down at some point, but that remains to be seen. The cost per mile for SCR includes the ongoing cost of urea, and you should calculate that impact on your bottom line.
Looking at both options, we can conclude that even if SCR improves fuel economy and if urea costs come down at some point, then the additional costs of training service techs, storing and purchasing replacement parts for the urea system, and adding a urea infrastructure to your business will add unfamiliarity and costs that are not good for your bottom line.
Which is less of a hassle?
Aside from the costs to your bottom line, let’s weigh the options in terms of hassle for you, your technicians and drivers.
With Advanced EGR buses, the technology used to meet 2010 standards is an evolution of the same technology used by all manufacturers to meet 2007 EPA standards. 2010 emissions are met with advanced fuel injection technology, proprietary combustion bowl design on the pistons, advanced air management, and electronic calibration strategies. It is the next step in the technology path, so service technicians are already well-versed on these engines. Also, the EGR diagnostic requirements and service intervals are unchanged from today’s engines. For drivers, the same driver display on the buses today will be used. In other words, the familiarity of Advanced EGR engines means less hassle for you.
As for SCR, drivers and technicians will need training on the SCR system. For example, because diesel engines with SCR could run with empty urea tanks but would not meet 2010 requirements, EPA rules call for vehicles to be equipped with sophisticated sensors to detect NOx in exhaust. If the sensors detect bad or no urea solution, there will be progressive stages of warning and vehicle response, beginning with warning lights and, a few stages later, ending with vehicle shutdown. Can you afford to have your buses shut down? Operators, drivers and technicians for buses with SCR need to be prepared to be part of the EPA compliance equation, because without urea the vehicle cannot run legally and will eventually lose power if the fluid is unavailable.
Many operators I speak with want to keep driver distractions minimized. A blinking light on the dash can be cause for alarm and an unwanted distraction. Did you know that SCR systems require EPA mandated warning lights, all of which will be new to your drivers and service technicians?
As mentioned earlier, SCR requires additional hardware, including: urea storage tanks, tank heaters and connections, tank level sensors and sensor cables, electric cables, heated lines, urea filter, stainless steel line connectors, inline filters, stop flow valves, screw fittings and electrical connectors, all of which are new to your bus. The additional hardware takes up space. Think about your buses with luggage boxes, wheelchair lifts, air conditioning systems and rear engine configurations where space is at a premium. Where will you put that SCR equipment? As for Advanced EGR, because 2010 adjustments happen in cylinder, these engines take up no added space on your buses.
Do both require Urea?
No, only SCR systems require urea. The addition of this fluid, which currently has limited U.S. availability, is the critical component to making SCR buses 2010 compliant and also a major reason IC Bus chose not to follow the SCR plan. “We wanted our engines to meet 2010 compliance without urea. Urea is too big of a burden to put on our customers,” said John McKinney, president, Global Bus Operations, at IC Bus.
Have you thought about how you would handle and store urea? Urea is not as tame as, say, windshield washer fluid. In fact, the International Organization for Standardization created a nine-page document (ISO 22241-3) prescribing the correct handling and storage procedures and a 43-page document (ISO 22241-2) detailing testing required to confirm quality levels needed for vehicle-grade urea. These documents bring up important guidelines about urea, including:
* Urea freezes at 12 degrees Fahrenheit. SCR-equipped vehicles will require a tank heater and heated lines to prevent the urea from freezing.
* Urea begins to break down at 85 degrees Fahrenheit, decomposes into an ammonia gas beginning at 122 degrees Fahrenheit and should not be stored for prolonged periods above 80 degrees Fahrenheit.
* Urea storage tanks must be insulated and shielded from direct sunlight to avoid algae growth.
So there are clear differences in SCR and MaxxForce Advanced EGR. Only one solution has less financial impact on you, is virtually hassle-free and doesn’t require you to add urea to be compliant. “We believe Advanced EGR is the more customer-friendly solution. It’s better for the bottom line and it’s less hassle,” added McKinney. McKinney advises that you ask your bus dealer the questions on your mind when it comes to this decision and your next bus purchase, such as:
* How will my buses be different in 2010?
* Will there be added space required to fit your system that will impact my bus?
* What additional training and maintenance will be needed with your system?
* What are some leading European bus manufacturers now preferring Advanced EGR to SCR?
* What does your 2010 solution mean for resale value?
When you weigh both options for meeting 2010 standards, it seems that the choice is clear.
PRINCETON, N.J. – Heavy- and medium-duty commercial truckers knowledgeable on the upcoming 2010 EPA diesel emissions changes would mostly rather have exhaust gas recirculation technology in new diesel engines than selective catalytic reduction technology, according to an online survey conducted by Braun Research. Quantitatively, 51 percent of respondents chose EGR technology over SCR technology, while 24 percent chose SCR over EGR. The remaining 25 percent presumably had no strong siding for either position.
The survey also gauged the level of concern regarding upcoming emissions changes. When queried, more than half of survey respondents cited being “very” to “extremely” concerned. Particular areas of concern regarding the changes included: the higher prices of engines, engine reliability, additional maintenance costs, time needed to convert engines to updated standards, changes in maintenance requirements, and increased engine weight.
The survey was conducted by Braun Research in conjunction with Navistar, and included 302 respondents who have purchasing authority or influence the purchasing of heavy- and medium-duty commercial trucks.
Has the EPA 2010 SCR approach already been proven in Europe? No. North America leads the way in solutions that reduce impact on the environment, and EPA standards will continue to exceed Euro standards until the year 2013 when they’ll get close.
Since current NOx and particulate matter standards here are tougher than in Europe, competitors can’t directly transplant their Euro SCR solution to North America. Instead, they have had to develop new SCR technology – in addition to EGR – to make up for the significant gap between Euro IV at 2.61 and the EPA2010 standard at 0.2. Plus, there’s the development of more complex diagnostics required by the EPA.
Navistar has been utilizing EGR since 2004, staying ahead of the required emissions mandate and cleaning the environment earlier. Because we designed our engines to achieve this goal via advanced high pressure fuel systems, air management systems and electronic calibrations, we’re able to continue that path for EPA2010.
And we’re not alone. It’s evident that Europe is again following our lead. In 2008, OEMs Scania and MAN introduced an EGR solution to meet recent Euro emissions requirements citing simplicity for the customer. Their solution, now in market, was launched with MAN’s campaign that touts “Add Nothing” – a quip to the European urea additive they’ve branded “AdBlue” and Scania’s “Pure Diesel” campaign.
Don’t bear the burden yourself. MaxxForce™ Advanced EGR is EPA2010 compliant, and no solution out there is more proven or hassle-free when it comes to meeting EPA-level emissions.
Information from Navistar
You may hear different names for urea, like DEF [Diesel Exhaust Fluid] or in Europe “AdBlue®”. The fact is the real name of the mixture is an aqueous urea solution. This is an ammonia based product with very unique properties that the proponents of SCR do not speak of publicly. It is important that you have the facts to share with your customers.
Let’s examine those very unique characteristics of urea, as it relates to temperature.
1. While urea is used in many different industrial and agricultural applications, the grade used to reduce NOx in commercial vehicle applications must have a consistent high purity level and a precise concentration of 32.5% urea and 67.5% de-mineralized water.
2. Urea is corrosive to aluminum and must be stored in plastic or stainless steel tanks. Don’t spill it on any aluminum components.
3. Urea is very sensitive to temperature. At 86° F, it begins to deteriorate and at 12° F, urea begins to crystallize.
When ammonia [urea is an ammonia based product]
goes above 86° F, it separates and evaporates.
That reaction influences the quality and purity
of the solution.
At 12° F or less, freezing takes place requiring a
heating system to assure vehicle operation and
product storage.
4. At normal temperatures, urea is a non-hazardous solution, however, when it reaches 130° F, it becomes hazardous and begins to decompose. The temperature characteristics of urea will have significant implications for bulk storage and transport of the solution in the United States. Bulk deliveries for fleets also may require heated storage facilities in the North and cooled facilities in the South and West.
Look at the summer and winter maps for the United States. In the winter, 60% of the nation has average temperatures ranging from 20° F to below -10° F. This exposes urea to the condition that will cause it to freeze. In the summer, the situation is even more crucial, where 90% of the nation will experience average temperatures ranging from 80° F to above 110° F. This is the temperature range that can negatively impact the quality and shelf life of urea.
Facts: At 86°, urea has a shelf life of about 24 months. As the temperature increases to 95° F, the shelf life is reduced to 10 months. At 104° F, you are down to 4 months shelf life, and finally, if exposed to 140° F, there is only one week of shelf life.
Urea virtually becomes a second fuel in 2010.
As we approach the 2010 emissions regulations, there is much talk about SCR vs. EGR. To be clear, SCR is a solution that can reduce NOx with the use of additional aftertreatment and the use of an additional fuel, urea. We think of urea as a fuel because without it the vehicle cannot run legally and will eventually lose power if the fluid is not available, rendering the vehicle useless to the customer.
Although not final, EPA Vehicle Compliance requirements indicate Vehicles will have to be equipped with sophisticated sensors to detect NOx in exhaust. If the sensors detect that there is a bad urea solution or no urea is available, there will be four progressive stages of warning and vehicle response.
1. With a low urea level, a warning light will appear which should be augmented
by an audible warning.
2. The engine will de-rate and the driver will feel a power loss.
3. As the issue progresses, vehicle speed would be limited well below typical
operating levels, say 15 MPH.
4. Finally, when the vehicle is shut down, there will be a no start condition.
The use of SCR shifts emissions compliance from the manufacturer to the customer who must contend with maintaining the new after treatment system and a secondary fuel which has some undesirable characteristics when exposed to cold and heat.
Remember, knowledge is power and we are committed to provide you with the facts so you become the expert.
