After years of preparation for the  EPA’s 2010 vehicle emission standards for Class 8 heavy duty commercial trucks, it was impressive to observe the operational technology live and in person. Daimler Trucks of North America had one of its 2010 Detroit Diesel equipped Blue Tech engines while Mack Trucks, Inc. and Volvo Trucks North America had their advanced Selective Catalyst Reduction (SCR) technology on display. For many in attendance, it really hit home when they glanced at the large, blue Diesel Exhaust Fluid (DEF) cap next to the diesel fuel tank, and when they looked at the DEF meter next to the fuel gauge on the dashboard.  

2010 Mack truck Diesel Exhaust Fluid Tank

2010 Volvo Diesel Exhaust Fluid Tank

2010 BlueTec Freightliner

For all the hoopla, creative advertisement and calculated press releases, it looks like Selective Catalyst Reduction (SCR) technology is the leader out of the gate in the 2010 emission horse race. SCR is winning that race because of a few basic selling points, namely fuel economy and cost effectiveness. Not only will SCR get your NOx to near zero, it will save your fleet 5% on its fuel bill each  year— not too shabby!

Diesel Exhaust Fluid.com is the unique source for all things Diesel Exhaust Fluid (DEF).  We are 100% dedicated to the DEF market and to helping the industry meet the new emission standards.

Our prime objectives are offering competitive pricing (from our aggregate volume), adhering to the highest quality standards and achieving ultimate customer satisfaction . Whether expediting an emergency supply of packaged DEF, providing long-term supply of bulk DEF, or offering the highest quality DEF storage and dispense equipment, Diesel Exhaust Fluid.com is the dedicated source for all things DEF.

Our team comprises over 100 years of transportation industry experience, exclusively dedicated to serving the industry’s DEF needs.

Mark Busch – DieselExhaustFluid.com

By Eric Lam, Financial Post February 16, 2010 1:14 AM

U.S.-based fertilizer company Terra Industries Inc. said Monday it had agreed to be sold to Norwegian Yara International ASA for about $4.1 billion US in cash, a move that increases the pressure on Canada’s Agrium Inc. to stay ahead in the North American market by completing its protracted pursuit of CF Industries Inc. The deal has Yara International, one of the world’s largest fertilizer and chemical companies, acquiring all common shares of Terra for $41.10 US each, a 23.6-percent premium over Terra’s closing price Friday. Yara will fund at least half of the transaction through a special-rights offering worth $2 billion to $2.5 billion US. The company’s largest shareholder, the Norwegian government, has said it would buy in to the offering, subject to approval in Parliament.

The friendly deal is less than the December hostile offer made by U.S. competitor CF, which was worth $4.6 billion US. However, that rejected bid included both cash and shares in CF. “When the CF bid was withdrawn, that created an improved opportunity for Yara to enter the scene and show interest in the company,” Hallgeir Storvik, chief financial officer with Yara, said from Norway. He declined to say who first approached whom regarding a deal. Representatives with both Terra and CF declined interview requests. Meanwhile, Agrium put a positive spin on the news when asked about the implications of having a major global competitor increase its foothold on North America.

“It’s a global market already anyway,” said Richard Downey, head of investor relations with Calgary-based Agrium. “It’s more of interest to our bid with CF, and it’s over-all good news.” Agrium has been trying to convince CF to give in to its hostile bid for the past year with no success. The latest offer, extended to Monday, is valued at more than $5 billion US. “The bottom line is their shareholders see that global competition is such that you need to be part of a larger entity, and there will be additional pressure because of that,” he said.

Yara will triple its North American operations as a result of this deal. Terra adds six plants to Yara’s stable in North America, bringing the total to nine. This includes a facility in Saskatchewan purchased in 2008. Michael Bennett, chief executive with Terra, will become head of Yara’s North American operations, which will move to Terra’s existing headquarters in Sioux City, Iowa.

© Copyright (c) The Vancouver Sun

January 11, 2010 – As new trucks equipped with selective catalytic reduction (SCR) begin hitting the nation’s roads, truck stops serving them and other diesel fuel retailers are trying to get a handle on their role as sellers of diesel exhaust fluid (DEF), a solution of purified water and urea the trucks use to reduce their Nitrous Oxide emissions.

With most major truck makers meeting new Environmental Protection Agency standards by equipping heavy-duty trucks with SCR, which require a 3-percent DEF-to-diesel-fuel ratio, early industry estimates put 2010 demand for DEF at 60 million gallons. But the devastating impact the recession has had on the trucking industry has many industry watchers believing much less DEF will be used, at least in the next year.

“DEF demand might hit 30 million or 40 million gallons in 2010,” said Dan Gilligan, president of the Petroleum Marketers Association of America. “If trucking companies advance-order the 2009 models without SCR — we’ve seen from past behavior they are leery of new technology and try to buy up existing inventory — the demand may be delayed until 2011.”

As a significant number of trucks sit idle, trucking companies are facing capital constraints, while owning fleets with lower mileage than anticipated, noted Rich Moskowitz, vice president of the American Trucking Associations, based in Arlington, Va. “The new truck numbers for 2009 were down significantly and we haven’t seen a significant pre-buy in anticipation of the new 2010 engines and their associated price premiums,” he said. “But even in a bad year, 90,000 trucks will be purchased. There will be demand for DEF, though maybe not as robust as initially estimated.”

The 2010 trucks with SCR, which sell at a $9,000 premium, promise more fuel efficiency, Moskowitz noted, a feature that may drive demand. “Depending on the fuel savings, that $9,000 investment could be recouped over time, but that will depend upon the price of DEF and diesel fuel and the number of miles traveled.”

A large percentage of SCR systems will be in local delivery trucks, not large over-the-road (OTR) trucks, Gilligan noted. “Those smaller fleet companies will probably store DEF at their facilities and refill on an as-needed basis. One question is how many of the trucks with new engines in these fleets will go to cardlocks? Truck stops will serve OTR haulers.”

Most travel centers are likely to meet demand by selling 2.5-gallon containers of DEF, which will supplement a driver’s need until they get back to their shop. “But demand at this point is a big mystery,” Gilligan said.

For heavy-duty OTR trucks — averaging six miles per gallon of diesel — one gallon of DEF would be required for every 300 miles traveled. At this rate, a truck traveling 120,000 miles annually would require approximately 400 gallons of DEF per year. With trucks expected to have on-board urea tanks of 15 to 30 gallons, drivers will not have to add DEF each time they refuel, though many may top off their DEF tanks each time they stop to fuel up.

Because urea is a commodity, the retail price of DEF is expected to fluctuate, perhaps varying as much $4 per gallon (from $2 to $6, for instance), depending on the quantity purchased, according to a fact sheet published by the American Truckers Associations.

The choice for retailers: sell 2.5-gallon jugs in the store, invest in aboveground bulk storage containers or underground tanks and DEF pumps?

While some fuel pump manufacturers are working to eliminate additional pumping devices on the diesel island by integrating DEF dispensing, until demand ramps up, few players are expected to invest heavily in them.

With just a few test trucks and the latest generation of Mercedes with the BlueTec exhaust system needing DEF, “there is very little demand out there right now,” one diesel fuel retailer said.

Big truck stop player TravelCenters of America LLC (TA) is taking an economical approach to DEF retailing. All of its 232 TravelCenters of America and Petro Stopping Center stores now sell 2.5-gallon jugs. The product also is available to the retailer’s 400 RoadSquad emergency roadside assistance vehicles, which could assist truckers who run out of DEF while on the highway.

Last May, the operator unveiled a DEF dispensing unit at its Ann Arbor, Mich., heavy truck repair facility, a move the company said was the first certified retail bulk dispensing unit in the country.

Putting the DEF additive indoors at TA’s repair facility allows the retailer to solve product-freezing issues. The challenge: DEF is temperature sensitive. When stored between 10 and 90 degrees Fahrenheit, DEF can be stored for at least one year. But DEF freezes below 12 degrees Fahrenheit, though freezing and thawing doesn’t degrade DEF.

Perhaps a greater issue in some climates is heat. Exposing DEF to temperatures of above 90 degrees for an extended period of time will reduce its shelf life.

“If we are talking about DEF storage in the South during the summer, the temperature often exceeds 90 degrees during the day, but usually falls below that at night, which will not impact shelf life too dramatically,” Moskowitz said. “If it is stored at more than 90 degrees for an extended period of time, shelf life becomes an issue.”

Pilot Travel Centers is installing bulk retail DEF pumps at 100 of its 307 locations. As of October, the chain had 18 sites installed and expected to have 30 completed by the end of the year, according to Alan W. Wright, Pilot’s vice president of supply and distribution. The other 70 were scheduled for installation no later than midyear 2010. The retail price of DEF at the pump: $2.79 per gallon as of press time.

Still, with each pumping station costing approximately $30,000, the return-on-investment right now doesn’t necessarily “make sense,” Wright admitted. “Demand is very low and will be low for a couple of years until the 2010 and later trucks get on the road. For Pilot it is an investment to provide a service to our customers.”

A driver, Moskowitz said, will want to get his DEF as conveniently as possible. “If the driver has to refuel diesel and then pull the truck somewhere else and mess with DEF jugs, but there are competing stations on his route with DEF at the pump, that will probably affect the decision of where he purchases fuel.”

Gilligan predicts most truck stops and cardlocks will have at least one DEF dispenser per location within the next two or three years.

Whatever the delivery method, Moskowitz advises truck stop operators to sell high-quality DEF. “I understand you can save a few nickels making DEF yourself, but it has very tight tolerances and our members will be looking for high-quality product. The API [American Petroleum Institute] certification, a voluntary program that monitors DEF quality, becomes important.”

By Barbara Grondin Francella

Article from Convenience Store News

http://www.csnews.com

PORTLAND, Ore., – Daimler Trucks North America (DTNA) announced today that Meijer, an EPA SmartWaySM award-winning retailer, had placed the nation’s first fleet order for U.S. EPA 2010 trucks with the company. Meijer purchased 40 EPA 2010 Freightliner(r) Cascadia(tm) trucks equipped with Detroit Diesel DD13(tm) engines with the new evolutionary BlueTec(tm) emissions technology.

On behalf of Detroit Diesel Corporation, Daimler and DTNA recently invested more than $2 billion toward the development and commercialization of the successful new Detroit Diesel engine family, BlueTec emissions technology and the modernization of Detroit Diesel’s engine production facilities. The DD13 engine is one of a family of new fuel efficient, reduced-emission engines developed by Detroit Diesel in collaboration with the Department of Energy 21st Century Truck Partnership Program. Introduced in 2008, the new engine was designed to meet current and future emission regulations while reducing fuel consumption and dependence on foreign oil.

Meijer is a Grand Rapids, Mich.-based retailer that operates 189 supercenters throughout the Midwest. Known for its innovative approaches to retailing, the company also has recently announced a variety of green initiatives, including the installation of rooftop wind turbines on a number of its stores. In October 2007, the U.S. Environmental Protection Agency SmartWay Transportation Partnership awarded Meijer its Environmental Excellence Award for leadership in conserving energy and lowering greenhouse gas emissions from its transportation and freight activities. The introduction of aerodynamic Freightliner Cascadia trucks with BlueTec emissions technology delivers near-zero tailpipe emissions and is a continuation of Meijer’s green initiatives.

Detroit Diesel’s DD13 engine was designed with BlueTec emissions technology and the upcoming EPA 2010 standards in mind. Detroit Diesel’s BlueTec delivers a fuel economy improvement of up to 5 compared to EPA 2007 engines, and is an evolution of the selective catalytic reduction (SCR) technology developed by Daimler which is used today by more than 200,000 trucks in Europe and Japan.

SCR is an emissions technology that treats NOx emissions downstream in the exhaust so that the engine can be tuned to run more efficiently and economically. SCR technology consists of an after-treatment catalyst system that allows engine exhaust to be treated with a non-hazardous fluid known as diesel exhaust fluid (DEF) that reduces harmful NOx into simple nitrogen and water.

For 2010 heavy duty on-highway trucks, like those purchased by Meijer, BlueTec is packaged in a proprietary 1-Box(tm) system that combines SCR technology with the diesel oxidation catalyst and the diesel particulate filter. DEF is stored in a refillable tank located on the driver side of the truck that can be refilled by the truck driver at during normal refueling stops.

According to Tom McCall, vice president of logistics for Meijer, the pairing of the aerodynamic Freightliner Cascadia with the DD13 engine effectively matched Meijer’s criteria for reliability, fuel economy, durability and serviceability. The first delivery of the trucks is expected to take place in the fourth quarter of this year, well ahead of the emissions regulations scheduled to take effect January 1, 2010.

“We’re extremely proud to be the first company in the nation to place an order for these 21st century trucks equipped with the BlueTec emissions technology,” said McCall. “While it’s thrilling to be at the front end of the launch of such innovative technology, it’s also exciting to partner with another Michigan-based company, Detroit Diesel Corporation, to help stimulate the economy and provide jobs right in our own backyard.”

Daimler’s commitment to meeting environmental challenges is reflected in the company’s early adoption, research and development of SCR technologies to meet the needs of North American trucking.

“SCR is the only emissions technology in decades proven to be as good for business as it is for the environment,” said Mark Lampert, senior vice president of sales for Daimler Trucks North America. “Daimler Trucks and Detroit Diesel lead the industry in research and development of both SCR technology and the diesel exhaust fluid (DEF) infrastructure to support it.”

“We invested over a decade in the design of emissions technologies to optimize the entire powertrain system for our North American trucking customers, and we’re especially pleased to be selected by Meijer as their supplier of choice for the first fleet order of U.S. EPA 2010 trucks,” he added. “Meijer is at the forefront of business and environmental strategies, and we are proud to deliver Detroit Diesel’s BlueTec to them as a proven technology that will deliver a significant return on their emissions technology investment and an operational advantage of up to 5 over current 2007 trucks in their fleet.”

“From an operating perspective, the fuel efficiencies achieved with the Detroit Diesel DD13 engine and BlueTec emissions technology effectively return North American trucking to pre-EGR fuel economy levels while reducing dependence on foreign oil and reducing emissions to near-zero levels at the tailpipe,” Lampert added. “And, with more than 25 million test miles completed in North America, including successful real-world freight hauling experience, that return on investment in BlueTec technology is more than just fuel economy…it will be proven reliability,” added Lampert.

Daimler Trucks North America LLC, headquartered in Portland, Ore., is the leading medium- and heavy-duty truck manufacturer in North America. Daimler Trucks North America produces and markets Class 4-8 vehicles and is a Daimler company, the world’s leading commercial vehicle manufacturer.

Detroit Diesel Corporation is a leading manufacturer of on-highway heavy-duty diesel engines for the commercial truck market. Headquartered in Redford, Mich., Detroit Diesel is engaged in the design, manufacture, sale and service of these products, in addition to supporting alternative and hybrid engine strategies for the commercial truck marketplace. Detroit Diesel is a Daimler company, the world’s leading commercial vehicle manufacturer.

Article from: http://www.freightlinertrucks.com/inside-freightliner/news/news-detail.aspx?id=849

The two technologies designed to comply with EPA 2010 diesel emissions legislation are EGR (exhaust gas recirculation) and SCR (selective catalytic reduction).

About 85 percent of truck and engine manufacturers have chosen SCR to comply with the new regulations. Some of the companies utilizing SCR technology are Cummins, Daimler Trucks (Freightliner & Western Star), General Motors, Hino, Isuzu, PACCAR (Kenworth & Peterbilt), AB Volvo (Volvo & Mack), and John Deere.

One reason most truck manufacturers chose SCR is many are currently using the technology in Europe, Japan, and Australia. For instance, Volvo already has 25 billion miles of experience using SCR technology.

Navistar/International will utilize enhanced EGR technology to comply with the standards. EGR technology reduces the amount of oxygen molecules by introducing cooled exhaust gas, which is lower in oxygen, into the intake system. This reduces the combustion temperature and lowers NOx production.

NOx formation is the byproduct of the high combustion temperature in diesel engines. As the combustion temperature rises, more NOx is exponentially created from oxygen and nitrogen molecules.

“The engine manufacturers that have chosen SCR will continue to use cooled EGR, but at a reduced rate,” said Jim Tipka, VP of engineering for the American Trucking

DEF Requirements for Use in SCR Diesel Engines

SCR technology uses an ultra pure urea, more commonly known as diesel exhaust fluid (DEF), and a catalytic converter to significantly reduce NOx emissions. SCR works by injecting a very precise amount of DEF into the vehicle’s hot exhaust stream. Once inside the SCR catalyst, the ammonia gas forms a chemical reaction with the NOx emitted by the engine. As a result of this chemical reaction, SCR converts NOx into water vapor and harmless nitrogen gas.

With the projected growth in DEF consumption, a nationwide DEF refueling infrastructure is emerging.

A recent milestone occurred when Gilbarco Veeder-Root shipped its first Encore S Diesel Exhaust Fluid dispensers for North America Sept. 2, 2009.

The Gilbarco Encore S DEF dispenser was the first of its kind produced specifically for the North American market. Gilbarco Veeder-Root supplies gas pumps, payment systems, point-of-sale systems, and other equipment and services to the retail and commercial petroleum market.

It is anticipated there will be strong competition in the DEF dispensing market in North America. All major truck stops have committed to carrying and selling DEF. Early front-runners in establishing DEF refueling facilities are Pilot and TA Travel Center.

“DEF dispensers will be located at truck stops catering to over-the-road trucks and at high-velocity fuel providers,” said Richard Browne, vice president of marketing for North America at Gilbarco Veeder-Root.

In addition, a growing number of public sector fleets are dispensing DEF at on-site fueling facilities, such as the New Hampshire DOT; City of Philadelphia; City of Rockville, Md.; and City of Colorado Springs, Colo., according to Kevin DeVinney, director of dispensers and fleet systems marketing for Gilbarco Veeder-Root.

“Starting Jan. 1, engine NOx emissions must be reduced by 85 percent from current levels. This new level of reduction results in a cumulative NOx reduction of 99 percent from 1974 levels,” said Browne. “The 2010 emission standards will make diesel cleaner than natural gas.”

SCR technology is not limited to medium- and heavy-duty trucks. Passenger cars and light-truck manufacturers around the world are also adopting SCR technology to meet increasingly stringent emission requirements being legislated.

Diesel engines manufactured before Dec. 31, 2009 are not subject to the 2010 EPA diesel emission regulation.

DEF Onboard Technology
Trucks with SCR-diesels are manufactured with onboard tanks to hold DEF, ranging 7-8 gallons for light trucks, up to 23 gallons for a Class 8.

“The 7-8 gallons for light trucks was determined by estimating how much DEF would be consumed between oil changes. The minimum size of tank for each type of truck is set by the EPA, as announced in the Nov. 9, 2009 Federal Register,” said Tipka. “Heavy work trucks, such as dump trucks and concrete mixers that return to the same location at the end of each work day (centrally fueled), must have a tank with the capacity to hold enough DEF to last at least twice as long as the diesel fuel will last.”

The DEF tank is always located on the driver side of the vehicle. The DEF nozzle is smaller than nozzles used to dispense diesel fuel.

The average DEF consumption per truck is expected to be approximately 2 percent of fuel consumption, depending on vehicle operation, duty cycle, geography, and load ratings. This works out to 1 gallon of DEF required for every 300 miles traveled (assuming fuel economy of 6 mpg), said Chad Johnson, marketing manager for Gilbarco Veeder-Root. At this rate, a heavy-duty truck traveling 120,000 miles annually would require approximately 400 gallons of DEF per year. Another way to calculate usage is that DEF will be consumed at a 50 to 1 ratio with diesel. (For example, for every 50 gallons of diesel fuel burned, 1 gallon of DEF will be used.)

“A medium-duty truck will probably only have to fill up 10 times a year with DEF,” said John Lounsbury, director of marketing for Terra Environmental Technologies in Sioux City, Iowa, which produces nitrogen products as reagents to industrial customers to help them meet local, state, and federal air quality standards.

Failure to refuel the DEF tank will cause the truck to exceed allowable NOx emissions. For this reason, EPA requires OEMs to have a visual and audible warning to alert a driver when DEF fluid is low – less than 2.5 percent of the DEF tank capacity. However, this alert occurs while the truck is still able to drive hundreds of miles more before the tank is empty. If the driver chooses to ignore the numerous alerts and runs out of DEF, the engine will shift to a performance-restricted mode and eventually no longer restart. However, the engine will not stop running and strand the driver if the vehicle runs out of DEF while moving. Once the DEF tank is empty, a derating of engine power will occur and eventually the truck will be restricted to a maximum speed of 5 mph.

An SCR system requires minimal maintenance. The system has a DEF dosing unit filter, which should be replaced about every 200,000 miles (or every 1-2 years) as part of routine maintenance. This is a simple spin-on cartridge filter. All other vehicle maintenance intervals will be unchanged.

For instance, lube filter service intervals will remain unchanged on SCR-equipped vehicles since the SCR process treats exhaust emissions after they are produced by the engine.

“DEF is corrosive to copper and brass, as well as other materials. Only approved materials, such as high-density polyethylene (HDPE), can be used in the DEF tank, packaging, and dispensing equipment,” said Johnson.

If DEF is spilled on a vehicle, no damage will occur, and drivers are advised to simply rinse with water.

North American DEF MarketThe market for DEF is estimated to reach more than $930 million by 2015 and more than $2.1 billion by 2019, according to a recent study by Integer, a market research company that analyzed DEF production, consumption, and future market demand. Integer forecasts North American DEF consumption will reach 800 million gallons in 2019 for on-highway SCR trucks and buses, and 260 million gallons for off-highway vehicles using SCR technology.

Revenues from DEF in a fully developed North American market are forecast to exceed $5 billion annually.

The initial DEF supply will most likely be sold in prepackaged containers while bulk dispensing options are installed. Overall DEF pricing will be lower than diesel fuel. Smaller containers of DEF sold at dealerships will likely be priced higher.

“DEF costs below $2 per gallon in the U.S., but can be as high as $4 per gallon in small bottles,” said Lounsbury. In Europe, DEF costs the equivalent of $2.50 per gallon.

DEF distribution at truck stops, diesel refueling stations, and retail service stations is anticipated to satisfy the needs of 80 percent of the total Class 3-8 vocational truck market.

“The majority of customers who come into a truck stop will not need the DEF product for the next several years, since it is only required for 2010 and newer vehicles,” said Holly Alfano, vice president, government affairs for the National Association of Truck Stop Operators (NATSO), a national trade association representing travel plaza and truck stop owners and operators. “Initially, DEF will be sold through bottles and jugs, but eventually through dispensers. Most truck stops will acquire island dispensers.”

Johnson of Gilbarco Veeder-Root foresees DEF dispensing evolving from hand pumps to all-in-one mini bulk (skid tank) or dispensers with a skid tank.

“Most truck plazas are looking at skid tank above-ground dispensers,” said Johnson. “As demand for DEF increases, so too will use of underground tanks with dispensers.”

Close to 80 percent of diesel demand in the U.S. is east of the Rockies. DEF demand is expected to geographically mirror diesel demand.

Truck stops are expected to play a central role for fleets that fuel primarily over the road. This will include off-the-shelf, 1- and 2.5-gallon prepackaged jugs, island dispensers, top-off services sold with PMs, and emergency roadside refills using 1- and 2.5-gallon jugs. Truck dealers are expected to offer top-off services as part of scheduled PM.

The shelf life of DEF is influenced by the ambient storage temperature. DEF will degrade over time depending on temperature and exposure to sun light. If stored between 10 and 90 degrees F, shelf life is easily one year. If the maximum temperature does not exceed approximately 75 degrees F for an extended period of time, the shelf life is two years. All DEF packages will have a date code located on the product to indicate the date it was manufactured.

DEF is Not a New TechnologyUrea (DEF) is a compound of nitrogen that turns into ammonia when heated. It is used as a fertilizer in agriculture. The raw materials used to produce DEF include natural gas, coal, or other petroleum products.

“DEF is not a new technology,” said Lounsbury. “However, only a handful of companies make urea,” said Lounsbury.

DEF is less toxic than other automotive fluids and is classified as a nonhazardous substance by the EPA and Department of Homeland Security. “Using OSHA criteria, DEF is considered non-hazardous,” said Lounsbury.

SCR is an aftertreatment technology that treats exhaust gas downstream of the engine.

“The urea is sprayed as a fine mist into the hot exhaust gas,” said Lounsbury. “This breaks it apart into ammonia and CO2.”

The ammonia is the desired product, which in conjunction with the SCR catalyst, converts NOx to harmless nitrogen and water.

DEF is a carefully blended aqueous urea solution of 32.5-percent high purity urea and 67.5-percent de-ionized water. The fluid is colorless and largely odorless. All vehicles equipped with SCR will use the same specifications for DEF.

The 32.5-percent urea concentration is the ideal solution, as it provides the lowest freeze point. Also, SCR systems will be calibrated to 32.5 percent to optimize NOx reduction during vehicle operation.

A 32.5-percent solution of DEF begins to crystallize and freeze at 12 degrees F (-11 degrees C). At 32.5 percent, both the urea and water freeze at the same rate, ensuring that as it thaws, the fluid does not become diluted or over-concentrated. “The freezing and unthawing of DEF will not cause degradation of the product,” said Lounsbury. DEF has been used in Europe for years and cold-weather use in Scandinavian countries has never been an issue.

During vehicle operation, SCR systems are designed to provide heating for the DEF tank and supply lines. If DEF freezes when the vehicle is shut down, start-up and normal operation of the vehicle is not inhibited. The SCR heating system is designed to quickly return the DEF to liquid form, and vehicle operation is not impacted.

DEF expands by approximately 7 percent when frozen. DEF packaging and tanks are designed to allow for expansion. In terms of dispensers, Johnson of Gilbarco Veeder-Root said a specialized heater design is used with the Encore S DEF dispenser.

DEF’s Widespread Use in the European Truck Fleet Market
The North American DEF market will most likely parallel the European market, according to Johnson.

Although used for the first time in the U.S., SCR-technology has been in extensive and widespread use in Europe, Japan, and Australia.

All European truck manufacturers currently offer SCR-equipped models, and the future Euro VI emission standard is set to reinforce the demand for this technology. Europe has more than 600,000 trucks using SCR, and the SCR-equipped fleet is growing by approximately 25,000 trucks per month.

In Europe, DEF is marketed as AdBlue, a registered trademark for AUS-32 (Aqueous Urea Solution 32.5 percent). The AdBlue trademark is currently held by the German Association of the Automobile Industry (VDA), which ensures quality standards are maintained in accordance with ISO 22241 70070 specifications. DEF sold in the U.S. will meet the same specifications as the fluid sold in Europe.

The use of SCR technology in Europe made it necessary to develop an AdBlue supply infrastructure. AdBlue is available at thousands of service stations and can be purchased in canisters of 5 or 10 liters throughout Europe. Larger quantities of AdBlue can be delivered in 200-liter drums, 1,000-liter Intermediate Bulk Containers (IBCs), and in bulk.

The current generic name in North America for AUS-32 is diesel exhaust fluid (DEF). Some truck industry OEMs have developed branded SCR solutions, such as Daimler’s BlueTec in the U.S.

Detroit Diesel, owned by Daimler, has been testing the Daimler-developed BlueTec system for more than 25 million miles of on-road driving.

According to Detroit Diesel, in addition to clean exhaust, BlueTec-equipped engines can provide a 5-percent fuel economy boost over the same engines certified under existing 2007 EPA standards.

Evolution of DEF Dispensing

The first retail DEF dispenser sold in North America was the Encore S shipped by Gilbarco Veeder-Root last September.

The trucking industry is moving to develop a national distribution network for DEF since SCR-equipped trucks will need to fill onboard tanks with DEF approximately 10-20 times a year.

Initially, DEF will be most widely available in jugs and bulk drums or totes with hand pumps through truck dealerships, truck stops, and direct distribution to fleets. But, as more SCR-equipped trucks are sold, bulk distribution through automated dispensers is expected to grow rapidly.

Pilot Travel Centers, headquartered in Knoxville, Tenn., was the first to roll out DEF availability at its North American truck stops. Last August, it rolled out the new Gilbarco Encore S DEF dispensers at 100 locations. In third quarter 2009, Pilot started rolling out 25 bulk dispensing units per quarter so that approximately 100 Pilot locations ultimately will have bulk dispensing capabilities at fuel islands. All 328 Pilot truck stops will have the packaged quantities available.

A typical bulk dispenser for use at a truck stop or large central refueling facility costs between $15,000 and $50,000.

“Gilbarco’s Encore DEF dispenser operates the same as all Gilbarco Encore S dispensers; however, users cannot upgrade their existing fuel dispenser to dispense DEF,” said Johnson. The Encore S DEF dispenser incorporates a familiar customer user interface and provides consistent branding. It incorporates a stainless steel mass flow meter instead of a volumetric flow meter, as used to dispense diesel fuel.

“A mass flow meter provides accurate dispensing and greater durability since there are no moving parts, and as a consequence, no wear and tear,” said Johnson.

The Encore S DEF dispenser is designed specifically to prevent DEF freezing and crystallization with a thermostat-controlled heated insulated cabinet and specially-designed optional hanging hardware. Mounted in the DEF cabinet is a 750 watt/120v heater. The heater turns off when the ambient temperature in the cabinet reaches 41 degrees F.

The Encore S DEF dispenser’s hydraulics are stainless steel to protect against corrosion, offering a four-year corrosion warranty. The design will feature a sliding nozzle cover to further minimize crystallization, said Johnson.

By Mike Antich from Government Fleet

 Meeting New Emission Control Standards

To date, Selective Catalytic Reduction technology is the only vehicle emissions control technology that has been proven to be capable of meeting these standards. In heavy-duty trucks, SCR will reduce:

• NOx emissions up to 90%
• Hydro carbons (HC) and carbon monoxide (CO) emissions by 50–90%
• Particulate matter (PM) emissions by 30–50%

When the EPA 2010 emissions standards take effect, no heavy-duty diesel engine can be emitting levels of nitrogen oxide (NOx) higher than .2 g/bhp-hr (grams per brake horsepower-hour), a standard more stringent than any in place in Europe.

Using Diesel Exhaust Fluid to convert NOx emissions into levels of pure nitrogen and water vapor, two natural components of the air we breathe, SCR systems can also be combined with a diesel particulate filter (DPF) to achieve even greater emissions reductions and control.

Other options currently being tested require the use of increased exhaust gas recirculation (EGR), which creates more heat rejection (wasted energy) and increased engine degradation, and results in diesel fuel economy penalties as high as 2% – a significant operational expense, especially for those in the trucking industry.

Progress on emissions controls have been encouraged by more than a decade of policy and oversight by the EPA. These emissions control mandates have brought vehicle emissions to near-zero levels. While the mandates were spaced out to provide time for the development and commercialization of emissions control technologies, they have also created unique and complex challenges to communications, research and development times and purchase planning.

Information by www.factsaboutscr.com