The January 2007 deadline to comply with new governmental pollution standards may seem far off, but fuel distributors and truck fleet operators already foresee problems getting there.
Of concern is the transition from today's Low Sulfur Diesel, with a sulfur limit of 500 parts per million, or ppm, to Ultra Low Sulfur Diesel, with only 15 ppm. Before 2006, both the 15 ppm fuel and 500 ppm fuel will be available, the latter for older engines.
Smaller refiners will be given additional time to meet the new standards, but will be allowed to produce no more then 20 percent of total output as 500 ppm fuel beyond 2007. One problem is that because of the mix of fuels, pipelines cannot prevent co-mingling with other high sulfur products.
For truck operators, concerns involve costs, fuels and lubricants. Jim McGeehan of ChevronTexaco research says that oil analysis is essential with EGR. He notes that oil needs to be left as formulated. "Any additives with sulfur or phosphorous may adversely affect the engine or its exhaust after-treatment," McGeehan says. "With additives, the oil supplier no longer warranties the product."
As for the engine makers, Detroit will have a new engine starting in 2007, probably with SCR (Selective Catalytic Reduction) technology. SCR, which uses the compound urea to reduce nitrogen oxide, promises longer oil drain intervals and better fuel economy.
Caterpillar's ACERT engines already meeting 2007 standards are available for demonstration now. Field-testing will start this year, but Cat hasn't decided which type of exhaust after-treatment will be used. They are testing one that doesn't need urea.
Volvo and Mack find particulate filters already more than 90 percent effective. They require added service, for about $150.00 per service. Volvo is also looking at NOx Adsorbers and SCR. The EPA estimates 2007 engines will increase costs $3,785, but Volvo considers it "a very big challenge to meet those kinds of costs."
Cummins said cooled EGR will be the foundation of their engines, with an after treatment not yet decided upon. International medium duty engines will use pulsed fuel injection to control NOx and reduce noise. After a pilot pulse to start ignition, main power pulse will be followed by two low-volume pulses to prepare for after-treatment. Resulting emissions will be lower than for alternate fuels. There will be no changes in power ratings, but engines will be larger.
Eventually, aging equipment will need replacing, but concerns about operating problems, costs and reliability may delay widespread adoption of new emissions reduction technologies, which may delay what the EPA intended.
Additional information on air pollution rules
Efforts by the government to reduce air pollution are having a profound affect on the trucking industry. Here is some background to help in understanding this complex issue:
In December 2000, the U.S. Environmental Protection Agency finalized a comprehensive national emissions control program, called the 2007 Highway Diesel program, to regulate highway heavy-duty vehicles and diesel fuel. Under this program, the EPA established new emission standards intended to significantly reduce particulate matter and oxides of nitrogen (NOx).
The EPA's two-step approach began in October 2002, when engine makers agreed to start making cleaning engines.
In the second step, the EPA will establish even more stringent emission standards for these engines beginning in 2007 in combination with diesel fuel with a reduced level of sulfur.
To understand the extent of emissions reductions the government is undertaking, it helps to look at current regulations, which are one-twelfth of pre-1990 emissions. The reduction from 2002 to 2007 is 25 times. For 2010, standards will require a 99.2 percent reduction of the 2002 levels.
Let us know what you think of the diesel emissions regulations, by writing to us at Road King, 28 White Bridge Road, Suite 209, Nashville, Tenn., 37209. Or send us an e-mail at editor@roadking.com. We want to know if and how the new regulations are affecting you.
