PEORIA, Ill. — The brass at Caterpillar Power Systems has taken the unusual step of suggesting others in the trucking industry remain open-minded when it comes to emissions-control technology as we approach the 2010 standards.

The statement, from James J. Parker, vice president Caterpillar Power System’s Marketing Division, was issued Thursday.

Says Parker: “Several engine manufacturers have indicated that SCR [Selective Catalytic Reduction] is the only viable path for meeting the 2010 EPA standards — however, our research indicates SCR might not be the best choice for on-highway applications.”

In 2002, when all of the other engine manufacturers decided to use cooled-EGR as the solution to meet the 10/02 emissions standards, Caterpillar developed ACERT Technology, which Parker says has proven to provide customer value in addition to meeting the EPA standards.

However, regarding 2010 emissions, John Campbell, general manager of engineering for the Large Power Systems Division, says Cat’s engineering team is working on engine combustion technology solutions that have been promising in tests.

The company currently has engines in test labs that are meeting 2010 emissions standards without the use of SCR. Caterpillar also has established an Environmental Technologies Group that is working on various aftertreatment innovations in the area of diesel particulate filters and NOx aftertreatment. These technologies also will be a part of the total solution for 2010.

Cat’s engineering team is working toward a “system solution” that combines combustion technologies, fuel system technologies, electronics and aftertreatment to meet the 2010 EPA standards at the same time as it delivers reliability, fuel economy and durability, Cat says.

According to Parker, this solution “eliminates some of the concerns regulators have regarding monitoring compliance with SCR — specifically, the regular addition of urea to special tanks on the vehicle.”

Campbell says that a systems approach can provide customers with on-highway engines that meet emissions while delivering the operating cost they need to be profitable.

The Caterpillar engineering team has been using SCR technology for a number of years in its electric power generating equipment. That said, Parker adds that “our research suggests that while it is an excellent technology for a stationary application, SCR may not be the best technology for mobile applications, such as on-highway trucks.

“One leading European truck manufacturer recently announced that it will not be using SCR technology to meet the Euro V emissions regulations. While Caterpillar is committed to continuing its research on SCR, our engineers believe other technologies can be developed for 2010 that will better satisfy regulators and customers.”

Many of the other engine makers seem to be seriously considering following in Europe’s footsteps and adopting SCR in some capacity for 2010 emission requirements. While Volvo Trucks has announced that its North American division will go with cooled exhaust-gas recirculation (EGR) coupled with a diesel particulate filter (DPF) to meet EPA’s stringent 2007 diesel emissions, the company is one of the OEMs leading the charge for SCR adoption in the next round of emissions-cutting.

But Cat says several issues exist with SCR. First, regulating the required urea addition to tanks will be a challenge. Although Cat engineers believe that problem is surmountable, an infrastructure must be built for the logistically complicated North American market.

Third, the use of SCR in mobile applications in Europe has shown that the cost benefits for SCR may not be as good as originally expected — the combined cost for fuel and urea may negate nearly all of the cost benefits provided with SCR for customers, Cat claims.

Finally, issues such as the weight of the urea tank and the system’s vulnerability to external damage may further increase owning and operating costs. “We encourage the industry to keep the options open so engine manufacturers and truck OEMs can work to find a solution that delivers clean power for the environment while at the same time providing the owning and operating cost on-highway engine owners need,” Parker said.