REMAN, REBUIL D, REPL ACE
As part of the ratcheted-down emissions
regulations fi nalized in 2001 for on-highway
diesel engines, the U.S. EPA set standards –
to be implemented in 2007 – requiring that
particulate matter (PM) emissions be reduced
by 90 percent. To achieve this, engine OEMs
developed engines that would operate with
higher effi ciency and lower emissions.
Th e engines were equipped with exhaust
aft ertreatment devices that included diesel
particulate fi lters (DPFs) and a diesel oxidation
catalyst (DOC) system. Th e engines required
the use of ultra low sulfur diesel (ULSD) and
low-ash oils.
New Waste Stream
Th ere are now more than 2.2 million DPFs
and DOCs on the road needing regular maintenance
34 Fleet Maintenance | JULY 2017
and somewhat regular replacement.
Also, many DPFs are installed on vehicles
that have reached the end of their useful life
– primarily the retrofi ts in California. Failed
DPF and DOC cores are beginning to stack
up on shop fl oors across the country, while
maintenance managers are actively looking
for disposal solutions.
Like many truck and engine components,
DPFs and DOCs have residual value greater
than that of their scrap metal value. Th us, it
makes sense to recycle these systems and not
to simply include them in the scrap metal bins
that get sent to the crusher.
Some recycling companies, like Red Fox
Resources, specialize in diesel aft ertreatment
parts and can direct real dollars back to fl eets
and shops for failed DPFs and DOCs. Plus,
recycling helps alleviate some of the costs and
heartaches associated with the fi nicky and
costly diesel emission systems components.
Three Options
Red Fox Resources has identifi ed three solutions
that make business sense when dealing
with the developing waste stream of spent DPFs
and DOCs:
Option 1: Th row them in a dumpster and
pay to have a refuse hauler take them away.
Option 2: Th row them in scrap metals bin and
earn $0.25 to $3 per part for the metals in the
DPF and DOC cans – assuming the scrap metal
buyer will deal with the ceramic substrates.
Option 3: Recycle the parts and fetch from
$20 to $700 per part.
Many fl eets are choosing options 1 and 2, as
they may not be aware of the recycling option,
or it may be a choice born out of the path-ofleast
resistance mentality.
However, fl eets that have come to understand
the recycling option are fi nding the
process to be pain free and a nice profi t center.
What to Look for in a Recycler
When seeking a recycler to deal with, here are
some things to keep in mind. An experienced
recycler:
Will be able to guide you through its recycling
process and address any potential
hazardous waste concerns associated with
recycling DPFs and DOCs.
Should provide testing services to determine
any potential hazardous waste concerns
associated with recycling parts.
Should be able to provide a release of
liability and an offi cial transfer of ownership
document that would accompany any
payment issued for the recycled parts.
Remember that DPFs and DOCs are serialized
parts that have some level of traceability.
Th erefore, it’s important to make sure the recycler
provides documentation that releases your
company of any possible liability or regulatory
compliance headaches down the road.
A Sustainable Supply Chain
Without getting into a chemistry lesson, most
DPFs and DOCs are coated or “catalyzed” with
platinum group metals (PGM) to ensure that
diesel engines meet EPA emission mandates.
Not all parts are catalyzed with the same
amount of PGM, which is why there is a range
in the recycled value of the parts.
When DPFs and DOCs are recycled, the PGM
is recovered through a specialized process,
resulting in the PGM being reclaimed and, in
most cases, sold back to the manufacturers
of new parts.
Manufacturers oft en talk about developing
a sustainable supply chain. A sustainable
supply chain makes good business sense since
producing products with reusable materials
can mean lower costs because of the reduced
need for expensive new raw materials.
When fl eets and truck shops recycle DPFs
and DOCs, they are bolstering the supply of
scarce materials, thus keeping the price of the
new DPFs and DOCs down.
Good for American Business
More than 90 percent of global platinum is
mined outside of North America, primarily in
South Africa and Russia.
Most people don’t realize where these metals
are sourced.
If parts are recycled through a domestic
recycler, the recycled materials from failed
DPFs and DOCs are likely refi ned domestically
and sold to domestic suppliers of parts containing
PGM, keeping the material in America and
reducing reliance on foreign sources.
While the dollars associated with recycling
spent DPFs and DOCs can be signifi cant, they
likely won’t make or break your company’s
fi nancial goals.
However, the practice can help off set the
costs associated with maintenance, while keeping
costs for new parts down and promoting a
domestic and sustainable supply chain – a real
life win, win, win.
Savvy Fleets Are Cashing
In On Failed DPFs and DOCs
A recycling solution that pays
By Tripp Heller
VICE PRESIDENT, SALES & MARKETING,
RED FOX RESOURCES
The company (www.redfoxresources.com) recycles diesel
particulate filters (DPFs) and diesel oxidation catalysts
(DOCs) from trucks, buses, heavy equipment and
generators at the end of their useful lives through a
compliant buy-back program. Tripp has spent his career
in the industrial product sales and distribution space
working for Cummins Pacific, Cummins West and Cleaire
Advanced Emission Controls. In his time with these companies
he has held leadership roles in air quality compliance
consulting, strategic marketing, sales management
and process improvement.
» Because failed
diesel particulate
filters and diesel
oxidation catalysts
have residual value
greater than that
of their scrap metal
value, it makes good
business sense to
recycle them.
Photo courtesy of Red
Fox Resources