The GSC300 control integrates six critical engine readings, a complete range of engine control functions and a built in Auto/Manual/Off switch. Gauge functions displayed include oil pressure, engine temperature, fuel level, hourmeter, frequency and battery voltage.
Faulkner said the GSC300 engine controller is also unique in that it is socketed to accept three on-board, user-installed 40 amp cube relays, each protected by an easily replaceable automotive type fuse. This feature eliminates costs related to the mounting, wiring and fusing of-external slave relays for fuel, crank and preheat.
Information is displayed on an ultrabright backlit 16-character LCD panel and eight high intensity LEDs with regulated brightness for status and failure indications. LED indicators cover a range of functions and conditions, including low oil pressure, high water temperature, overcrank and overspeed, engine running, pre-heat/ETS, low battery and not in auto.
The GSC300 can be programmed manually via three buttons on the front panel or with an easy-to-use PC software interface. The software allows customization of messaging and languages, sender selections and control settings, etc. The unit can also be configured to customer settings at the factory prior to shipping.
Controller adjustments available include warm-up (zero to 200 seconds); cool down (zero to 255 sec-disconnect (12 to 140 Hz in the generator output version, 44 to 300 Hz in magnetic pick-up version); overspeed (60 to 4156 Hz in generator output version, 300 to 8492 Hz in magnetic pick-up version); crank rest (3 to 32 seconds); start delay (zero to 59 seconds); crank attempts (1 to 10 or a single long crank attempt available up to 256 seconds); oil bypass (15 to 55 seconds); and low battery indication (7 to 35 seconds).
Faulkner pointed out that the new controllers am UL508 listed and in the near future will be J1939 and NFPA Level 1 complaint. "Compatibility for Tier 2 engines is a priority for our products," he said.
Despite its versatility, DynaGen was able to maintain a compact dimensional envelope to provide maximum mounting flexibility. The GSC300 controller, which is constructed with an impact-resistant, injection molded plastic housing, it 4.5 in. high, 5.5 in. wide and 1.25 in deep. The GCP300 panel's steel enclosure is 11.5 in. long, 8.254 in. high and 10 in. deep.
Three on-board replaceable 40A fuses protect fuel, crank and timer outputs. The unit is reverse polarity protected and includes short circuit and overload protection on annunciation outputs. All inputs are electrostatic discharge protected. Removable terminal blocks are used for annunciation outputs and low power connections. All other connections utilize 0.25 in. spade terminals.
DynaGen builds the new controllers at its new 34,0110 sq.ft. facility in Sydney.
SEE DIRECTLINK@WWW.DIESELPUB.COM
COPYRIGHT 2004 Diesel & Gas Turbine Publications
COPYRIGHT 2004 Gale Group
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Sunday, December 31, 2006
Saturday, December 30, 2006
New Energy Sources Gather Steam
Environmental awareness - combined with FALLING PRICES AND INCREASED NEED for reliable power expands markets for wind, solar and other power alternatives
Although fossil fuels - notably coal and natural gas - are finite resources, the United States still depends on these two sources for 68 percent of its electricity generation. Another 20 percent is supplied by nuclear power. Of the remaining 12 percent, about 7 percent is hydropower and less than 1 percent is wind power.
Put another way, the United States uses about 71 quadrillion Btus (quads) annually, according to Richard Moorer, deputy assistant secretary for technology development in the Office of Energy Efficiency and Renewable Energy of the U.S. Department of Energy. Renewable energy, including hydropower and biomass, accounts for 5.9 quads, or about 8 percent.
But though the numbers are small, they are growing. "The combined annual compound growth rate for wind and solar renewables is about 30 percent," says Steve Strong, president of Solar Design Associates in Harvard, Mass. "That means this market is growing faster than computers and cell phones in their early days."One sign of the strength of alternative energy is the number of utilities offering green pricing programs. According to National Renewable Energy Laboratory data, as of October 2003, 33 states had utilities with such programs.
As of December 2002, the U.S. Department of Energy reported the top 10 utility green pricing programs were Austin Energy, Portland General Electric, Sacramento Municipal Utility District, PacifiCorp, Xcel Energy, Los Angeles Department of Power & Water, Tennessee Valley Authority, We Energies, Alliant Energy and Puget Sound Energy, with average megawatts supplied ranging from 33 to 3.1.
"Facility executives willing to purchase green power actually are helping to pay for adding green power solutions someplace on the grid," says Terry Peterson, Electric Power Research Institute (EPRI) consultant for solar power and green power marketing. "You cannot purchase specific electrons, of course. You get the electrons on the grid. It's like dipping your canteen into a lake. You get whatever mixture of water is in that lake. But when there are cleaner streams feeding that lake, everyone benefits. And green power customers are helping to pay for clean streams into those lakes."
WIND POWER DEVELOPMENTS
Among renewables, wind energy capacity is soaring, with the United States installing 1,687 megawatts in 2003, according to data from the American Wind Energy Association (AWEA). AWEA places current cumulative capacity in the United States at 6,374 mw by year-end, with utilityscale turbines operating in 30 states. California has 2,043 mw of installed capacity. Texas is second with 1,293 mw; then come Minnesota with 563 mw, Iowa with 472 mw and Wyoming with 285 mw.
Those numbers pale in comparison to the picture in Europe. AWEA says Germany alone has an installed capacity of 14,609 mw. Spain has 6,202 mw, and Denmark is at 3,110 mw. According to estimates by the European Wind Energy Association, the installed capacity of wind power in the European Union by the end of 2003 was equal to about 2.4 percent of total EU electricity. By comparison, less than 1 percent of U.S. electricity is generated by wind.
Wind power potential is highest in many pockets in the far West, as well as large areas in the central Midwest, according to National Renewable Energy Laboratory data.
Wind is an established renewable resource, capable of competing head to head with dirty coal, says Strong. To prove how mainstream the technology is becoming, Strong cites the willingness of conservative conglomerate GE to scoop up the wind division of Enron. "They booked more than $1 billion in sales in less than the first year of operation," says Strong. "The strategists at GE are all business and they are enthusiastically embracing wind." he adds that GE also is in photovoltaics again, which suggests to Strong that wind and its sister solar will continue enjoying double-digit, compound annual growth rates.
SOLAR DEVELOPMENTS
According to Glenn Hamer, executive director of Solar Energy Industries Association, global electricity production from photovoltaics is doubling every two years. "We expect to produce more than 1 billion watts in 2004," Hamer told the House and Senate Energy and Water Appropriations Subcommittee. "However, increasingly, that production occurs in Japan and Germany."
Worldwide solar production in 2003 was more than 760 mw, up significantly from 550 mw in 2002. However, the U.S. produced just 109 mw of that power, leaving the country that produced the first watt of commercial photovoltaic power - in 1954 at Bell Labs - significantly behind Japan and Germany.
But hope is shining on the horizon. Concentrating solar power systems currently produce 354 mw of clean power in the California desert. Construction has begun on a 50mw plant in Nevada and a 1-mw plant in Arizona.
The Department of Energy's Photovoltaics Roadmap now predicts that solar electricity will be available for less than 8 cents per kilowatt-hour within 10 years.
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Although fossil fuels - notably coal and natural gas - are finite resources, the United States still depends on these two sources for 68 percent of its electricity generation. Another 20 percent is supplied by nuclear power. Of the remaining 12 percent, about 7 percent is hydropower and less than 1 percent is wind power.
Put another way, the United States uses about 71 quadrillion Btus (quads) annually, according to Richard Moorer, deputy assistant secretary for technology development in the Office of Energy Efficiency and Renewable Energy of the U.S. Department of Energy. Renewable energy, including hydropower and biomass, accounts for 5.9 quads, or about 8 percent.
But though the numbers are small, they are growing. "The combined annual compound growth rate for wind and solar renewables is about 30 percent," says Steve Strong, president of Solar Design Associates in Harvard, Mass. "That means this market is growing faster than computers and cell phones in their early days."One sign of the strength of alternative energy is the number of utilities offering green pricing programs. According to National Renewable Energy Laboratory data, as of October 2003, 33 states had utilities with such programs.
As of December 2002, the U.S. Department of Energy reported the top 10 utility green pricing programs were Austin Energy, Portland General Electric, Sacramento Municipal Utility District, PacifiCorp, Xcel Energy, Los Angeles Department of Power & Water, Tennessee Valley Authority, We Energies, Alliant Energy and Puget Sound Energy, with average megawatts supplied ranging from 33 to 3.1.
"Facility executives willing to purchase green power actually are helping to pay for adding green power solutions someplace on the grid," says Terry Peterson, Electric Power Research Institute (EPRI) consultant for solar power and green power marketing. "You cannot purchase specific electrons, of course. You get the electrons on the grid. It's like dipping your canteen into a lake. You get whatever mixture of water is in that lake. But when there are cleaner streams feeding that lake, everyone benefits. And green power customers are helping to pay for clean streams into those lakes."
WIND POWER DEVELOPMENTS
Among renewables, wind energy capacity is soaring, with the United States installing 1,687 megawatts in 2003, according to data from the American Wind Energy Association (AWEA). AWEA places current cumulative capacity in the United States at 6,374 mw by year-end, with utilityscale turbines operating in 30 states. California has 2,043 mw of installed capacity. Texas is second with 1,293 mw; then come Minnesota with 563 mw, Iowa with 472 mw and Wyoming with 285 mw.
Those numbers pale in comparison to the picture in Europe. AWEA says Germany alone has an installed capacity of 14,609 mw. Spain has 6,202 mw, and Denmark is at 3,110 mw. According to estimates by the European Wind Energy Association, the installed capacity of wind power in the European Union by the end of 2003 was equal to about 2.4 percent of total EU electricity. By comparison, less than 1 percent of U.S. electricity is generated by wind.
Wind power potential is highest in many pockets in the far West, as well as large areas in the central Midwest, according to National Renewable Energy Laboratory data.
Wind is an established renewable resource, capable of competing head to head with dirty coal, says Strong. To prove how mainstream the technology is becoming, Strong cites the willingness of conservative conglomerate GE to scoop up the wind division of Enron. "They booked more than $1 billion in sales in less than the first year of operation," says Strong. "The strategists at GE are all business and they are enthusiastically embracing wind." he adds that GE also is in photovoltaics again, which suggests to Strong that wind and its sister solar will continue enjoying double-digit, compound annual growth rates.
SOLAR DEVELOPMENTS
According to Glenn Hamer, executive director of Solar Energy Industries Association, global electricity production from photovoltaics is doubling every two years. "We expect to produce more than 1 billion watts in 2004," Hamer told the House and Senate Energy and Water Appropriations Subcommittee. "However, increasingly, that production occurs in Japan and Germany."
Worldwide solar production in 2003 was more than 760 mw, up significantly from 550 mw in 2002. However, the U.S. produced just 109 mw of that power, leaving the country that produced the first watt of commercial photovoltaic power - in 1954 at Bell Labs - significantly behind Japan and Germany.
But hope is shining on the horizon. Concentrating solar power systems currently produce 354 mw of clean power in the California desert. Construction has begun on a 50mw plant in Nevada and a 1-mw plant in Arizona.
The Department of Energy's Photovoltaics Roadmap now predicts that solar electricity will be available for less than 8 cents per kilowatt-hour within 10 years.
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Friday, December 29, 2006
A new star for fire truck market
Combining over 130 years of experience, Spartan Motors Inc. subsidiary Crimson Fire has introduced its first fire truck series since the merger that formed the company a year ago. The new Star Series features pumper-style fire trucks designed using the expertise of each of the merged company's predecessors.
Spartan Motors formed Crimson Fire in 2003 by combining its two fire apparatus subsidiaries, Luverne Apparatus, whose history dates back to 1912 and Quality Manufacturing, founded in 1962. The two companies were acquired by Spartan Motors in 1997. Following the merger, Crimson Fire continues to manufacture the product lines of each company and draws on the experience of both to create its new Star Series vehicles which are intended to replace these legacy product lines.
"We've listened to our customers, taken the best aspects of Quality and Luverne products, added new features and created the most user-friendly apparatus available today," said Jeff Lautt, president of Crimson Fire. "These apparatus are commonly built on Spartan Chassis' most popular chassis, the Gladiator," he added, noting that the series can also be fitted to Spartan's Advantage and Big Easy chassis.This combination of strength, fit and finish will ultimately help fire fighters perform their jobs at an even higher level." Lautt said.
The chassis for the Gladiator Evolution chassis used on the Star Series vehicles ate rated 42,000 lb. The chassis incorporates a six-cylinder, 24-valve, liquid cooled Cummins ISL diesel engine rated 350 hp at 2100 rpm. The engine is packaged with a Fleetguard fuel filter, Wabco air compressor, Farr dry-type air cleaners and a Leece-Neville alternator. Engine cooling is provided by an AKG cooling system.
Directly driven off the engine is a five-speed Allison EVS 3000 transmission which automatically selects gears based on the engine rpm, throttle position, vehicle load and road speed. An engine driven Vickers hydraulic power-steering pump supplies hydraulic power for the TRW steering gear controlled by a Douglas Autotech seven-position telescopic, tilt-steering column. Both the front ArvinMeritor MFS axle rated 18,000 lb. and rear ArvinMeritor single axle, rated 24,000 lb., incorporate Meritor Wabco antilock brakes. The front suspension includes two Bilstein monotubular shock absorbers that are nitrogen gas charged, while an Aero Glide suspension cushions the rear.
The chassis, which has a 190 in. wheelbase, is rounded out by Goodyear tires. Top speed for the vehicle is 75 mph at governed engine rpm.
The chassis frame is constructed of 110,000 psi steel and channel-type flame rails. Nestled between the rails is a 1000 gal. Propoly water tank. Water is delivered by" a Waterous CSUY 1500 gpm pump to six discharge points. The truck is also equipped with all electric upper deck gun which is operational through the remote Vulcan radio frequency controller designed and manufactured by Elkhart Brass Co.
Manufactured by Spartan Chassis, the cab features Seats Inc. 911 seats for the driver and officer. Both center and side-clustered instrument panels monitor all the system functions of the vehicle. An Onan hydraulic generator, driven off the vehicle engine, provides power for emergency equipment such as Jaws Of Life, as well as auxiliary lighting and Cans. Unused areas on the vehicle have also been repurposed for additional cargo storage, as well as a floor-dry system housed m the wheel well.
Crimson Fire is headquartered in Brandson, S.D, where it manufactures its line of aerial, heavy-duty rescue, tanker, mini-rescue and quick attack vehicles, as well as the Star Series. "We expect the Star Series to continue the positive order momentum we are experiencing at Crimson Fire" said John Sztykiel, CEO of Spartan Motors, "which will be reflected in our sales in 2004."
Spartan Motors formed Crimson Fire in 2003 by combining its two fire apparatus subsidiaries, Luverne Apparatus, whose history dates back to 1912 and Quality Manufacturing, founded in 1962. The two companies were acquired by Spartan Motors in 1997. Following the merger, Crimson Fire continues to manufacture the product lines of each company and draws on the experience of both to create its new Star Series vehicles which are intended to replace these legacy product lines.
"We've listened to our customers, taken the best aspects of Quality and Luverne products, added new features and created the most user-friendly apparatus available today," said Jeff Lautt, president of Crimson Fire. "These apparatus are commonly built on Spartan Chassis' most popular chassis, the Gladiator," he added, noting that the series can also be fitted to Spartan's Advantage and Big Easy chassis.This combination of strength, fit and finish will ultimately help fire fighters perform their jobs at an even higher level." Lautt said.
The chassis for the Gladiator Evolution chassis used on the Star Series vehicles ate rated 42,000 lb. The chassis incorporates a six-cylinder, 24-valve, liquid cooled Cummins ISL diesel engine rated 350 hp at 2100 rpm. The engine is packaged with a Fleetguard fuel filter, Wabco air compressor, Farr dry-type air cleaners and a Leece-Neville alternator. Engine cooling is provided by an AKG cooling system.
Directly driven off the engine is a five-speed Allison EVS 3000 transmission which automatically selects gears based on the engine rpm, throttle position, vehicle load and road speed. An engine driven Vickers hydraulic power-steering pump supplies hydraulic power for the TRW steering gear controlled by a Douglas Autotech seven-position telescopic, tilt-steering column. Both the front ArvinMeritor MFS axle rated 18,000 lb. and rear ArvinMeritor single axle, rated 24,000 lb., incorporate Meritor Wabco antilock brakes. The front suspension includes two Bilstein monotubular shock absorbers that are nitrogen gas charged, while an Aero Glide suspension cushions the rear.
The chassis, which has a 190 in. wheelbase, is rounded out by Goodyear tires. Top speed for the vehicle is 75 mph at governed engine rpm.
The chassis frame is constructed of 110,000 psi steel and channel-type flame rails. Nestled between the rails is a 1000 gal. Propoly water tank. Water is delivered by" a Waterous CSUY 1500 gpm pump to six discharge points. The truck is also equipped with all electric upper deck gun which is operational through the remote Vulcan radio frequency controller designed and manufactured by Elkhart Brass Co.
Manufactured by Spartan Chassis, the cab features Seats Inc. 911 seats for the driver and officer. Both center and side-clustered instrument panels monitor all the system functions of the vehicle. An Onan hydraulic generator, driven off the vehicle engine, provides power for emergency equipment such as Jaws Of Life, as well as auxiliary lighting and Cans. Unused areas on the vehicle have also been repurposed for additional cargo storage, as well as a floor-dry system housed m the wheel well.
Crimson Fire is headquartered in Brandson, S.D, where it manufactures its line of aerial, heavy-duty rescue, tanker, mini-rescue and quick attack vehicles, as well as the Star Series. "We expect the Star Series to continue the positive order momentum we are experiencing at Crimson Fire" said John Sztykiel, CEO of Spartan Motors, "which will be reflected in our sales in 2004."
Power boost: a hunger for new energy sources could revive the outlook for waste-to-energy plants
Incineration has traditionally been the EPA's least favored approach to dealing with solid waste because of the lost resources and the pollutants emitted out the stack. But incineration's cousin, the waste-to-energy (WTE) system, may be redeeming itself because of its best attribute: The energy produced (generally electricity) is a desired commodity used by surrounding communities.
The basic steps in the WTE process that make the critical difference are that the solid waste is burned in a furnace and is channeled into heat tubes of water in a boiler. The high temperatures produced transform the water to steam, the force of which drives a turbine generator, producing electricity. In a clean system, ash particles and harmful chemicals are removed before being emitted as smoke and gases. The heavier ash that falls to the bottom is collected for transport to the landfill, and the remaining gases escape through the stack. It's this last step that still draws attention from detractors. The WTE plane built near Columbus, Ohio, was championed in its early days, even though it was referred to as the "cash-burning plant," says John Remy, director of communication at the Solid Waste Authority of Central Ohio (SWACO), Grove City, Ohio. The plant was designed to burn a combination of coal and the city's trash. The equipment in the plant was touted as state of the art.
Initially, some components broke down, an inherent by-product of innovation, says Remy. Toward the end of its life, it was denounced particularly because of its emissions. For this, the plant got a bad rap and was closed in 1994. Bringing it up to the new standards was judged to be economically unfeasible. Right now it's a gutted shell used for storage.
Dr. John H. Skinner, executive director and CEO of the Solid Waste Association of North America (SWANA), Washington, sees fuel generated by WTE plants as one of the cleanest fuels available, provided current standards are met. The mercury and dioxin standards for WTE plants are far more stringent than those for coal-fired plants, he notes. WTE plants are also cleaner, he assures, "than some sources of oil in terms of oil-fired power plants, especially high-sulfur-content oil. The industry over the last 10 years has gone through a major upgrade in terms of installing pollution control equipment as required by the Clean Air Act."
But is WTE a form of recycling, or does it squander potentially recyclable resources? Critics are concerned that if burning collected material were to become more prevalent, there would he less incentive to take the trouble to recycle.
In some states, such as Massachusetts, New Jersey and New York, no new WTE plants will be considered until recycling is thoroughly in place. Currently, 98 WTE systems are operating in 29 states in the U.S., a number that has decreased in the last few years.
Skinner points to statistics to demonstrate that WTE plants are compatible with recycling. "There's a lot of recycling that goes on in the context of a WTE plant. Metal is often recycled. Quite a few communities have paper recycling programs in conjunction with their WTE plants. The amazing thing, if you look at the statistics on the communities that have WTE plants, is this: The recycling percentage is higher than the national average--35 percent recycling compared to a national average of 30 [percent] to 32 percent."
BURN VS. BURY COSTS. WTE plants are considered more costly to operate than typical incinerators. Not only do emission control costs exceed those of coal burning incinerators, but plant capacity is also greater in a WTE than in a coal burning incinerator. For example, it takes 1 ton of garbage compared to 1/4 ton of coal to produce the same amount of energy, according to the Energy Information Administration, Washington.
Skinner counters that WTE plants are more economical in the parts of the country where landfill costs tend to be high. He cites the densely populated Northeast as well as Florida, where landfilling is limited because of the high water table. There are not as many further west, he notes, "because landfill prices lend to be lower. The big states for WTEs are Virginia, Florida, New Jersey and New York, where landfill costs are higher. For WTEs, $35 to $40 per ton of waste deposited is typical. In the West, landfill prices are $20 to $25 per ton, so it's more expensive. But in the East, land disposal [tipping fees] are above $40 per ton, so in those cases it's competitive."
The basic steps in the WTE process that make the critical difference are that the solid waste is burned in a furnace and is channeled into heat tubes of water in a boiler. The high temperatures produced transform the water to steam, the force of which drives a turbine generator, producing electricity. In a clean system, ash particles and harmful chemicals are removed before being emitted as smoke and gases. The heavier ash that falls to the bottom is collected for transport to the landfill, and the remaining gases escape through the stack. It's this last step that still draws attention from detractors. The WTE plane built near Columbus, Ohio, was championed in its early days, even though it was referred to as the "cash-burning plant," says John Remy, director of communication at the Solid Waste Authority of Central Ohio (SWACO), Grove City, Ohio. The plant was designed to burn a combination of coal and the city's trash. The equipment in the plant was touted as state of the art.
Initially, some components broke down, an inherent by-product of innovation, says Remy. Toward the end of its life, it was denounced particularly because of its emissions. For this, the plant got a bad rap and was closed in 1994. Bringing it up to the new standards was judged to be economically unfeasible. Right now it's a gutted shell used for storage.
Dr. John H. Skinner, executive director and CEO of the Solid Waste Association of North America (SWANA), Washington, sees fuel generated by WTE plants as one of the cleanest fuels available, provided current standards are met. The mercury and dioxin standards for WTE plants are far more stringent than those for coal-fired plants, he notes. WTE plants are also cleaner, he assures, "than some sources of oil in terms of oil-fired power plants, especially high-sulfur-content oil. The industry over the last 10 years has gone through a major upgrade in terms of installing pollution control equipment as required by the Clean Air Act."
But is WTE a form of recycling, or does it squander potentially recyclable resources? Critics are concerned that if burning collected material were to become more prevalent, there would he less incentive to take the trouble to recycle.
In some states, such as Massachusetts, New Jersey and New York, no new WTE plants will be considered until recycling is thoroughly in place. Currently, 98 WTE systems are operating in 29 states in the U.S., a number that has decreased in the last few years.
Skinner points to statistics to demonstrate that WTE plants are compatible with recycling. "There's a lot of recycling that goes on in the context of a WTE plant. Metal is often recycled. Quite a few communities have paper recycling programs in conjunction with their WTE plants. The amazing thing, if you look at the statistics on the communities that have WTE plants, is this: The recycling percentage is higher than the national average--35 percent recycling compared to a national average of 30 [percent] to 32 percent."
BURN VS. BURY COSTS. WTE plants are considered more costly to operate than typical incinerators. Not only do emission control costs exceed those of coal burning incinerators, but plant capacity is also greater in a WTE than in a coal burning incinerator. For example, it takes 1 ton of garbage compared to 1/4 ton of coal to produce the same amount of energy, according to the Energy Information Administration, Washington.
Skinner counters that WTE plants are more economical in the parts of the country where landfill costs tend to be high. He cites the densely populated Northeast as well as Florida, where landfilling is limited because of the high water table. There are not as many further west, he notes, "because landfill prices lend to be lower. The big states for WTEs are Virginia, Florida, New Jersey and New York, where landfill costs are higher. For WTEs, $35 to $40 per ton of waste deposited is typical. In the West, landfill prices are $20 to $25 per ton, so it's more expensive. But in the East, land disposal [tipping fees] are above $40 per ton, so in those cases it's competitive."
Connie's post scripts
TIRE/WHEEL ASSEMBLES IN SWA
Tank-automotive and Armaments Command has expanded stockage of mounted tire and wheel assemblies, assigning 39 NSNs for those assemblies used on light, medium and heavy tactical vehicles. Additionally, TACOM has shipped more than 5,000 assemblies to SWA for HMMWVs, HEMTTs, FMTVs, PLS/HETs, M915 line haul tractors and M939 series 5-ton fleets, A complete listing of NSNs, item managers and prices are located at TACOM's AEPS website: https://aeps2.ria.army.millcommodity/tire_wheel-assy-item.mgr.xls
The SMR code for the assemblies is PCOHH. The stacked items can be installed, replaced or used by org/unit level, but GS is the lowest level that can do complete repair and determine disposition action on an unserviceable item. As supplies increase, units within SWA will be able to update their SARSS boxes to forward unserviceable assemblies for repair to the AMC Forward Repair Activity in Balad, Iraq. Address questions to Marleen Fiantaco, That old and often broken down conveyor system on your M992A2 amino carrier is no longer required. In fact, you can get rid of it. Instructions for removing the conveyor are found in TB 43-0001-62-03-2 (Jun 03). See your TACOM LAR or write to Half-Mast for a copy.
M1A1 Infrared viewer
Page B-3 in TM 9-2350-264-10-2 (Mar 03) lists the AN/VAS-5A infrared viewer, NSN 5855-01-475-9446, as a Component of End Item for the M1A1 tank. This item is for Marine Corps use only and is not authorized for Army tanks. Any Army requisitions for this item will be rejected.
5-KW GENERATOR APU OIL FILTER
Use NSN 2940-12-342-1512 to get a new oil filter for the MEP-952B 5-KW diesel generator used on your M577- and M1068-series command post carriers. Just remove the E from the end of the part number (Item 15 in Fig G-19 in TM 9-6115-664-13&P) and it will cross on FED LOG.
Tank-automotive and Armaments Command has expanded stockage of mounted tire and wheel assemblies, assigning 39 NSNs for those assemblies used on light, medium and heavy tactical vehicles. Additionally, TACOM has shipped more than 5,000 assemblies to SWA for HMMWVs, HEMTTs, FMTVs, PLS/HETs, M915 line haul tractors and M939 series 5-ton fleets, A complete listing of NSNs, item managers and prices are located at TACOM's AEPS website: https://aeps2.ria.army.millcommodity/tire_wheel-assy-item.mgr.xls
The SMR code for the assemblies is PCOHH. The stacked items can be installed, replaced or used by org/unit level, but GS is the lowest level that can do complete repair and determine disposition action on an unserviceable item. As supplies increase, units within SWA will be able to update their SARSS boxes to forward unserviceable assemblies for repair to the AMC Forward Repair Activity in Balad, Iraq. Address questions to Marleen Fiantaco, That old and often broken down conveyor system on your M992A2 amino carrier is no longer required. In fact, you can get rid of it. Instructions for removing the conveyor are found in TB 43-0001-62-03-2 (Jun 03). See your TACOM LAR or write to Half-Mast for a copy.
M1A1 Infrared viewer
Page B-3 in TM 9-2350-264-10-2 (Mar 03) lists the AN/VAS-5A infrared viewer, NSN 5855-01-475-9446, as a Component of End Item for the M1A1 tank. This item is for Marine Corps use only and is not authorized for Army tanks. Any Army requisitions for this item will be rejected.
5-KW GENERATOR APU OIL FILTER
Use NSN 2940-12-342-1512 to get a new oil filter for the MEP-952B 5-KW diesel generator used on your M577- and M1068-series command post carriers. Just remove the E from the end of the part number (Item 15 in Fig G-19 in TM 9-6115-664-13&P) and it will cross on FED LOG.
Thursday, December 28, 2006
Partnering for security: Pierce, LDV team to develop mobile command post vehicle for homeland security applications
Oshkosh Truck Corp. subsidiary Pierce Mfg. has partnered with LDV Inc. to produce and market mobile command post vehicles for homeland security applications. The vehicles will be sold through Pierce's dealer network and feature its chassis, custom exterior bodies and emergency apparatus. LDV will provide the vehicle's custom interiors and communication systems.
Pierce entered the homeland security arena four years ago and paired up with global command center outfitter LDV last year. "We knew that LDV are experts in outfitting global command centers in the interiors and communication side of it for 12 years," said Jim Parker, vice president of homeland security, at Pierce. "Because their quality and expertise were a match for the processes we like to use, we decided to partner with them."
Together, Pierce and LDV are producing the mobile command post vehicles for law enforcement, fire and emergency and local arid federal agencies. The vehicles are designed to maintain constant communication while facing a natural disaster, biological or terrorist attack. The first vehicle model was featured on the Lance chassis and powered by a 14 L, six-cylinder, turbocharged and air-to-air charge-air cooled Detroit Diesel Series 60 engine rated 500 hp at 2100 rpm. Engine cooling is through a front-mounted Modine radiator.
Driven off the engine is art Allison EVS4000PR (emergency vehicle series) five-speed automatic transmission. The electronically controlled transmission is a part of Pierce's TAK-4 suspension system. TAK-4 integrates the suspension, brakes, steering, axles and tires into a singular standard option. The components are matched to provide greater performance, handling, stopping power and overall durability, the company said.
Front Bendix 17 in. ABS brakes and rear ArvinMeritor 16.5 m. cam brakes stop the vehicle with 60 ft. less stopping distance than similar vehicles, the company said. The vehicle has a 40[degrees] to 45[degrees] cramp angle, depending on weight rating, and an 18,000 lb. Oshkosh front axle. Combined with the 24,000 lb. Arvin Meritor RS24-160 tear axle, the chassis' gross vehicle weight rating is 42,000 lb. The wheelbase is 200 in. with Michelin 22.5 x 9 tires fitted to the steel wheels.
The vehicle's body is completely supported by the Lance chassis' 13.38 in. steel, 110 psi yield strength frame rails. Enclosing the chassis is a steel and aluminum body built to endure biological and chemical toxins, the company said. A Draeger vehicle filter system maintains the inside air pressure and a variety of filters clean contaminants from the air.
Although Pierce offers the Lance chassis as one of seven chassis options for the mobile command post vehicle, it will customize the vehicle to specifically what the buyer requires. "The customer works with our dealers or internal product experts," said Parker. "They basically tell us, 'this is what we need to use this product for.' Then, we design the chassis, body and where everything is going in it and configure the final product."
The construction of the vehicle up until this point takes place at Pierce's Appleton, Wis., facilities. Installation of the customized interior and communication technology is done in Burlington, Wis., where LDV is head quartered. Pierce's dealers work to assist customers on the basic interior and communication schemes. "When it gets to technical details of communication equipment, that's when we bring in LDV," said Parker.
The specifications to every mobile command post vehicle are different. but the interior basically breaks down into three sections: a conference room area, a living area (galley, restrooms) and a command center. The conference area is a seating/meeting area used to display and communicate directions, plans or discuss actions. The command center houses the communication technology, systems including satellite TV, phone, radio data/voice communications, interoperable communication centers and video surveillance. The living area can be configured for up to 72 hours of self-contained living with a galley and restroom.
Only four years ago, Pierce was selling a few homeland security vehicles a year. Today; the interest and volume on these types of vehicles has escalated and be come a product that many departments and agencies am looking to add to their fleet, said Parker. "These types of products help prepare for terrorist and other major incident. And, given the level of terrorist activity, around the world today, I see the continued need For these kinds of products for many years."
Pierce entered the homeland security arena four years ago and paired up with global command center outfitter LDV last year. "We knew that LDV are experts in outfitting global command centers in the interiors and communication side of it for 12 years," said Jim Parker, vice president of homeland security, at Pierce. "Because their quality and expertise were a match for the processes we like to use, we decided to partner with them."
Together, Pierce and LDV are producing the mobile command post vehicles for law enforcement, fire and emergency and local arid federal agencies. The vehicles are designed to maintain constant communication while facing a natural disaster, biological or terrorist attack. The first vehicle model was featured on the Lance chassis and powered by a 14 L, six-cylinder, turbocharged and air-to-air charge-air cooled Detroit Diesel Series 60 engine rated 500 hp at 2100 rpm. Engine cooling is through a front-mounted Modine radiator.
Driven off the engine is art Allison EVS4000PR (emergency vehicle series) five-speed automatic transmission. The electronically controlled transmission is a part of Pierce's TAK-4 suspension system. TAK-4 integrates the suspension, brakes, steering, axles and tires into a singular standard option. The components are matched to provide greater performance, handling, stopping power and overall durability, the company said.
Front Bendix 17 in. ABS brakes and rear ArvinMeritor 16.5 m. cam brakes stop the vehicle with 60 ft. less stopping distance than similar vehicles, the company said. The vehicle has a 40[degrees] to 45[degrees] cramp angle, depending on weight rating, and an 18,000 lb. Oshkosh front axle. Combined with the 24,000 lb. Arvin Meritor RS24-160 tear axle, the chassis' gross vehicle weight rating is 42,000 lb. The wheelbase is 200 in. with Michelin 22.5 x 9 tires fitted to the steel wheels.
The vehicle's body is completely supported by the Lance chassis' 13.38 in. steel, 110 psi yield strength frame rails. Enclosing the chassis is a steel and aluminum body built to endure biological and chemical toxins, the company said. A Draeger vehicle filter system maintains the inside air pressure and a variety of filters clean contaminants from the air.
Although Pierce offers the Lance chassis as one of seven chassis options for the mobile command post vehicle, it will customize the vehicle to specifically what the buyer requires. "The customer works with our dealers or internal product experts," said Parker. "They basically tell us, 'this is what we need to use this product for.' Then, we design the chassis, body and where everything is going in it and configure the final product."
The construction of the vehicle up until this point takes place at Pierce's Appleton, Wis., facilities. Installation of the customized interior and communication technology is done in Burlington, Wis., where LDV is head quartered. Pierce's dealers work to assist customers on the basic interior and communication schemes. "When it gets to technical details of communication equipment, that's when we bring in LDV," said Parker.
The specifications to every mobile command post vehicle are different. but the interior basically breaks down into three sections: a conference room area, a living area (galley, restrooms) and a command center. The conference area is a seating/meeting area used to display and communicate directions, plans or discuss actions. The command center houses the communication technology, systems including satellite TV, phone, radio data/voice communications, interoperable communication centers and video surveillance. The living area can be configured for up to 72 hours of self-contained living with a galley and restroom.
Only four years ago, Pierce was selling a few homeland security vehicles a year. Today; the interest and volume on these types of vehicles has escalated and be come a product that many departments and agencies am looking to add to their fleet, said Parker. "These types of products help prepare for terrorist and other major incident. And, given the level of terrorist activity, around the world today, I see the continued need For these kinds of products for many years."
Tuesday, December 26, 2006
FWMurphy, Miratech in control systems joint venture
Two well-known companies, FWMurphy and Miratech Corp., recently joined forces to form Compliance Controls LLC. FWMurphy, established in 1939, is an ISO 9001 registered manufacturer of equipment management and control solutions for off-highway and construction equipment, gas compressors, standby generator controls, irrigation and water pumping. Privately held Miratech Corp. and its subsidiary, Miratech SCR Corp., are leaders in the development and engineering of emission control and engine performance technology for industrial engines. Compliance Controls and both parent companies are based in Tulsa, Okla., and have sales offices located across North America.
"The new organization is dedicated to sales, support and continuing development of its state-of-the-art, user-friendly Windows-based air-to-fuel ratio control systems," said Kevin O'Sullivan, president of Compliance Controls. "We saw a need in the industrial engine marketplace tar more advanced, cost-effective, flexible, easy-to-install and easy-to-use engine control systems. Development of our rich-burn (MEC-R) and lean-burn (MEC-L) air-fuel control systems was a team effort to meet that need.
"Backed by our parent companies' distribution networks, Compliance Controls will focus exclusively on delivering and supporting air-fuel ratio control solutions tailored to our customers' specific requirements," he said. Both control systems are designed for use on carbureted, spark-ignited natural gas and LPG engines. MEC-R is a rich-burn engine control system for use on engines equipped with three-way catalysts to reduce regulated pollutants such as oxides of nitrogen, carbon monoxide and hydrocarbons.
"The controller minimizes fuel consumption while maximizing catalyst performance for precise, continuous compliance. It also cuts engine maintenance and includes a fail-safe diagnostic and troubleshooting system for operators and management," said Bill Clary, vice president of sales and marketing for Miratech.
MEC-L is a lean-burn engine control system that can control fuel with a variety of valves in full-authority arrangements. "It reduces lean-burn engine maintenance costs, enhances performance and improves fuel economy," said Clary. "MEC-R and MEC-L air-fuel ratio control systems are the result of experience gained over the past decade and offer customers a dramatic upgrade in capabilities and user-friendliness at a competitive price," he added.
Jack Maley, vice president of operations for FWMurphy, pointed out that the MEC systems are closer in design to automotive-type air-fuel controllers than earlier engine control systems. "Using a reliable, high-performance air-fuel controller in conjunction with a three-way catalyst is the most effective method of cleaning rich-burn spark-ignition engine exhaust gases available today," he said.
The three-way catalytic converter that simultaneously oxidizes excess levels of exhaust carbon monoxide (CO) and nonmethane hydrocarbons (NMHC) and reduces nitric oxides (N[O.sub.x]) becomes ineffective if the rich-burn engine air fuel ratio differs by more than 1% from the stoichiometric value. The MEC-R system maximizes the efficiency of a three-way catalyst by maintaining a constant air-fuel ratio and continuous emissions compliance over yawing engine loads, speeds, fuel quality, ambient temperatures and barometric pressures. It fits virtually any gas-fueled, carbureted, rich-burn industrial engine with any catalytic converter.
The MEC-R control scheme includes pre-catalyst closed loop, exhaust oxygen ([O.sub.2]) feedback control, post-catalyst exhaust [O.sub.2] feedback; cascade control for fast, real-time adaptation to changing catalyst performance; variable set-point for pre-catalyst and post catalyst exhaust [O.sub.2] control for fast, real-time response to varying engine loads; catalyst temperature monitoring to protect emissions control catalysts from engine and fueling malfunctions; and two-dimensional open loop valve positioning, based on engine speed and load. It drives up to two fuel-metering valves for V engine configurations and can maintain compliance even with critical oxygen sensor malfunction.
Compliance Controls indicated that a crew of two could install and program the MEC-R system on an engine in two days for a new field installation with hard conduit, or less than a day with one technician for a retrofit project.
In addition to fuel control valve(s) and a microprocessor controller in a NEMA 12 enclosure, the system includes [O.sub.2] sensors downstream of the catalyst and in each exhaust bank upstream of the catalyst, air manifold pressure and temperature RTU's, pre- and post-catalyst temperature probes and a dedicated magnetic pickup for sensing engine rpm from the flywheel. The system includes all connectors and a selection of cables that can be cut to length at the terminal end where they connect to a terminal block inside the controller enclosure. A 9 to 30 Vdc power supply is required. The company and many of its distributors provide installation, set-up and operator training.
"The new organization is dedicated to sales, support and continuing development of its state-of-the-art, user-friendly Windows-based air-to-fuel ratio control systems," said Kevin O'Sullivan, president of Compliance Controls. "We saw a need in the industrial engine marketplace tar more advanced, cost-effective, flexible, easy-to-install and easy-to-use engine control systems. Development of our rich-burn (MEC-R) and lean-burn (MEC-L) air-fuel control systems was a team effort to meet that need.
"Backed by our parent companies' distribution networks, Compliance Controls will focus exclusively on delivering and supporting air-fuel ratio control solutions tailored to our customers' specific requirements," he said. Both control systems are designed for use on carbureted, spark-ignited natural gas and LPG engines. MEC-R is a rich-burn engine control system for use on engines equipped with three-way catalysts to reduce regulated pollutants such as oxides of nitrogen, carbon monoxide and hydrocarbons.
"The controller minimizes fuel consumption while maximizing catalyst performance for precise, continuous compliance. It also cuts engine maintenance and includes a fail-safe diagnostic and troubleshooting system for operators and management," said Bill Clary, vice president of sales and marketing for Miratech.
MEC-L is a lean-burn engine control system that can control fuel with a variety of valves in full-authority arrangements. "It reduces lean-burn engine maintenance costs, enhances performance and improves fuel economy," said Clary. "MEC-R and MEC-L air-fuel ratio control systems are the result of experience gained over the past decade and offer customers a dramatic upgrade in capabilities and user-friendliness at a competitive price," he added.
Jack Maley, vice president of operations for FWMurphy, pointed out that the MEC systems are closer in design to automotive-type air-fuel controllers than earlier engine control systems. "Using a reliable, high-performance air-fuel controller in conjunction with a three-way catalyst is the most effective method of cleaning rich-burn spark-ignition engine exhaust gases available today," he said.
The three-way catalytic converter that simultaneously oxidizes excess levels of exhaust carbon monoxide (CO) and nonmethane hydrocarbons (NMHC) and reduces nitric oxides (N[O.sub.x]) becomes ineffective if the rich-burn engine air fuel ratio differs by more than 1% from the stoichiometric value. The MEC-R system maximizes the efficiency of a three-way catalyst by maintaining a constant air-fuel ratio and continuous emissions compliance over yawing engine loads, speeds, fuel quality, ambient temperatures and barometric pressures. It fits virtually any gas-fueled, carbureted, rich-burn industrial engine with any catalytic converter.
The MEC-R control scheme includes pre-catalyst closed loop, exhaust oxygen ([O.sub.2]) feedback control, post-catalyst exhaust [O.sub.2] feedback; cascade control for fast, real-time adaptation to changing catalyst performance; variable set-point for pre-catalyst and post catalyst exhaust [O.sub.2] control for fast, real-time response to varying engine loads; catalyst temperature monitoring to protect emissions control catalysts from engine and fueling malfunctions; and two-dimensional open loop valve positioning, based on engine speed and load. It drives up to two fuel-metering valves for V engine configurations and can maintain compliance even with critical oxygen sensor malfunction.
Compliance Controls indicated that a crew of two could install and program the MEC-R system on an engine in two days for a new field installation with hard conduit, or less than a day with one technician for a retrofit project.
In addition to fuel control valve(s) and a microprocessor controller in a NEMA 12 enclosure, the system includes [O.sub.2] sensors downstream of the catalyst and in each exhaust bank upstream of the catalyst, air manifold pressure and temperature RTU's, pre- and post-catalyst temperature probes and a dedicated magnetic pickup for sensing engine rpm from the flywheel. The system includes all connectors and a selection of cables that can be cut to length at the terminal end where they connect to a terminal block inside the controller enclosure. A 9 to 30 Vdc power supply is required. The company and many of its distributors provide installation, set-up and operator training.
Monday, December 25, 2006
MQ Power's new welder/generator - Brief Article
MQ Power Corp. has launched a new welder/generator for use by welding supply houses and the rental markets. Operating as a 225 amp welder and a 6 kW 120/240 volt a.c. generator, the Scorcher 225, manufactured for MQ, Carson, Calif., by Denyo Ltd., is the first model to include constant voltage operation and expands the company's line of welders joining 300 and 400 amp models.
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
MQ Power's new welder/generator - Brief Article
MQ Power Corp. has launched a new welder/generator for use by welding supply houses and the rental markets. Operating as a 225 amp welder and a 6 kW 120/240 volt a.c. generator, the Scorcher 225, manufactured for MQ, Carson, Calif., by Denyo Ltd., is the first model to include constant voltage operation and expands the company's line of welders joining 300 and 400 amp models.
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Sunday, December 24, 2006
Deep Sea continues product expansion; eight new products include additional J1939 modules; markets expand to include pumps sets, chippers, shredders
Continuing what has been a very, aggressive product development and introduction strategy since setting up operations in North America in late 2001, Deep Sea Electronics Inc. has introduced another array of engine and generator set controls. Further, the Rockford, Ill.-based company has recently moved into a dedicated facility that will include an engine and generator set control demonstration and test center. Deep Sea is the U.S. subsidiary of Deep Sea Electronics PLC in North Yorkshire, England.
This new launch of eight new products is significant to volume alone, but also breaks new ground for Deep Sea in that it includes the introduction of an additional two families of J1939 enabled controls.
The first of tire new J1939 control families, tire models 4210 and 4220, not only expand Deep Sea's line into the electronic engine world, but also may open up new markets beyond gen-sets, with pump sets as well, as off-highway equipment such as chippers and shredders being application possibilities, said Paul Apsey, vice president of Deep Sea. These two modules are strictly J1939 modules that cannot read analog instrumentation.
The model 4210 is a J1939-enabled auto-start module that can be used to automatically start a generator set or other types of equipment, via a remote signal or manually by pressing the start button located on tire front of the control. The key, of course, is the ability to link to J1939 engine management electronics providing engine protection and instrumentation without requiring additional senders The 4210 has a 16-bit microprocessor control and a collection of timers and pre-configured sequences. Tire module is also designed to provide indications of operational status and fault conditions, automatically shutting down the gen-set and indicating failures by means of an LCD display.
The test based LCD display provides "at a glance" diagnosis of fault conditions. The LCD displays engine rpm, oil pressure, coolant temperature, engine hours, auxiliary charging voltage, plant battery volts and engine ECU diagnostics. The engine ECU error codes are displayed in text and numerical format.
Apsey said the 4210 provides comprehensive PC configuration and status monitoring using 42xx PC software. Alterations to the system are done using the 42xx PC configuration in conjunction with an 810 interface. The module also features PIN number protected front panel programming for selected trip points and timers, and allows field changes to be made to module setting.
The 4210 also has a "sleep" mode to save on battery life when the control is off. Multiple LCD languages, English, French, Spanish and German, are now available.
The second of Deep Sea's J1939-enabled modules is the model 4220 auto mains failure module that includes many of the same features as the 4210, but adds integral utility mains monitoring and load switch control capability. Thus, the 4220 typically is used to automatically start standby generator sets.
The second J1939-enabled control family is the 5310 auto-start module and 5320 auto mains failure module. Following Deep Sea's platform module design concept, these two controls mirror the 4210 and 4220, but can read both J1939 and analog allowing its use on a wide range of engines.
While gen-sets are the primary market for the 5000 series, Apsey said these modules are also targeted for use on other types of equipment with analog or J1939 inputs. The 5310 and 5320 feature remote communication capabilities via an optional RS232 port that provides a link to a personal computer via either a PSTN line or GSM network. The module can also signal operators via cell phone using the GSM SMS messaging system.
This new launch of eight new products is significant to volume alone, but also breaks new ground for Deep Sea in that it includes the introduction of an additional two families of J1939 enabled controls.
The first of tire new J1939 control families, tire models 4210 and 4220, not only expand Deep Sea's line into the electronic engine world, but also may open up new markets beyond gen-sets, with pump sets as well, as off-highway equipment such as chippers and shredders being application possibilities, said Paul Apsey, vice president of Deep Sea. These two modules are strictly J1939 modules that cannot read analog instrumentation.
The model 4210 is a J1939-enabled auto-start module that can be used to automatically start a generator set or other types of equipment, via a remote signal or manually by pressing the start button located on tire front of the control. The key, of course, is the ability to link to J1939 engine management electronics providing engine protection and instrumentation without requiring additional senders The 4210 has a 16-bit microprocessor control and a collection of timers and pre-configured sequences. Tire module is also designed to provide indications of operational status and fault conditions, automatically shutting down the gen-set and indicating failures by means of an LCD display.
The test based LCD display provides "at a glance" diagnosis of fault conditions. The LCD displays engine rpm, oil pressure, coolant temperature, engine hours, auxiliary charging voltage, plant battery volts and engine ECU diagnostics. The engine ECU error codes are displayed in text and numerical format.
Apsey said the 4210 provides comprehensive PC configuration and status monitoring using 42xx PC software. Alterations to the system are done using the 42xx PC configuration in conjunction with an 810 interface. The module also features PIN number protected front panel programming for selected trip points and timers, and allows field changes to be made to module setting.
The 4210 also has a "sleep" mode to save on battery life when the control is off. Multiple LCD languages, English, French, Spanish and German, are now available.
The second of Deep Sea's J1939-enabled modules is the model 4220 auto mains failure module that includes many of the same features as the 4210, but adds integral utility mains monitoring and load switch control capability. Thus, the 4220 typically is used to automatically start standby generator sets.
The second J1939-enabled control family is the 5310 auto-start module and 5320 auto mains failure module. Following Deep Sea's platform module design concept, these two controls mirror the 4210 and 4220, but can read both J1939 and analog allowing its use on a wide range of engines.
While gen-sets are the primary market for the 5000 series, Apsey said these modules are also targeted for use on other types of equipment with analog or J1939 inputs. The 5310 and 5320 feature remote communication capabilities via an optional RS232 port that provides a link to a personal computer via either a PSTN line or GSM network. The module can also signal operators via cell phone using the GSM SMS messaging system.
Power on demand
With gas prices in the mid 90's in parts of Canada, the timing is right to launch GM's hybrid full-size pickup, combining V8 power with reduced fuel consumption and portable 110-v, 20-amp power.
By Howard J Elmer
First announced in 2001, the GMC Sierra parallel hybrid pickup truck has arrived in Canada. And right on cue - wildly fluctuating gas prices are a fitting backdrop for the sale of a conventional looking pickup that promises 15% fuel savings while also doubling as a portable generator. First offered to the commercial market, 50 of the trucks have already been sold and more orders are pouring in.
But what exactly does GM mean by "hybrid?" Frankly, it's a word that's often not defined and its usage varies from company to company.
Tom Stephens, vice-president, GM Vehicle Integration, explains GM's take on itThis is a hybrid with a twist," he said. "Unlike our competitors, who are looking to use the electric motor as a power assist on a small powertrain and giving up some utility to accomplish that, we give you all the acceleration, towing and hauling capability you've come to expect by using a truck V-8 engine. The energy captured through regenerative braking and being able to shut off the engine at idle improves fuel economy by up to 15%."
Instead of a conventional starter motor and alternator, GMC uses an electric motor that is integrated into the drivetrain between the engine and the transmission. This provides starting power and generates electricity. It also reduces weight and parts. Each time the truck coasts, it is making up to 4.8 kilowatts of electricity that is stored in a 42V battery pack, which (among other uses) can power tools off a pair of 110V, 20-amp outlets in the cab and bed.
Where the truck really saves fuel, though, is at stoplights, stop signs, or when idling at the landing. Here, the gasoline engine actually stops running, but most of the accessories continue working using the stored electrical power. To keep the systems alive, the hybrid truck's power steering is run by an electrically driven hydraulic pump rather than the traditional belt-drive system. Similarly, the heating system has an electric pump that keeps hot water circulating even when the engine is off. When the light turns green, or the chatting at the landing ends, the driver steps on the accelerator, and the gas engine kicks in again. (Think about how a gasoline golf cart works; same principle.)
The truck gets more out of each litre of gas because of the engine start/stop function and regenerative braking (which is what turns the motor into a generator each time the truck decelerates). The 4.8 kilowatts of electricity generated by the system is stored in advanced lead-acid batteries to keep the size and cost of the 250 lb battery pack reasonable. But as more 42V systems and by-wire controls become available, this architecture should also become smaller and lighter than the 12V counterpart, which will further improve fuel efficiency.
The hybrid truck has obvious environmental advantages, and could give forestry and logging companies a "good news" PR edge. As an added bonus, think how handy it would be to have a portable generator sitting around the work site, or even in your driveway - particularly after last summer's hydro letdown here in Ontario. Next time, I'll plug my house into my truck.
Though the MSRP for the public version of the hybrid truck has not been announced, GM sources suggest that the cost will be between $3 000 and $3 500 more than a similarly equipped non-hybrid pickup. GM has also begun delivering a diesel hybrid (military version) pickup truck equipped with a fuel cell auxiliary power unit (APU) to the US Army. This diesel hybrid is said to improve fuel consumption by 20% over conventional diesels, reduce emissions and provide troops with reliable electrical power. With fuel transportation costs reaching up to $400 a gallon depending on location or battlefield operations, that fuel consumption reduction could well save millions of dollars.
The four-door pickup is powered by a 6.6L Duramax diesel engine, and mated to a parallel hybrid electric system. This hybrid system is under development by GM for future commercial applications. This system uses a split power continuously variable transmission (CVT) with integral electric motors and an energy storage system. Power demands are satisfied with a combination of electric and diesel power, as needed. The storage system is a lightweight, nickel-metal hybride-based system that weighs a third less and is half the size of lead-acid batteries. In addition, this diesel-electric hybrid powertrain can operate as a self-contained generator, capable of providing up to 30kw of DC and AC electricity for operations in the field.
By Howard J Elmer
First announced in 2001, the GMC Sierra parallel hybrid pickup truck has arrived in Canada. And right on cue - wildly fluctuating gas prices are a fitting backdrop for the sale of a conventional looking pickup that promises 15% fuel savings while also doubling as a portable generator. First offered to the commercial market, 50 of the trucks have already been sold and more orders are pouring in.
But what exactly does GM mean by "hybrid?" Frankly, it's a word that's often not defined and its usage varies from company to company.
Tom Stephens, vice-president, GM Vehicle Integration, explains GM's take on itThis is a hybrid with a twist," he said. "Unlike our competitors, who are looking to use the electric motor as a power assist on a small powertrain and giving up some utility to accomplish that, we give you all the acceleration, towing and hauling capability you've come to expect by using a truck V-8 engine. The energy captured through regenerative braking and being able to shut off the engine at idle improves fuel economy by up to 15%."
Instead of a conventional starter motor and alternator, GMC uses an electric motor that is integrated into the drivetrain between the engine and the transmission. This provides starting power and generates electricity. It also reduces weight and parts. Each time the truck coasts, it is making up to 4.8 kilowatts of electricity that is stored in a 42V battery pack, which (among other uses) can power tools off a pair of 110V, 20-amp outlets in the cab and bed.
Where the truck really saves fuel, though, is at stoplights, stop signs, or when idling at the landing. Here, the gasoline engine actually stops running, but most of the accessories continue working using the stored electrical power. To keep the systems alive, the hybrid truck's power steering is run by an electrically driven hydraulic pump rather than the traditional belt-drive system. Similarly, the heating system has an electric pump that keeps hot water circulating even when the engine is off. When the light turns green, or the chatting at the landing ends, the driver steps on the accelerator, and the gas engine kicks in again. (Think about how a gasoline golf cart works; same principle.)
The truck gets more out of each litre of gas because of the engine start/stop function and regenerative braking (which is what turns the motor into a generator each time the truck decelerates). The 4.8 kilowatts of electricity generated by the system is stored in advanced lead-acid batteries to keep the size and cost of the 250 lb battery pack reasonable. But as more 42V systems and by-wire controls become available, this architecture should also become smaller and lighter than the 12V counterpart, which will further improve fuel efficiency.
The hybrid truck has obvious environmental advantages, and could give forestry and logging companies a "good news" PR edge. As an added bonus, think how handy it would be to have a portable generator sitting around the work site, or even in your driveway - particularly after last summer's hydro letdown here in Ontario. Next time, I'll plug my house into my truck.
Though the MSRP for the public version of the hybrid truck has not been announced, GM sources suggest that the cost will be between $3 000 and $3 500 more than a similarly equipped non-hybrid pickup. GM has also begun delivering a diesel hybrid (military version) pickup truck equipped with a fuel cell auxiliary power unit (APU) to the US Army. This diesel hybrid is said to improve fuel consumption by 20% over conventional diesels, reduce emissions and provide troops with reliable electrical power. With fuel transportation costs reaching up to $400 a gallon depending on location or battlefield operations, that fuel consumption reduction could well save millions of dollars.
The four-door pickup is powered by a 6.6L Duramax diesel engine, and mated to a parallel hybrid electric system. This hybrid system is under development by GM for future commercial applications. This system uses a split power continuously variable transmission (CVT) with integral electric motors and an energy storage system. Power demands are satisfied with a combination of electric and diesel power, as needed. The storage system is a lightweight, nickel-metal hybride-based system that weighs a third less and is half the size of lead-acid batteries. In addition, this diesel-electric hybrid powertrain can operate as a self-contained generator, capable of providing up to 30kw of DC and AC electricity for operations in the field.
Saturday, December 23, 2006
Astris Energi Fulfills Order for Fuel Cells, Generator and Test Equipment for Electronic Machining s.r.l.
Astris Energi Inc. (OTC BB: ASRNF), announced today that it has delivered the initial order for a fuel cell generator and supporting test equipment to Italy's Electronic Machining s.r.l. (El.Ma.). The CDN$0.2 million order includes Astris fuel cells, test equipment, an E8 generator and engineering consulting and commissioning.
El.Ma. is a privately held company with offices and technical development facilities in Rovereto, Trento, Italy. Their fuel cell and hydrogen R&D activity is largely funded by the Provincia Autonoma di Trento, which is committed to the development of these technologies with an eye to seeding early market opportunities. Potential projects include a high profile demonstration in the town of Isera as well as another intended to replace many diesel generators in remote mountain locations.
"We are pleased to have delivered this order to El.Ma. as it is the next step in our collaboration," said Peter Nor, Vice President Marketing and Corporate Development of Astris Energi. "We look forward to working together initially on a number of potential local projects that El.Ma. has identified and in serving the European Market which we feel is currently developing ahead of North America."
"We are happy to have reached this important milestone with the Astris team," said Dr. Eng. Massimo Luminari, Ph.D., Managing Director of Electronic Machining s.r.l. "We are excited to begin demonstrations of Astris' technology in a number of early opportunities that should follow successful demonstrations of the fuel cells and generators we have received."
About Electronic Machining s.r.l.
Electronic Machining s.r.l. (El.Ma.) specializes in project planning, implementation, and supply of remotely managed turnkey machines that are customized for specific industrial manufacturing and production processes. El.Ma. has designed, installed and operated a variety of automated machinery for high-speed fabrication for a long list of clients. www.elmanet.it
About Astris Energi Inc.
Astris is committed to becoming a leading provider of affordable stationary and motive power fuel cells and components. Additional information is also available at the company's website at www.astris.ca.
Forward-Looking Statements
Any statements in this release that are not statements of fact may be considered "forward-looking statements" as that term is defined under securities laws in the United States and Canada. Forward-looking statements are only predictions and may differ materially from actual events or results.
El.Ma. is a privately held company with offices and technical development facilities in Rovereto, Trento, Italy. Their fuel cell and hydrogen R&D activity is largely funded by the Provincia Autonoma di Trento, which is committed to the development of these technologies with an eye to seeding early market opportunities. Potential projects include a high profile demonstration in the town of Isera as well as another intended to replace many diesel generators in remote mountain locations.
"We are pleased to have delivered this order to El.Ma. as it is the next step in our collaboration," said Peter Nor, Vice President Marketing and Corporate Development of Astris Energi. "We look forward to working together initially on a number of potential local projects that El.Ma. has identified and in serving the European Market which we feel is currently developing ahead of North America."
"We are happy to have reached this important milestone with the Astris team," said Dr. Eng. Massimo Luminari, Ph.D., Managing Director of Electronic Machining s.r.l. "We are excited to begin demonstrations of Astris' technology in a number of early opportunities that should follow successful demonstrations of the fuel cells and generators we have received."
About Electronic Machining s.r.l.
Electronic Machining s.r.l. (El.Ma.) specializes in project planning, implementation, and supply of remotely managed turnkey machines that are customized for specific industrial manufacturing and production processes. El.Ma. has designed, installed and operated a variety of automated machinery for high-speed fabrication for a long list of clients. www.elmanet.it
About Astris Energi Inc.
Astris is committed to becoming a leading provider of affordable stationary and motive power fuel cells and components. Additional information is also available at the company's website at www.astris.ca.
Forward-Looking Statements
Any statements in this release that are not statements of fact may be considered "forward-looking statements" as that term is defined under securities laws in the United States and Canada. Forward-looking statements are only predictions and may differ materially from actual events or results.
On-site nitrogen generator unit designed to cut drilling costs - Charge-Air Compression Systems' new product - Product Announcement
Charge-Air Compression Systems, the Calgary, Alberta, Canada, manufacturer of stationary and skid-mounted rotary screw compressors, nitrogen generation units and booster compressors for a variety of industrial applications, has developed a new nitrogen-generating system for use in oil drilling applications. The system is based on existing nitrogen-generating technology and is designed to reduce operating costs in drilling operations using the underbalance drilling method.
Underbalance drilling is used in combination with horizontal and multidirectional drilling. It involves the injection of low-density drilling fluid mixed with nitrogen into the underground field, immediately inducing oil flow to the surface. This method differs from the traditional overbalance drilling method, in which densified fluids are pumped into the downhole until the pressure gradually exceeds that of the formation, thus coaxing the oil to the surface.
"With underbalance drilling, you are in effect creating a free-flow well because you are in production while you are drilling," said Chuck Curtis, general manager of Charge-Air Compression Systems.Benefits of underbalance drilling include increased production from marginal wells and reduced contamination of the hydrocarbon field from drilling tailings and cuttings. Because nitrogen is inert, it does not cause downhole fires and is easily separated from the hydrocarbons.
Six years ago, only about a dozen western Canadian wells were drilled using this method, according to Charge-Air Systems. Last year, it was employed on 500 of the approximately 2000 horizontal or multidirectional wells drilled, the company said.
The primary drawback to this drilling method is the need for nitrogen to be present at the well site. Some sites are in remote locations, requiring nitrogen to be transported to the well site. "On top of the transport costs, you also have the problem that liquid nitrogen vents from delivery trucks at the rate of 5 to 15 percent per day," said Curtis. "At some sites, you will have lost a big part of what you paid to have delivered before it gets there."
To combat this problem, Charge-Air Compression Systems developed its portable nitrogen-generating and compression system, which allows the nitrogen to be produced at the well site. "This isn't new and in fact it has probably been around for about 20 years," said Curtis. "Food plants, gas plants and oil refineries all generate nitrogen at their sites. The trick for us was to improve on existing technology and get to the market with a compact, fully mobile package encompassing on-site generation and delivery to the well head."
Charge-Air solved a big part of the equation by sourcing a portable nitrogen generating unit from Praxair. The nitrogen generator takes air from the primary air compressor package, uses it to create gaseous nitrogen, which is then delivered to the well by an engine-powered booster compressor.
The primary compressor package weighs 20,000 lb., is skid-mounted and fits into a container. The skid is 19 ft. long x 7.6 ft. wide x 7.6 ft. high and can be enclosed for use in cold weather applications.
Underbalance drilling is used in combination with horizontal and multidirectional drilling. It involves the injection of low-density drilling fluid mixed with nitrogen into the underground field, immediately inducing oil flow to the surface. This method differs from the traditional overbalance drilling method, in which densified fluids are pumped into the downhole until the pressure gradually exceeds that of the formation, thus coaxing the oil to the surface.
"With underbalance drilling, you are in effect creating a free-flow well because you are in production while you are drilling," said Chuck Curtis, general manager of Charge-Air Compression Systems.Benefits of underbalance drilling include increased production from marginal wells and reduced contamination of the hydrocarbon field from drilling tailings and cuttings. Because nitrogen is inert, it does not cause downhole fires and is easily separated from the hydrocarbons.
Six years ago, only about a dozen western Canadian wells were drilled using this method, according to Charge-Air Systems. Last year, it was employed on 500 of the approximately 2000 horizontal or multidirectional wells drilled, the company said.
The primary drawback to this drilling method is the need for nitrogen to be present at the well site. Some sites are in remote locations, requiring nitrogen to be transported to the well site. "On top of the transport costs, you also have the problem that liquid nitrogen vents from delivery trucks at the rate of 5 to 15 percent per day," said Curtis. "At some sites, you will have lost a big part of what you paid to have delivered before it gets there."
To combat this problem, Charge-Air Compression Systems developed its portable nitrogen-generating and compression system, which allows the nitrogen to be produced at the well site. "This isn't new and in fact it has probably been around for about 20 years," said Curtis. "Food plants, gas plants and oil refineries all generate nitrogen at their sites. The trick for us was to improve on existing technology and get to the market with a compact, fully mobile package encompassing on-site generation and delivery to the well head."
Charge-Air solved a big part of the equation by sourcing a portable nitrogen generating unit from Praxair. The nitrogen generator takes air from the primary air compressor package, uses it to create gaseous nitrogen, which is then delivered to the well by an engine-powered booster compressor.
The primary compressor package weighs 20,000 lb., is skid-mounted and fits into a container. The skid is 19 ft. long x 7.6 ft. wide x 7.6 ft. high and can be enclosed for use in cold weather applications.
Friday, December 22, 2006
Launching a new Lister Petter: venerable engine builder emerges from administration with clean slate, growing order book
When a company undergoes a reorganization, whatever it might be called--administration, receivership or Chapter 11--it generally heralds the beginning of the end. In most cases, the company comes out the other end of those processes either sold to another company, stripped down, or in extreme cases, completely dismantled.
In that regard, the recent sale of the Lister Petter, the 187-year-old Dursley, England, manufacturer seems to run somewhat against form. Lister Petter has come out of administration, seemingly poised to again become a key global engine and gen-set supplier, but to more limited markets where the company historically had been strong in the past.
Lister Petter was sold in March to the British industrial investment company, IIH. IIH acquired all of Lister Petter (which no longer sports a hyphenated name) with the exception of the new X series of diesel engines, which were acquired by Deutz AG.
With this all behind it, Lister Petter is emerging from administration continuing to build diesel and natural gas engines, generator sets and perhaps most importantly, with a realistic plan for the future. And according to Roland Smith, newly appointed managing director, Lister Petter resumes corporate life with its order book growing and with the company, as currently structured, being profitable.
"While it may surprise some people, our order book on engines, versus 12 months ago is actually up 40%," said Smith, a 40-year Lister employee, most recently as technical director, who was brought back as managing director of the new Lister Petter Ltd.
"In fact, when you strip away all the costs in developing the X range of engines, this business made nearly a 3 million [pounds sterling] (US$5.3 million) profit on 36 million [pounds sterling] (US$64 million) turnover last year," Smith said.
Recapping the events of the last 12 months, Lister Petter UK Ltd. entered into administration, the English term for financial reorganization, in June 2003. Nine months later, the company was acquired by IIH on March 12, 2004.
In strict terms, IIH created Lister Petter Ltd., which acquired the business and assets of Lister Petter UK, with the exception of the X series engines. IIH also acquired RA Lister (Overseas) and as a result the U.S., Indian and French trading subsidiaries; Lister Petter Americas Inc., Lister Petter India and Lister Petter France, respectively.
IIH is somewhat of a new name to these markets and is a company that now becomes significantly larger with the addition of Lister Petter. Smith said that the Lister Petter entities now make up about 300 of IIH's 750 employees and about 50% of its annual turnover.
IIH is an engineering investment company that now is comprised of three primary business groups; industrial engines and power generation (Lister Petter); supply chain management; and engine and drivetrain remanufacturing.
The supply chain management side of IIH includes Sandwell Engineering, which does major component machining. The third part of the supply chain management side is Gearings Foundry, a South African foundry and machining company.
The remanufacturing group of IIH includes Sandwell Power in the U.K. and JFP in China. The remanufacturing side of IIH is especially interesting, rebuilding 5000 engines annually, as well as transmissions, differentials, axles, cylinder heads, crankshaft kits, short block engines and upfitted engines.
The company remanufactures Land Rover, MG Rover, Jeep, Audi, Steyr and Cummins engines and also rebuilds differentials and axles for the U.K. Ministry of Defence.
The new engine manufacturing side of IIH obviously centers around Lister Petter, but also includes Land Rover engines and short block engines, as well as Perkins short blocks through Sandwell Power. IIH new engine production is currently estimated at about 25,000 engines annually.
"Both for Lister Petter Ltd. and for the subsidiaries, we think there is good opportunity to expand the involvement of the Lister Petter brand name in the remanufacture of product, as well as new engine sales," Smith said.
Lister Petter remains headquartered in Dursley, with a management team that includes Smith as managing director, Alan Macleod as sales and marketing director and Pat Comer heading up the aftermarket division. The company is manufacturing engines in Dursley and will also be building engines in India in the near future.
The operations in Dursley had been retooled to primarily assembly operations and that is one of the many things the company is re-evaluating in light of its new ownership.
"We now have access to machine shops and foundries again," Smith said. "So we obviously will evaluate the benefits of those sorts of vertically integrated capabilities and whether it fits for us.
While Deutz bas acquired the new X range of engines, a line of three- and four-cylinder diesel and natural gas engines, Smith said Deutz has granted a limited license to Lister Petter Ltd. for production of those engines for "our traditional markets and standby power products."
In that regard, the recent sale of the Lister Petter, the 187-year-old Dursley, England, manufacturer seems to run somewhat against form. Lister Petter has come out of administration, seemingly poised to again become a key global engine and gen-set supplier, but to more limited markets where the company historically had been strong in the past.
Lister Petter was sold in March to the British industrial investment company, IIH. IIH acquired all of Lister Petter (which no longer sports a hyphenated name) with the exception of the new X series of diesel engines, which were acquired by Deutz AG.
With this all behind it, Lister Petter is emerging from administration continuing to build diesel and natural gas engines, generator sets and perhaps most importantly, with a realistic plan for the future. And according to Roland Smith, newly appointed managing director, Lister Petter resumes corporate life with its order book growing and with the company, as currently structured, being profitable.
"While it may surprise some people, our order book on engines, versus 12 months ago is actually up 40%," said Smith, a 40-year Lister employee, most recently as technical director, who was brought back as managing director of the new Lister Petter Ltd.
"In fact, when you strip away all the costs in developing the X range of engines, this business made nearly a 3 million [pounds sterling] (US$5.3 million) profit on 36 million [pounds sterling] (US$64 million) turnover last year," Smith said.
Recapping the events of the last 12 months, Lister Petter UK Ltd. entered into administration, the English term for financial reorganization, in June 2003. Nine months later, the company was acquired by IIH on March 12, 2004.
In strict terms, IIH created Lister Petter Ltd., which acquired the business and assets of Lister Petter UK, with the exception of the X series engines. IIH also acquired RA Lister (Overseas) and as a result the U.S., Indian and French trading subsidiaries; Lister Petter Americas Inc., Lister Petter India and Lister Petter France, respectively.
IIH is somewhat of a new name to these markets and is a company that now becomes significantly larger with the addition of Lister Petter. Smith said that the Lister Petter entities now make up about 300 of IIH's 750 employees and about 50% of its annual turnover.
IIH is an engineering investment company that now is comprised of three primary business groups; industrial engines and power generation (Lister Petter); supply chain management; and engine and drivetrain remanufacturing.
The supply chain management side of IIH includes Sandwell Engineering, which does major component machining. The third part of the supply chain management side is Gearings Foundry, a South African foundry and machining company.
The remanufacturing group of IIH includes Sandwell Power in the U.K. and JFP in China. The remanufacturing side of IIH is especially interesting, rebuilding 5000 engines annually, as well as transmissions, differentials, axles, cylinder heads, crankshaft kits, short block engines and upfitted engines.
The company remanufactures Land Rover, MG Rover, Jeep, Audi, Steyr and Cummins engines and also rebuilds differentials and axles for the U.K. Ministry of Defence.
The new engine manufacturing side of IIH obviously centers around Lister Petter, but also includes Land Rover engines and short block engines, as well as Perkins short blocks through Sandwell Power. IIH new engine production is currently estimated at about 25,000 engines annually.
"Both for Lister Petter Ltd. and for the subsidiaries, we think there is good opportunity to expand the involvement of the Lister Petter brand name in the remanufacture of product, as well as new engine sales," Smith said.
Lister Petter remains headquartered in Dursley, with a management team that includes Smith as managing director, Alan Macleod as sales and marketing director and Pat Comer heading up the aftermarket division. The company is manufacturing engines in Dursley and will also be building engines in India in the near future.
The operations in Dursley had been retooled to primarily assembly operations and that is one of the many things the company is re-evaluating in light of its new ownership.
"We now have access to machine shops and foundries again," Smith said. "So we obviously will evaluate the benefits of those sorts of vertically integrated capabilities and whether it fits for us.
While Deutz bas acquired the new X range of engines, a line of three- and four-cylinder diesel and natural gas engines, Smith said Deutz has granted a limited license to Lister Petter Ltd. for production of those engines for "our traditional markets and standby power products."
New gen-set rental program from Kohler - Kohler Power Systems' generator sets - includes related article on the 6kW COM-6 generator set
Initial power range from 20 to 300 kW helps meet increasing demand for temporary power
Demand for reliable temporary power in the United States continues to surge, fueled in part by concerns over threatened utility shortages, power quality issues and the associated high costs of losing power. Whether its a manufacturing facility, construction site or special event, rental generator sets are being used on a large scale.
Kohler Power Systems, Kohler, Wis., recently introduced a line of trailer-mounted gen-sets from 20 to 300 kW designed to meet the growing rental demands. The units have been designed to ensure maximum output under difficult and varied operating conditions, such as extreme climatic conditions and elevations.
"This power range represents the initial kickoff for our rental program," noted Charles Doute, manager - rental/prime power sales for Kohler. "What we are concentrating on is making sure that we've completely set up our distribution domestically with this range, then we'll begin to concentrate on larger products.We're looking at a variety of markets that can utilize rental power, including manufacturing, distribution, municipal, health care, utilities, construction and special events or entertainment."
Through its industrial distribution system, Kohler is offering five models of generators in its rental program, including the 20RCOZN, 50ROZJN, 100ROZJN, 180ROZJN and 300ROZDN. The diesel-powered gen-sets feature engines from Yanmar, John Deere and Detroit Diesel.
Power for the 20RCOZN is supplied by a 27.5 hp Yanmar 4JH2LT-K engine; the 50ROZJN is powered by a John Deere 4045T rated 100 hp; a 166 hp John Deere 6068T powers the 100ROZJN; the 180ROZJN is powered by a 300 hp John Deere 6081A diesel; and a 475 hp Detroit Diesel series 60 drives the 300ROZDN. Generators are supplied by Kohler Power Systems and are offered with three switchable voltage configurations, including 120/208 V three-phase, 277/480 V three-phase and 120/240 V single-phase.
Other gen-set accessories include Modine radiators, Cowl exhaust silencers, air cleaners from Nelson and Farr, electronic governors from Barber-Colman and DDEC III from Detroit Diesel, Racor fuel/water separators with 30 micron filter elements, Kim Hotstart engine block heaters and measured shot ether injectors and Kohler battery chargers. The gen-set skid incorporates a Robinson double-wall fuel tank that, together with an integral trailer fuel tank, provides for 24 hours of operation.
The 20 through 180 kW rental units also feature Kohler's Decision-Maker 3+ generator set controllers to provide engine and generator readouts and alarms/shutdowns. The 300 kW model uses Kohler's new Decision-Maker 340 controller. Standard features include meters for Hertz, volts and amperes, analog gauges for oil pressure, engine water temperature and d.c. battery voltage, as well as fault shutdown and status indicators for low coolant level, overcrank, overspeed, low oil pressure, high engine temperature and low water temperature.
The units are also available with expanded indicating features and an optional oversized panel box allows for the installation of an engine oil temperature gauge, tachometer and wattmeter.
Generator power protection features include a keyed voltage selector switch, dual circuit breakers, automatic breaker tripping based on voltage selected and UL-listed full generator ampacity rated load lugs for generator output connections.
A service option includes having a Kohler-trained technician deliver the equipment and give appropriate startup instruction or remain at the job site.
"This rental program is significant in that it creates several new business opportunities for our distributors," Doute said. "We see the purposes of the markets breaking out into six functional uses, including emergency situations, standby and prime power, planned events, peak shaving and reserve power. Reserve power is a program we are developing to guarantee generators in the event of a national emergency."
Demand for reliable temporary power in the United States continues to surge, fueled in part by concerns over threatened utility shortages, power quality issues and the associated high costs of losing power. Whether its a manufacturing facility, construction site or special event, rental generator sets are being used on a large scale.
Kohler Power Systems, Kohler, Wis., recently introduced a line of trailer-mounted gen-sets from 20 to 300 kW designed to meet the growing rental demands. The units have been designed to ensure maximum output under difficult and varied operating conditions, such as extreme climatic conditions and elevations.
"This power range represents the initial kickoff for our rental program," noted Charles Doute, manager - rental/prime power sales for Kohler. "What we are concentrating on is making sure that we've completely set up our distribution domestically with this range, then we'll begin to concentrate on larger products.We're looking at a variety of markets that can utilize rental power, including manufacturing, distribution, municipal, health care, utilities, construction and special events or entertainment."
Through its industrial distribution system, Kohler is offering five models of generators in its rental program, including the 20RCOZN, 50ROZJN, 100ROZJN, 180ROZJN and 300ROZDN. The diesel-powered gen-sets feature engines from Yanmar, John Deere and Detroit Diesel.
Power for the 20RCOZN is supplied by a 27.5 hp Yanmar 4JH2LT-K engine; the 50ROZJN is powered by a John Deere 4045T rated 100 hp; a 166 hp John Deere 6068T powers the 100ROZJN; the 180ROZJN is powered by a 300 hp John Deere 6081A diesel; and a 475 hp Detroit Diesel series 60 drives the 300ROZDN. Generators are supplied by Kohler Power Systems and are offered with three switchable voltage configurations, including 120/208 V three-phase, 277/480 V three-phase and 120/240 V single-phase.
Other gen-set accessories include Modine radiators, Cowl exhaust silencers, air cleaners from Nelson and Farr, electronic governors from Barber-Colman and DDEC III from Detroit Diesel, Racor fuel/water separators with 30 micron filter elements, Kim Hotstart engine block heaters and measured shot ether injectors and Kohler battery chargers. The gen-set skid incorporates a Robinson double-wall fuel tank that, together with an integral trailer fuel tank, provides for 24 hours of operation.
The 20 through 180 kW rental units also feature Kohler's Decision-Maker 3+ generator set controllers to provide engine and generator readouts and alarms/shutdowns. The 300 kW model uses Kohler's new Decision-Maker 340 controller. Standard features include meters for Hertz, volts and amperes, analog gauges for oil pressure, engine water temperature and d.c. battery voltage, as well as fault shutdown and status indicators for low coolant level, overcrank, overspeed, low oil pressure, high engine temperature and low water temperature.
The units are also available with expanded indicating features and an optional oversized panel box allows for the installation of an engine oil temperature gauge, tachometer and wattmeter.
Generator power protection features include a keyed voltage selector switch, dual circuit breakers, automatic breaker tripping based on voltage selected and UL-listed full generator ampacity rated load lugs for generator output connections.
A service option includes having a Kohler-trained technician deliver the equipment and give appropriate startup instruction or remain at the job site.
"This rental program is significant in that it creates several new business opportunities for our distributors," Doute said. "We see the purposes of the markets breaking out into six functional uses, including emergency situations, standby and prime power, planned events, peak shaving and reserve power. Reserve power is a program we are developing to guarantee generators in the event of a national emergency."
New sensor takes the heat
INSPECTING A GAS TURBINE IN A power plant is necessary to check for wear and tear. Although the inspection is costly, a breakdown costs a company even more.
A new noncontact displacement sensor will help in condition monitoring.
Atlanta-based Radatec Inc., formed by two Georgia Tech researchers, created a sensor that will provide real-time information about critical mechanical components in areas previously off limits.
"Instead of having to shut down heavy equipment, Radatec's sensors allow operators to virtually see inside complex machinery and predict when repairs are needed," said Scott Billington, Radatec's president and co-founder.
Based on microwave technology, the sensors measure motion by sending a continuous microwave signal toward a vibrating or rotating object. This signal reflects back to a radio receiver in the sensor. A patented algorithm then compares the transmitted signal with the received one, calculating a measure of displacementThese characteristics allow the sensors to operate in harsh environments. "Existing sensors work well in certain applications, but can't be used in areas where it's very hot, dirty, or contaminated," said Jonathan Geisheimer, Radatec's cofounder and vice president. "And because these regions are often the most stressed areas of machinery, it's where major problems develop first."
Billington and Geisheimer launched Radatec in fall 2001, licensing technology they helped develop as researchers at Georgia Tech's Manufacturing Research Center and the Georgia Tech Research Institute. Since then, the company has filed several patents of its own, and in 2002 Radatec was admitted to ATDC, Georgia Tech's incubator for fast-growing technology companies.
The sensor platform works with 5.8-gigehertz components-parts found in consumer wireless networking applications, such as the high-speed routers in Starbucks stores.
The 5.8-gigahertz band also reduces weight, which has aerospace companies looking at the sensor.
"We've also reduced assembly costs 10 times by migrating to an electronic-circuit board product," said Dave Burgess, Radatec's director of business development.
The company is"telecom technology to machinery that fundamentally hasn't changed in a hundred years," Billington said. "Most of our suppliers are surprised why we want these parts because they were never intended for displacement sensing."
The company is streamlining its new prototype for production, shrinking size even further and working to improve signals. Other refinements include:
* Standard data bus. A communications system will allow Radatec's sensors to plug into other factory systems.
* Data recording. Radatec is adding logic that will trigger sensors to begin saving data when certain alarm levels trip, for example, if temperature or speed of machinery is too high.
* Self-calibration. Using an advanced radar vector tracking system, a "teaching" algorithm will increase accuracy by eliminating the effects of objects near the sensors.
A new noncontact displacement sensor will help in condition monitoring.
Atlanta-based Radatec Inc., formed by two Georgia Tech researchers, created a sensor that will provide real-time information about critical mechanical components in areas previously off limits.
"Instead of having to shut down heavy equipment, Radatec's sensors allow operators to virtually see inside complex machinery and predict when repairs are needed," said Scott Billington, Radatec's president and co-founder.
Based on microwave technology, the sensors measure motion by sending a continuous microwave signal toward a vibrating or rotating object. This signal reflects back to a radio receiver in the sensor. A patented algorithm then compares the transmitted signal with the received one, calculating a measure of displacementThese characteristics allow the sensors to operate in harsh environments. "Existing sensors work well in certain applications, but can't be used in areas where it's very hot, dirty, or contaminated," said Jonathan Geisheimer, Radatec's cofounder and vice president. "And because these regions are often the most stressed areas of machinery, it's where major problems develop first."
Billington and Geisheimer launched Radatec in fall 2001, licensing technology they helped develop as researchers at Georgia Tech's Manufacturing Research Center and the Georgia Tech Research Institute. Since then, the company has filed several patents of its own, and in 2002 Radatec was admitted to ATDC, Georgia Tech's incubator for fast-growing technology companies.
The sensor platform works with 5.8-gigehertz components-parts found in consumer wireless networking applications, such as the high-speed routers in Starbucks stores.
The 5.8-gigahertz band also reduces weight, which has aerospace companies looking at the sensor.
"We've also reduced assembly costs 10 times by migrating to an electronic-circuit board product," said Dave Burgess, Radatec's director of business development.
The company is"telecom technology to machinery that fundamentally hasn't changed in a hundred years," Billington said. "Most of our suppliers are surprised why we want these parts because they were never intended for displacement sensing."
The company is streamlining its new prototype for production, shrinking size even further and working to improve signals. Other refinements include:
* Standard data bus. A communications system will allow Radatec's sensors to plug into other factory systems.
* Data recording. Radatec is adding logic that will trigger sensors to begin saving data when certain alarm levels trip, for example, if temperature or speed of machinery is too high.
* Self-calibration. Using an advanced radar vector tracking system, a "teaching" algorithm will increase accuracy by eliminating the effects of objects near the sensors.
Thursday, December 21, 2006
33rd annual car & locomotive repair directory
The following pages of the 33rd Annual Car & Locomotive Repair Directory contain information about companies providing contract car, Locomotive, and component repair services to the railroad industry. Companies advertising in this Directory (page numbers with prefix G) are in boldface.
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I Main offices listed alphabetically (p. G2)
Section II Car shops listed geographically, including a breakdown of services rendered (p. G17). Please refer to the key (below).
Section III Locomotive services Listed geographically, including a breakdown of services rendered (p. G29). Please refer to the key (below).
Section IV Support services listed alphabetically (p. G32).
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I Main offices listed alphabetically (p. G2)
Section II Car shops listed geographically, including a breakdown of services rendered (p. G17). Please refer to the key (below).
Section III Locomotive services Listed geographically, including a breakdown of services rendered (p. G29). Please refer to the key (below).
Section IV Support services listed alphabetically (p. G32).
DEATH on the Hudson
It wasn't supposed to happen because every move was done by the book, but it did - and three seamen lost their lives when the M/V Stellamare recently capsized while being loaded at a Hudson River dock
NUMBER 13 IN THE FAMILY OF SPECIALTY SHIPS FOR HEAVY LIFT JOBS
Most of the world's harbors are not built nor conformed to allow ships to load and unload heavy cargo in limited spaces. Modern harbors have moved toward containerization, yet Third World nations still rely upon rickety docks or old beat-up concrete or wooden piers, quays or moles that were built before, during or just after World War Two - at least 60 years ago. Many emerging nations, and those that have been ravaged by war or just plain financially neglected port areas, have only rudimentary harbor facilities and conventional cargo vessels cannot off load. Jumbo Shipping, which owned the recently lost M/V Stellamare, has vessels that can load and offload in almost any condition and even built temporary causeways to allow cargo to be dispensed. This is important, for often it is these poor run-down ports that desperately need heavy equipment ranging from locomotives to farm machinery or even electric generators.
The M/V Stellamare is one of those vessels that is shorter by 30-ft than a typical WWII destroyer, yet can be expected to carry a "Jumbo" load to the far reaches of almost any nation that touches the sea either directly or via river or tributary from a lake. The small vessel capsized and declared a total loss in a freak accident on 9 December 2003, in the Port of Albany, New York, on the then icy Hudson River. With its loss were the lives of three Russian seamen: Y. Akrofin, S. Khasenevich and V. Alexev. All were experienced seamen as they had followed the sea for over two decades each.
The Stellamare is just over 289-ft in length with a 50.85-ft beam. The ship has a draught of 24-ft, a dead weight tonnage of 2850, and is driven by a diesel propulsion plant which generates up to 2800-horsepower. It is classed as a B type in heavy lift jargon, and has a load range of 3000- to 3200-tons. The ship has two 180-ton capacity cranes or derricks sited forward and aft (just in front of the pilot house and crews quarters). These cranes can work singularly or in tandem to load or unload up to 360-tons, however, when both are in use, great care must be exercised, especially when the ship is being ballasted or counter-flooded to accommodate heavy loads being brought up and over the vessel's center of gravity.
The ship was built in the Netherlands and was christened originally in 1982 as the M/V Valkenswaard. She was designed and constructed by the Van Diepen Shipyard in the Netherlands, and was one of the oldest vessels in the jumbo family of heavy lift ships. For five years, the ship operated under its christened name Valkenswaard until it was changed to the Stellamare.
The ship was registered in Willemstad, Curacao, Netherlands Antilles, and legally owned by jumbo Navigation NV. It has operated under the control of the jumbo Shipping Company which specializes in unusual lift and situation capabilities. With the loss of the Stellamare, Jumbo Shipping Company owns and operates twelve heavy lift vessels and works worldwide. The ships are classed based on their load and lifting capacity and the latest addition is the 11,000-ton M/V jumbo Javelin with cranes which - operating in tandem, can lift bulky or densely heavy cargo of up to 1000-tons per load. The ship's hold dimensions are phenomenal, and the newer vessels are highly automated to provide computer assistance to crane and ballast operators. A vastly improved anti-heeling system has been installed, and had this been available to the Stellamare, the accident which cost the lives of three Russian seamen might never have occurred. The Stellamare was the 13th of the Jumbo Shipping Company family of purpose-built vessels and for, numerologists, it might have been an unlucky number, but ships capsize and lives are lost based on more definitive reasons than superstitions.
CRUISE TO AMERICA - BACK TO ITALY AND ALBANIA, AND MAYBE HOME
The Stellamare carried a crew of 18 officers and men and, for this cruise, all were from the ex-Soviet Union. The ship pulled alongside a lonely pier in the Port of Albany bordering the icy Hudson River in early December 2003. The river was swollen with ice chunks and bitterly cold. The job was easy -load massive generators and stators (fixed housing for a rotor) from the General Electric Company for transport to Italy and Albania. The generators, stators and other electrical components were destined to be used in powerplantsin Italy and Albania. The rail line that would bring the heavy equipment to the ship passed down the wharf close to the dock edge, and the crew and ship had been through this evolution many times.
Wednesday, December 20, 2006
Growing the business: from a humble start, ignition and engine controls specialist Motortech is carving out a niche in gaseous-fueled engine markets
When Florian Virchow started his company in 1987, Motortech was a one-man operation with its "headquarters" in the basement of his home in Germany. "I was the managing director and the one and only employee," he recalled. "My office was situated in the cellar of my detached house. From there I dealt in spare pare for gas engines imported from the U.S.A. for the European market."
But if the story of Motortech GmbH shows anything, it's that a lot can change in 17 years.
From those humble beginnings, Motortech has expanded its business significantly and changed its business profile from a trading company to a worldwide operation manufacturing gas engine accessories for OEMs and the aftermarket. On the employment side, what started as a one-man band has grown into an operation with close to 100 people worldwide and a two-unit headquarters in Celle, Germany, that covers more than 30,000 sq.ft. and incorporates five CNC machining centers, laser welding and engraving systems and advanced measurement and quality control equipment.
This growth has been matched on the distribution side as well, and the company has expanded its markets, particularly in North America. Motortech USA was established in 2001 with a distribution office in Harvard, Ill., run by Louis D. Hoeflich. In 2002, a sales once based in Seattle, Wash., was opened. It is managed by Dave Parker who was employed by Hatch and Kirk for 26 years. The U.S. sales network was expanded to Roscoe, Ill., where Ray Lecuyer from RDK Associates is the primary sales contact for OEM engine customers Along with its physical and sales expansion, the company's product line and technical supply capabilities have also developed. Once a distributor of components, Motortech has become a designer and manufacturer of its own gaseous-fueled engine controls and related systems, with a growing presence globally and particularly in North America.
The company's portfolio is extremely broad and targets a wide range of gas engines, everything from small gen-sets and compressors to multi-MW units. Specific products and system kits include microprocessor-based ignition control units; ignition monitoring systems; ignition coils; harnesses, wiring rails and adaptors; leads and adaptors; trigger drives, discs and accessories; spark plug boots and extensions; transformer extensions; a range of spark plugs and accessories; voltage monitoring systems; throttles for naturally aspirated and turbocharged engines; thermocouples; engine controllers; crankcase ventilation filters; oil level controls; and all related kits, test and installation tools. In all, the company offers in excess of 4000 separate products.
Among the newest and most sophisticated is a CHP control unit employing programmable logic control (PLC) and designed to offer a comprehensive range of functions in a single, cost-effective package. While the new AIO150 (All-In-One) controller can be used at any gas engine installation, it is particularly suitable for applications that operate on bio or digester gas, the company said.
"As biogas applications grow using smaller spark-ignited gas engines, we foresee increased competition amongst generating set packagers and the risk that system quality may suffer under pricing pressure," said Michael Gulck, product manager at Motortech in Celle. "To avoid engine damage and rising insurance premiums, a reasonably priced gas engine controller is urgently needed.
"As a freely programmable PLC unit using WinEdit PC software, the benefits of our all-in-one device are fewer components, lower costs and an optimized controller configuration. It can provide CHP plants with a full range of control, monitoring and diagnostic features. To give an idea of the cost saving potential of the All-In-One controller, it is designed to replace as many as 13 separate control, monitoring and diagnostic devices."
To cope with a comprehensive spectrum of customer selectable sensors, the AIO controller includes eight digital inputs and outputs and four analog inputs and outputs on-board. "Using an add-on unit, the number of inputs and outputs is extendable to a maximum of 512," Gulck added. "All are configurable for various customer needs."
Data i
But if the story of Motortech GmbH shows anything, it's that a lot can change in 17 years.
From those humble beginnings, Motortech has expanded its business significantly and changed its business profile from a trading company to a worldwide operation manufacturing gas engine accessories for OEMs and the aftermarket. On the employment side, what started as a one-man band has grown into an operation with close to 100 people worldwide and a two-unit headquarters in Celle, Germany, that covers more than 30,000 sq.ft. and incorporates five CNC machining centers, laser welding and engraving systems and advanced measurement and quality control equipment.
This growth has been matched on the distribution side as well, and the company has expanded its markets, particularly in North America. Motortech USA was established in 2001 with a distribution office in Harvard, Ill., run by Louis D. Hoeflich. In 2002, a sales once based in Seattle, Wash., was opened. It is managed by Dave Parker who was employed by Hatch and Kirk for 26 years. The U.S. sales network was expanded to Roscoe, Ill., where Ray Lecuyer from RDK Associates is the primary sales contact for OEM engine customers Along with its physical and sales expansion, the company's product line and technical supply capabilities have also developed. Once a distributor of components, Motortech has become a designer and manufacturer of its own gaseous-fueled engine controls and related systems, with a growing presence globally and particularly in North America.
The company's portfolio is extremely broad and targets a wide range of gas engines, everything from small gen-sets and compressors to multi-MW units. Specific products and system kits include microprocessor-based ignition control units; ignition monitoring systems; ignition coils; harnesses, wiring rails and adaptors; leads and adaptors; trigger drives, discs and accessories; spark plug boots and extensions; transformer extensions; a range of spark plugs and accessories; voltage monitoring systems; throttles for naturally aspirated and turbocharged engines; thermocouples; engine controllers; crankcase ventilation filters; oil level controls; and all related kits, test and installation tools. In all, the company offers in excess of 4000 separate products.
Among the newest and most sophisticated is a CHP control unit employing programmable logic control (PLC) and designed to offer a comprehensive range of functions in a single, cost-effective package. While the new AIO150 (All-In-One) controller can be used at any gas engine installation, it is particularly suitable for applications that operate on bio or digester gas, the company said.
"As biogas applications grow using smaller spark-ignited gas engines, we foresee increased competition amongst generating set packagers and the risk that system quality may suffer under pricing pressure," said Michael Gulck, product manager at Motortech in Celle. "To avoid engine damage and rising insurance premiums, a reasonably priced gas engine controller is urgently needed.
"As a freely programmable PLC unit using WinEdit PC software, the benefits of our all-in-one device are fewer components, lower costs and an optimized controller configuration. It can provide CHP plants with a full range of control, monitoring and diagnostic features. To give an idea of the cost saving potential of the All-In-One controller, it is designed to replace as many as 13 separate control, monitoring and diagnostic devices."
To cope with a comprehensive spectrum of customer selectable sensors, the AIO controller includes eight digital inputs and outputs and four analog inputs and outputs on-board. "Using an add-on unit, the number of inputs and outputs is extendable to a maximum of 512," Gulck added. "All are configurable for various customer needs."
Data i
No time to idle: spurred on by emissions, fuel economy, regulatory concerns, trucking industry pursuing ways to reduce idling
Heightened by recommendations from government, record high crude oil prices and environmental concerns, the reduction in truck idling is becoming a significant target in efforts to reduce fuel consumption and emissions from heavy-duty trucks. With the potential to reduce fuel consumption by as much as 20 million barrels annually, there has been a growing amount of anti-idling legislation pending or being considered around the county, which has spurred a range of product solutions and government funded programs to support idle reduction.
Truck operators typically idle to generate heating or cooling in their cab, warm their engine block for cold starts or power auxiliary and hotel loads. Argonne National Laboratory (ANL), Argonne, Ill., estimates that drivers idle six to eight hours a day and on average 1830 hours per year. These numbers also suggest of the 7 million trucks on the road, the 458,000 heavy-duty trucks (GVW 26,001 lb. or greater) that travel more than 500 miles daily, are the most likely to idle overnight. With average fuel consumption during idle approximately 1 gal./hr, total fuel consumption for the idle period of these vehicles is annually around 840 million gallons nationwide. That's only from idling.With major reductions in emissions coming to the on-highway market in 2007, and nonroad equipment soon after that, the air quality, benefits associated with reducing idling from new vehicles and equipment are going to decline significantly," said Joseph Suchecki of the Engine Manufacturers Association (EMA). "Emissions from new diesel technology will be reduced by over 90% from today's levels, so that the contribution from these vehicles at idle will be very small."
While nonroad Tier 2 standards and the onset of 3 and 4 are working at significantly reducing these levels, Gaines maintains engines "will still be producing some nonzero level of emissions."
Michael Block, senior staff engineer for the Northeast States for Coordinated Air Use Management (NESCAUM) said, "We should collectively acknowledge that post-2007 on-highway vehicles, and some post-2008 nonroad pieces of equipment (them is a phase in by hp), will reduce the impact of idling emissions, since their emissions signature will be significantly less than their older counterparts.
"However, the longevity of the existing in-use fleet--both on- and off-highway--underscores the need for anti-idling efforts as a viable and inexpensive emission-reduction approach."
To date, 20 states or localities have anti-idling regulations with an additional eight pending. Because idling has long been considered an air quality issue, the enactment of such legislation occurs at the state level. The result is a wide variety of standards concerning the allowable amount of idle time, the number and type of exemptions, etc.
The majority of regulatory activity is occurring in the Northeast, California and Texas, with regulations varying from one- to five-minute idling limitations in addition to a number of exemption categories. Enforcing the regulations are fines ranging from $100 to $2500, depending on region and offense.
"Each area has different problems," said Block. "For example, saying that you can't idle below 10[degrees]F doesn't mean much to someone in Arizona. On the other hand it's a big issue for someone in Alaska.
"I do think some sort of national guidance, perhaps modeled after EPA federal guidance for smoke opacity programs some years ago would be beneficial."
While fuel savings and air quality, are the core motivators in reducing idling, noise emissions, engine wear and maintenance are also contributing factors. As far as noise, anyone who has been at or near a truck stop where dozens or even hundreds of idling trucks are congregated understands the challenge. And considering that idle speeds are among the least efficient operating conditions for an engine, it's not surprising that added engine wear can become a concern.
To combat these issues, a variety of manufacturers are developing and producing both on-board and remote systems designed to allow operators and fleets to reduce idling time.
IdleAire, Knoxville, Tenn., has been among the prime advocates of truck stop electrification (TSE), as the company has 16 installations across the U.S. and 17 others in some phase of construction. According to IdleAire, 432 truck stops have made exclusive agreements with the company for installation of its shore power systems.
Tuesday, December 19, 2006
Another big step for Briggs & Stratton: acquisition of Simplicity continues company's evolution as engine-powered equipment supplier
Like anything else, companies evolve over time. But seldom has an evolution been quite as swift and dramatic as that of Briggs & Stratton Corp.
When the Milwaukee-based engine manufacturer announced in early June that its subsidiary, Briggs & Stratton Power Products LLC, had reached an agreement to acquire Simplicity Manufacturing Inc. (SMI), it was more than just the second largest acquisition in the company's 96-year history. Instead it was just the latest--and easily the most significant--move in the company's evolution toward becoming an integrated manufacturer of engines and engine-powered equipment for both commercial and consumer markets.
First the details. Briggs & Stratton will acquire Port Washington, Wis.-based Simplicity for approximately $227.5 million in cash, subject to adjustments. Simplicity manufactures more than 150 models of premium outdoor power equipment for both consumer and commercial applications, including Simplicity and Snapper consumer mowers, Snapper Pro and Ferris commercial mowers and Giant-Vac leaf and debris handling equipment (see related story). For the 10 months ending April 30, SMI had net sales of $285 million and anticipates net sales of approximately $350 million for the 12 months ending June 30, 2004.
The transaction is expected to be completed this mouth. While the Simplicity operations will become part of Briggs & Stratton's Power Products group, the Simplicity management reran, including CEO James A. Wier, will remain in placeThe acquisition is another step in Briggs & Stratton's strategy to present an evermore compelling value proposition to consumers of our products and superior returns to our shareholders," said Briggs & Stratton CEO, John S. Shiely. "We continue to look for different opportunities that allow us to grow our business and achieve our objective of providing operating returns that am excess of our cost to capital. We believe the acquisition of Simplicity Manufacturing aligns with this goal very nicely.
"Simplicity is a solid company with several compelling brands, a strong position in the retail dealer channel for outdoor power products and superior product development capabilities. We look forward to utilizing these assets to further our high-value integration ell forts with our traditional OEM customer base for mutual benefit."
While this is the second major equipment acquisition by Briggs & Stratton--the company purchased the small generator and pressure washer businesses of Generac in 2001--this one is clearly much more eye-catching. "If it makes tall grass short, it gets more attention based on the marketplace we serve," noted Bill Reitman, Briggs & Stratton's vice president of marketing. But Reitman added that it was a logical move in light of where Briggs & Stratton saw the business turning at the end of the last century.
"Back several years, as we looked to the future as solely an engine company, growth opportunities were more limited," Reitman said. "We saw the competitive landscape changing.
"You already had a number of partially integrated suppliers--the Hondas and Kawasakis of the world. You had the emergence of Chinese end product manufacturers, some of whom are integrated, some of whom are buying engines. As we looked to the future, we saw things changing."
Those changes would require what Reitman called "more integrative relationships" such as acquisitions, joint ventures and partnerships, with an eye toward getting the company closer to both its OEMs and end users of both consumer and commercial machines.
"For the last several years, we've explored with maW customers, how can we develop those kinds of integrative relationships," Reitman said. "The Generac acquisition came about in part because it went on the block at the same time one of our other significant customers in that market was going through bankruptcy filings. Those were our two largest consumers of engines and we had a vested interest in the future growth of the generator and pressure washer markets. Our competitors on the engine side were also fully integrated in those arenas, so it seemed to make sense to us to pursue the acquisition mode.
"This was another similar situation when Simplicity became available. Not knowing where it was going to go, we took a look at whether or not it made sense to be part of us and it did. So we pursued that route."
It also seemed a natural because Simplicity and all of its subsidiaries are significant users of Briggs & Stratton engines. But Reitman pointed out that Simplicity had not used Briggs engines exclusively, "nor do we have any desire for that to be the case.
When the Milwaukee-based engine manufacturer announced in early June that its subsidiary, Briggs & Stratton Power Products LLC, had reached an agreement to acquire Simplicity Manufacturing Inc. (SMI), it was more than just the second largest acquisition in the company's 96-year history. Instead it was just the latest--and easily the most significant--move in the company's evolution toward becoming an integrated manufacturer of engines and engine-powered equipment for both commercial and consumer markets.
First the details. Briggs & Stratton will acquire Port Washington, Wis.-based Simplicity for approximately $227.5 million in cash, subject to adjustments. Simplicity manufactures more than 150 models of premium outdoor power equipment for both consumer and commercial applications, including Simplicity and Snapper consumer mowers, Snapper Pro and Ferris commercial mowers and Giant-Vac leaf and debris handling equipment (see related story). For the 10 months ending April 30, SMI had net sales of $285 million and anticipates net sales of approximately $350 million for the 12 months ending June 30, 2004.
The transaction is expected to be completed this mouth. While the Simplicity operations will become part of Briggs & Stratton's Power Products group, the Simplicity management reran, including CEO James A. Wier, will remain in placeThe acquisition is another step in Briggs & Stratton's strategy to present an evermore compelling value proposition to consumers of our products and superior returns to our shareholders," said Briggs & Stratton CEO, John S. Shiely. "We continue to look for different opportunities that allow us to grow our business and achieve our objective of providing operating returns that am excess of our cost to capital. We believe the acquisition of Simplicity Manufacturing aligns with this goal very nicely.
"Simplicity is a solid company with several compelling brands, a strong position in the retail dealer channel for outdoor power products and superior product development capabilities. We look forward to utilizing these assets to further our high-value integration ell forts with our traditional OEM customer base for mutual benefit."
While this is the second major equipment acquisition by Briggs & Stratton--the company purchased the small generator and pressure washer businesses of Generac in 2001--this one is clearly much more eye-catching. "If it makes tall grass short, it gets more attention based on the marketplace we serve," noted Bill Reitman, Briggs & Stratton's vice president of marketing. But Reitman added that it was a logical move in light of where Briggs & Stratton saw the business turning at the end of the last century.
"Back several years, as we looked to the future as solely an engine company, growth opportunities were more limited," Reitman said. "We saw the competitive landscape changing.
"You already had a number of partially integrated suppliers--the Hondas and Kawasakis of the world. You had the emergence of Chinese end product manufacturers, some of whom are integrated, some of whom are buying engines. As we looked to the future, we saw things changing."
Those changes would require what Reitman called "more integrative relationships" such as acquisitions, joint ventures and partnerships, with an eye toward getting the company closer to both its OEMs and end users of both consumer and commercial machines.
"For the last several years, we've explored with maW customers, how can we develop those kinds of integrative relationships," Reitman said. "The Generac acquisition came about in part because it went on the block at the same time one of our other significant customers in that market was going through bankruptcy filings. Those were our two largest consumers of engines and we had a vested interest in the future growth of the generator and pressure washer markets. Our competitors on the engine side were also fully integrated in those arenas, so it seemed to make sense to us to pursue the acquisition mode.
"This was another similar situation when Simplicity became available. Not knowing where it was going to go, we took a look at whether or not it made sense to be part of us and it did. So we pursued that route."
It also seemed a natural because Simplicity and all of its subsidiaries are significant users of Briggs & Stratton engines. But Reitman pointed out that Simplicity had not used Briggs engines exclusively, "nor do we have any desire for that to be the case.
Hybrid Future Uncertain
Just as Toyota Motor Corp. prepares to launch its Prius hybrid-electric car in Europe to expected strong demand, DaimlerChrysler AG says it will study the long-term success of hybrids before it moves forward with a high-volume project.
The auto maker has committed its Chrysler Group arm to produce a hybrid-electric version of its Dodge Ram pickup truck later this year. The truck will feature a 110/220 volt AC electric motor that will provide additional power in certain driving situations. The auto maker says the hybrid system could boost fuel efficiency by 15% when compared with a conventional Ram truck.
The electrical system also can be used as a stationary electric generator when the vehicle is parked.
The advent of the hybrid Ram doesn't mean DC is going to jump headfirst onto the hybrid bandwagon. In fact, the auto maker says it could take as long as another 18 months before a decision is made to roll out hybrid-electric vehicle (HEV) systems through its other model ranges, including Mercedes-Benz "We are going to offer this (HEVs). The appeal does exist in some areas but there are also problems," says Herbert Kohler, DC's chief environmental officer, during the auto maker's annual Innovation Symposium in Sindelfingen, Germany. "We will wait another year-and-a-half before we decide."
Kohler's announcement took some Chrysler product-development executives by surprise, because the U.S. arm has been studying HEV systems and is looking at expanding their presence in the U.S. market in the near future.
"DaimlerChrysler is convinced that a drive system so complex as the one needed to power a hybrid vehicle only can be successful if it fulfills certain key criteria: In particular, it not only must satisfy customer demands in terms of driving pleasure and dynamic handling, but also consume less fuel than diesel engines," says Thomas Weber, member of the board of management with responsibility for research and technology at the Mercedes Car Group. "Initially, our goal will be to further optimize traditional internal combustion engines (ICE).
"DaimlerChrysler views hybrid technology as an interim step on the path to introducing fuel-cell technology."
Weber points to a recent study by J.D. Power and Associates that says consumers are concerned about the cost to repair HEVs, as well as their reliability and performance.
Most European-based auto makers have been reluctant to embrace hybrid technology, saying they believe diesel to be the best - and most economical - near-term solution to increasing vehicle fuel economy.
For now, DC will continue to build its research on the areas of clean-burning diesel and fuel-cell vehicles. The auto maker says it will be the first to have more than 100 FCVs conducting real world, on-road testing this year in various cities around the world.
DC continues to place its bets on improving the efficiency of the internal combustion engine - most notably, diesel variants. The auto maker says it is confident the ICE will remain a vital part of the industry for at least another 20 to 30 years.
"The long-term viability of the diesel engine will, therefore, primarily depend on how the forthcoming e
The auto maker has committed its Chrysler Group arm to produce a hybrid-electric version of its Dodge Ram pickup truck later this year. The truck will feature a 110/220 volt AC electric motor that will provide additional power in certain driving situations. The auto maker says the hybrid system could boost fuel efficiency by 15% when compared with a conventional Ram truck.
The electrical system also can be used as a stationary electric generator when the vehicle is parked.
The advent of the hybrid Ram doesn't mean DC is going to jump headfirst onto the hybrid bandwagon. In fact, the auto maker says it could take as long as another 18 months before a decision is made to roll out hybrid-electric vehicle (HEV) systems through its other model ranges, including Mercedes-Benz "We are going to offer this (HEVs). The appeal does exist in some areas but there are also problems," says Herbert Kohler, DC's chief environmental officer, during the auto maker's annual Innovation Symposium in Sindelfingen, Germany. "We will wait another year-and-a-half before we decide."
Kohler's announcement took some Chrysler product-development executives by surprise, because the U.S. arm has been studying HEV systems and is looking at expanding their presence in the U.S. market in the near future.
"DaimlerChrysler is convinced that a drive system so complex as the one needed to power a hybrid vehicle only can be successful if it fulfills certain key criteria: In particular, it not only must satisfy customer demands in terms of driving pleasure and dynamic handling, but also consume less fuel than diesel engines," says Thomas Weber, member of the board of management with responsibility for research and technology at the Mercedes Car Group. "Initially, our goal will be to further optimize traditional internal combustion engines (ICE).
"DaimlerChrysler views hybrid technology as an interim step on the path to introducing fuel-cell technology."
Weber points to a recent study by J.D. Power and Associates that says consumers are concerned about the cost to repair HEVs, as well as their reliability and performance.
Most European-based auto makers have been reluctant to embrace hybrid technology, saying they believe diesel to be the best - and most economical - near-term solution to increasing vehicle fuel economy.
For now, DC will continue to build its research on the areas of clean-burning diesel and fuel-cell vehicles. The auto maker says it will be the first to have more than 100 FCVs conducting real world, on-road testing this year in various cities around the world.
DC continues to place its bets on improving the efficiency of the internal combustion engine - most notably, diesel variants. The auto maker says it is confident the ICE will remain a vital part of the industry for at least another 20 to 30 years.
"The long-term viability of the diesel engine will, therefore, primarily depend on how the forthcoming e
Smoke Detectors on Boats
Today, smoke alarms are required in all single- and multiple-occupancy dwellings, schools, hotels, motels, hospitals, dormitories, trains, planes, buses, mobile homes, and recreational vehicles, but they are not required aboard pleasure boats. All that is about to change, however.
A PLEASURE BOAT contains a number of unique fire problems not found in an average residence. A typical pleasure boat has a fuel source (diesel fuel or gasoline) plumbed to as many as two engines and a generator, a DC electrical system, an AC electrical system, and possibly propane and alcohol for cooking. All of which are subject to salt air and water as well as other various forms of corrosion.
Boats have their fair share of fires. The causes include electrical problems, unattended cooking, and misplacement of auxiliary heating devices. The fire origin vessels are occupied many times. Smoke alarms have performed well under these same circumstances in land based incidents for decades.
The NFPA Technical Committee on Motor Craft, responsible for NFPA 302, Fire Protection for Pleasure and Commercial Motor Craft, and NFPA membership recently approved a first-time requirement for smoke alarms aboard pleasure boats with sleeping quarters. This requirement is part of the 2004 edition of NFPA 302, scheduled to be issued by the NFPA Standards Council this month, and appears in a new Section 12.3 that reads: "Smoke Detection. All vessels 26 feet or more in length with accommodation spaces intended for sleeping shall be equipped with a single station smoke alarm that is listed to UL217 for recreational vehicles and is installed and maintained according to the device manufacturer's instructions."Representatives from National Marine Manufacturers Association (NMMA), American Boat and Yacht Comv cil (ABYC), and Boat U.S., argued that smoke alarms aren't needed aboard pleasure boats and would unnecessarily increase production costs, and referenced the current lack of marine listed units. Supporters of the requirement cited the success of smoke alarms in other types of living spaces, the cost of a detector relative to the cost of a boat, the history of boat fires each year, and research funded by the U.S. Coast Guard showing the feasibility of using smoke alarms.
At the NFPA World Safety Conference and Exposition in Salt Lake City, the representative for the NMMA, made a motion at the Technical Committee Reports Session to reduce the Motor Craft Committee's action but that motion was defeated.
Numerous problems
Large marina fires can be traced to a boat fire that wasn't discovered in a timely fashion. In Deland, Florida, last summer, unattended cooking on an occupied pleasure boat caused injuries, the destruction of 30 other boats, serious damage to the marina, and a large environmental mess. Seattle, Washington, has had three major fires in occupied marinas in less than two years causing the destruction of over 60 boats and over $15 million worth of damage.
The fire load in a marina can easily be underestimated. An average-sized marina may represent one of the largest fire loads a small town may have. One 26foot (7.9-meter) speed boat weighs about 8,000 pounds (3,632 kilograms) and holds about 100 gallons (378 liters) of gasoline, while a 50-foot (15-meter) sport fishing boat weighs about 50,000 pounds (22 metric tons) and holds nearly 1,000 gallons (3,785 liters) of diesel fuel. And fiberglass is volatile and toxic when it burns.
To complicate matters, a boat on fire will often burn through its mooring lines and float free, or the marina residents will untie a burning boat to move it away from the dock in an effort to protect their property. And wind and currents present an exposure problem we don't see in a structural fire.
Accessibility is another problem. Marinas are often located away from main streets, at the end of long, narrow driveways, so apparatus responding after the first-arriving companies may find it difficult to reach the site. And most of the fire attack will be one-sided, accessible only from a small portion of the perimeter. Fireboats may provide some help, but they are not as mobile as standard fire apparatus, and they do not get into service as quickly.
To add to the problem, engine and ladder company operations at a marina may be unfamiliar to both firefighters and officers. Getting equipment down a narrow dock filled with fleeing marina residents, managing hand lines, and establishing a water supply present different challenges. Residents and firefighters have been known to fall into the water, and if climbing back onto a dock is difficult in the best of circumstances, climbing out of the water wearing turnout gear is impossible. Boats may be needed to effect a safe evacuation.
Obviously, strategy and tactics for fighting a marina fire will be different from those used to fight a land-based fire, and planning to fight a marina fire requires the answers to a number of pertinent questions. Are standpipes and other firefighting equipment available? Are drafting locations accessible, and is the water level adequate for drafting during all tide stages? Are other marina resources, such as small boats and dock carts, available to help move people and equipment? Which local, state, and federal agencies will be involved
A PLEASURE BOAT contains a number of unique fire problems not found in an average residence. A typical pleasure boat has a fuel source (diesel fuel or gasoline) plumbed to as many as two engines and a generator, a DC electrical system, an AC electrical system, and possibly propane and alcohol for cooking. All of which are subject to salt air and water as well as other various forms of corrosion.
Boats have their fair share of fires. The causes include electrical problems, unattended cooking, and misplacement of auxiliary heating devices. The fire origin vessels are occupied many times. Smoke alarms have performed well under these same circumstances in land based incidents for decades.
The NFPA Technical Committee on Motor Craft, responsible for NFPA 302, Fire Protection for Pleasure and Commercial Motor Craft, and NFPA membership recently approved a first-time requirement for smoke alarms aboard pleasure boats with sleeping quarters. This requirement is part of the 2004 edition of NFPA 302, scheduled to be issued by the NFPA Standards Council this month, and appears in a new Section 12.3 that reads: "Smoke Detection. All vessels 26 feet or more in length with accommodation spaces intended for sleeping shall be equipped with a single station smoke alarm that is listed to UL217 for recreational vehicles and is installed and maintained according to the device manufacturer's instructions."Representatives from National Marine Manufacturers Association (NMMA), American Boat and Yacht Comv cil (ABYC), and Boat U.S., argued that smoke alarms aren't needed aboard pleasure boats and would unnecessarily increase production costs, and referenced the current lack of marine listed units. Supporters of the requirement cited the success of smoke alarms in other types of living spaces, the cost of a detector relative to the cost of a boat, the history of boat fires each year, and research funded by the U.S. Coast Guard showing the feasibility of using smoke alarms.
At the NFPA World Safety Conference and Exposition in Salt Lake City, the representative for the NMMA, made a motion at the Technical Committee Reports Session to reduce the Motor Craft Committee's action but that motion was defeated.
Numerous problems
Large marina fires can be traced to a boat fire that wasn't discovered in a timely fashion. In Deland, Florida, last summer, unattended cooking on an occupied pleasure boat caused injuries, the destruction of 30 other boats, serious damage to the marina, and a large environmental mess. Seattle, Washington, has had three major fires in occupied marinas in less than two years causing the destruction of over 60 boats and over $15 million worth of damage.
The fire load in a marina can easily be underestimated. An average-sized marina may represent one of the largest fire loads a small town may have. One 26foot (7.9-meter) speed boat weighs about 8,000 pounds (3,632 kilograms) and holds about 100 gallons (378 liters) of gasoline, while a 50-foot (15-meter) sport fishing boat weighs about 50,000 pounds (22 metric tons) and holds nearly 1,000 gallons (3,785 liters) of diesel fuel. And fiberglass is volatile and toxic when it burns.
To complicate matters, a boat on fire will often burn through its mooring lines and float free, or the marina residents will untie a burning boat to move it away from the dock in an effort to protect their property. And wind and currents present an exposure problem we don't see in a structural fire.
Accessibility is another problem. Marinas are often located away from main streets, at the end of long, narrow driveways, so apparatus responding after the first-arriving companies may find it difficult to reach the site. And most of the fire attack will be one-sided, accessible only from a small portion of the perimeter. Fireboats may provide some help, but they are not as mobile as standard fire apparatus, and they do not get into service as quickly.
To add to the problem, engine and ladder company operations at a marina may be unfamiliar to both firefighters and officers. Getting equipment down a narrow dock filled with fleeing marina residents, managing hand lines, and establishing a water supply present different challenges. Residents and firefighters have been known to fall into the water, and if climbing back onto a dock is difficult in the best of circumstances, climbing out of the water wearing turnout gear is impossible. Boats may be needed to effect a safe evacuation.
Obviously, strategy and tactics for fighting a marina fire will be different from those used to fight a land-based fire, and planning to fight a marina fire requires the answers to a number of pertinent questions. Are standpipes and other firefighting equipment available? Are drafting locations accessible, and is the water level adequate for drafting during all tide stages? Are other marina resources, such as small boats and dock carts, available to help move people and equipment? Which local, state, and federal agencies will be involved
Cummins Power Generation, Fridley, Minn., a division of Cummins Inc., and Fermont, Bridgeport, Conn., a subsidiary of Engineered Support Systems Inc.,
Cummins Power Generation, Fridley, Minn., a division of Cummins Inc., and Fermont, Bridgeport, Conn., a subsidiary of Engineered Support Systems Inc., have been selected by the U.S. Army as the two companies to design a new generation of mobile power generation units.
The award is for the first phase of the AMMPS (Advance Medium-sized Mobile Power Sources) program, the next generation of Tactical Quiet Generators which will begin in the fourth quarter of 2004 with both companies submitting prototypes. The new generator sets will range in size from 5 to 60 kW. Phase I is a cost-plus-fixed-fee contract worth $2.2 million with a period of performance through the end of 2005.
A new fast response from Kohler: next generation wound-field alternator designed for increased performance
Kohler Power Systems, Kohler, Wis., has introduced next-generation alternator technology to its 20 to 300 kW generator sets. As of September, the gen-sets incorporate Kohler's Fast-Response III alternator designed to substantially improve performance, installation and maintenance.
"The innovative design of the new Kohler Fast-Response III excitation system provides one of the most powerful and responsive alternators available today," said Mark Repp, vice president of marketing-Kohler Power Systems. "The improved performance translates into superior motor starting and fast response to transient load changes."
Building upon the performance characteristics of the Fast-Response alternator that was first introduced in 1977, Kohler has added a new excitation system that is both powerful and cost-effective, the company said. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator system. It results in a significant power boost to the field, Kohler said, and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers.
The Fast-Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power-connection method, Kohler said. A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and on-board diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh-environment tests.
To improve access and maintenance, Kohler has mounted the rotating rectifiers and surge suppressors at the rear of the rotor shaft on this new generation of the Fast-Response alternator.
Kohler Power Systems provides complete power systems, including generators (stationary, mobile and marine), automatic transfer switches, switchgear, monitoring controls, and accessories for emergency, prime power and energy-management applications
"The innovative design of the new Kohler Fast-Response III excitation system provides one of the most powerful and responsive alternators available today," said Mark Repp, vice president of marketing-Kohler Power Systems. "The improved performance translates into superior motor starting and fast response to transient load changes."
Building upon the performance characteristics of the Fast-Response alternator that was first introduced in 1977, Kohler has added a new excitation system that is both powerful and cost-effective, the company said. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator system. It results in a significant power boost to the field, Kohler said, and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers.
The Fast-Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power-connection method, Kohler said. A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and on-board diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh-environment tests.
To improve access and maintenance, Kohler has mounted the rotating rectifiers and surge suppressors at the rear of the rotor shaft on this new generation of the Fast-Response alternator.
Kohler Power Systems provides complete power systems, including generators (stationary, mobile and marine), automatic transfer switches, switchgear, monitoring controls, and accessories for emergency, prime power and energy-management applications
Monday, December 18, 2006
Return of the turbine
If you look at Princess Cruises' newer ships, the first thing that stands out are two cigar-shaped pods on either side of the funnel. "What are those for?" you may ask. They indicate that the stack contains a gas turbine, a rotary-type engine, which is part of a hybrid power system that also includes traditional diesel-electric engines.
It's an important technical advance, one that's made the cruise industry a better neighbor and a more welcome visitor in eco-sensitive cruise destinations. Several years ago, the impact of the cruise industry started to come under scrutiny in Alaska and elsewhere. Part of that focus was on visible emissions from cruise-ship stacks. At one point, federal regulators from the Environmental Protection Agency cited 13 cruise ships for exceeding federal limits on air pollution in Juneau, Seward, and Glacier Bay.
Since then, cruise lines operating in these waters have equipped their newest ships with the latest technology for treating onboard waste and reducing airborne pollutants. To help solve the latter problem, gas turbines have been the solution embraced by not only Princess but also Holland America Line, Royal Caribbean International, Celebrity Cruises, and Cunard (for the Queen Mary The gas turbine differs greatly from that other rotary-type engine we're familiar with--the steam turbine. In fact, the gas turbine is derived from an unexpected source--airplane engines, according to General Electric, which is responsible for adapting the system for maritime use and supplying the engines to the cruise operators.
"Very simply, the aircraft engines typically have a large fan that provides the majority of the thrust," explains Bruce Sanneman, program manager for commercial marine programs at GE. "This fan is driven by a power turbine. For marine applications, the fan is removed. The power turbine then drives a generator or a propeller," he says. "There's also some 'marine-ization' of materials, so they're more corrosion resistant."
However, there is an incidental connection to the steam turbines of old. Some power plants, like the ones used by Royal Caribbean and Celebrity, capture exhaust to drive a secondary steam turbine, which generates power for onboard applications, such as lighting and air-conditioning, and saves fuel consumption. This is known as the COGES system, Sanneman explains, which is shorthand for "combined gas turbine/electric steam."
The reduction of airborne emissions achieved by the gas turbines is substantial, Sanneman continues. "The gas turbines meet all the current and foreseeable emission regulations," he asserts, including stringent standards that have been advocated by the International Maritime Organization. These standards, which ship operators now abide by voluntarily, were proposed in 1996 and are now awaiting formal ratification.
Two of the biggest concerns when it comes to air emissions are the unseen nitrous oxide and sulfur oxide gases, which create acid rain and ozone pollution when released into the atmosphere. In both instances, gas turbines compare very favorably to diesel electric engines, according to GE. In the case of nitrous oxide, Sanneman says, "The IMO proposed limits are in the range of 10 to 17 grams per kilowatt hour. Current GE gas turbines emit five to six grams per kilowatt hour." Gas turbines perform even better in cutting sulfur oxides, he says. "With regards to sulfur oxides, they are almost entirely a function of the amount of sulfur in the fuel. Diesel fuels contain more than 10 times the sulfur of gas turbine fuels: four or five percent versus 0.3 percent for the gas turbine fuels."
As for visible emissions, "The gas turbines have invisible smoke," Sanneman adds. "Clearly that is an advantage, and one of the criteria that led operators to select gas turbines." Other benefits go beyond emissions. The gas turbines create less vibration. They are lighter and smaller than diesel-electrics and are more versatile in their placement. "They don't have to be put in the hull," he says. "Some ships have them located up by the funnel--that's relatively inexpensive real estate on the vessel, and they don't occupy interior volume."
Just about the only downside to the gas turbines seems to be their need for high-test fuel, which is costlier than that consumed by diesel electric plants. "The fuel is more expensive," Sanneman acknowledges. "It's a distillate fuel called marine gas oil," which contains fewer impurities than diesel. This accounts in part for the clean-running characteristics of the gas turbines. However, he says, "Other factors, such as maintenance costs, are comparable."
While gas turbines have been in use only a short time on cruise ships, their record for reliability has been impressive. "On the first ship that went into service, Celebrity Cruises' Millennium, one of the original turbines is still operating after 23,000 hours without major maintenance," Sanneman notes. "The other thing we are proudest of is that on the Royal Caribbean and Celebrity ships, since their entrance into service almost three years ago, never has the COGES plant been the cause of a missed arrival or departure into any port on any day on any ship
It's an important technical advance, one that's made the cruise industry a better neighbor and a more welcome visitor in eco-sensitive cruise destinations. Several years ago, the impact of the cruise industry started to come under scrutiny in Alaska and elsewhere. Part of that focus was on visible emissions from cruise-ship stacks. At one point, federal regulators from the Environmental Protection Agency cited 13 cruise ships for exceeding federal limits on air pollution in Juneau, Seward, and Glacier Bay.
Since then, cruise lines operating in these waters have equipped their newest ships with the latest technology for treating onboard waste and reducing airborne pollutants. To help solve the latter problem, gas turbines have been the solution embraced by not only Princess but also Holland America Line, Royal Caribbean International, Celebrity Cruises, and Cunard (for the Queen Mary The gas turbine differs greatly from that other rotary-type engine we're familiar with--the steam turbine. In fact, the gas turbine is derived from an unexpected source--airplane engines, according to General Electric, which is responsible for adapting the system for maritime use and supplying the engines to the cruise operators.
"Very simply, the aircraft engines typically have a large fan that provides the majority of the thrust," explains Bruce Sanneman, program manager for commercial marine programs at GE. "This fan is driven by a power turbine. For marine applications, the fan is removed. The power turbine then drives a generator or a propeller," he says. "There's also some 'marine-ization' of materials, so they're more corrosion resistant."
However, there is an incidental connection to the steam turbines of old. Some power plants, like the ones used by Royal Caribbean and Celebrity, capture exhaust to drive a secondary steam turbine, which generates power for onboard applications, such as lighting and air-conditioning, and saves fuel consumption. This is known as the COGES system, Sanneman explains, which is shorthand for "combined gas turbine/electric steam."
The reduction of airborne emissions achieved by the gas turbines is substantial, Sanneman continues. "The gas turbines meet all the current and foreseeable emission regulations," he asserts, including stringent standards that have been advocated by the International Maritime Organization. These standards, which ship operators now abide by voluntarily, were proposed in 1996 and are now awaiting formal ratification.
Two of the biggest concerns when it comes to air emissions are the unseen nitrous oxide and sulfur oxide gases, which create acid rain and ozone pollution when released into the atmosphere. In both instances, gas turbines compare very favorably to diesel electric engines, according to GE. In the case of nitrous oxide, Sanneman says, "The IMO proposed limits are in the range of 10 to 17 grams per kilowatt hour. Current GE gas turbines emit five to six grams per kilowatt hour." Gas turbines perform even better in cutting sulfur oxides, he says. "With regards to sulfur oxides, they are almost entirely a function of the amount of sulfur in the fuel. Diesel fuels contain more than 10 times the sulfur of gas turbine fuels: four or five percent versus 0.3 percent for the gas turbine fuels."
As for visible emissions, "The gas turbines have invisible smoke," Sanneman adds. "Clearly that is an advantage, and one of the criteria that led operators to select gas turbines." Other benefits go beyond emissions. The gas turbines create less vibration. They are lighter and smaller than diesel-electrics and are more versatile in their placement. "They don't have to be put in the hull," he says. "Some ships have them located up by the funnel--that's relatively inexpensive real estate on the vessel, and they don't occupy interior volume."
Just about the only downside to the gas turbines seems to be their need for high-test fuel, which is costlier than that consumed by diesel electric plants. "The fuel is more expensive," Sanneman acknowledges. "It's a distillate fuel called marine gas oil," which contains fewer impurities than diesel. This accounts in part for the clean-running characteristics of the gas turbines. However, he says, "Other factors, such as maintenance costs, are comparable."
While gas turbines have been in use only a short time on cruise ships, their record for reliability has been impressive. "On the first ship that went into service, Celebrity Cruises' Millennium, one of the original turbines is still operating after 23,000 hours without major maintenance," Sanneman notes. "The other thing we are proudest of is that on the Royal Caribbean and Celebrity ships, since their entrance into service almost three years ago, never has the COGES plant been the cause of a missed arrival or departure into any port on any day on any ship
Next generation gen-set controls from Controls Inc
Controls Incorporated, the Ohio-based manufacturer of engine and generator set controls, is set to unveil the prototypes of its newest generator control platform. The NextGen controllers are designed to operate with both CAN-capable electronic engines and Tier 1 mechanical engines.
"This new generator control platform has been redesigned from the ground up," said Bob Cowen, president of the company. "The purpose of a total redesign from scratch was to incorporate years of customer feedback into the new product. Redesigning from scratch required a significant investment of nine and resources, but it was determined to be worth it to come out with a new product line that addressed customer feedback on issues such as functionality, flexibility, value and simplicity.
"The new design allows for a high quality product/platform that is very flexible in terms of functionality and features, very cost-effective and simple to install."
The NextGen controllers will be available in two version, the 1.01 for standard engines and the 2.01 for electronic J1939 engines. The NextGen 2.01 control is designed to provide digital monitoring and control of a variety of engine and generator functions. Through CAN-bus communications, it is designed to survey the J1939 data link for engine parameters such as temperature, oil pressure, battery voltage, rpm and engine operating hours, etc., which can be output to an LCD panel. Generator conditions, such as voltage, frequency, etc., are also monitored.
A wide range of other conditions, including coolant level, fuel pressure, coolant pressure, oil level, oil and fuel temperature, intercooler temperature, percent throttle, fuel rate, boost pressure, manifold temperature, air filter differential pressure, exhaust gas temperature, ECM battery voltage, air inlet temperature and rejector pressure, can also be monitored and displayed. A four-button key pad provides access to these additional parameters and other engine and control functions. The unit can also provide system protection and alarms for specified conditions.
The NextGen 1.01 incorporates some of the same features, using analog inputs, outputs and features.
The NextGen systems have been in development for more than a year. "We have been upgrading our technology portfolio over the last several years," Cowen said. "As part of the process, we recently received our first patent that covers several of these technologies.
"Much of the technology that has been developed has been implemented in the new generator control platform. The new product platform will be a first step in bringing to market some of these new circuits/technologies. A new engine control will also be forthcoming as part of this process that will utilize much of the same circuitry/ technology and achieve the same positive benefits and cost-effectiveness."
The key to the NextGen system is a single circuit design that is small in size, according to Cowen. "Minimizing size was certainly one of the design goals.
"The overall goal was to create a product platform that can be individualized to specific customer specifications in terms of functionality and capabilities," he added. "We think of it as "mass customization" or the ability to address a wide range of customer specifications from the most basic through very complex based on the same product platform that can be specified accordingly."
There will be a variety of housing solutions based on customer requests/ specifications, Cowen said. "In addition to providing product functionality and capability options, we wanted the new product to be flexible in how it is housed and easy for customers to install and wire," he noted.
The first of the new units is expected to enter regular production in the first quarter of 2005, with the release of the engine controller to follow.
Aside from the development of its new control system, Controls Inc. has also been busy on other fronts, highlighted by a move from its first location in Sharon Center, Ohio, to a purpose-built, 5600 sq.ft. facility in nearby Medina. "We're having success in the marketplace and needed additional space for assembly, office, testing, storage, etc.," said Cowen. "The new facility was built to our design specifications so that it had the necessary amenities and efficiencies that would improve the business and provide the basis for future growth.
"One of the key benefits with reference to the manufacturing/assembly process is that the facility could be laid out to properly accommodate the assembly process. The proper work flow could be implemented, the proper work stations could be set up, the proper delineation between assembly, storage and shipping could be implemented.
"This new generator control platform has been redesigned from the ground up," said Bob Cowen, president of the company. "The purpose of a total redesign from scratch was to incorporate years of customer feedback into the new product. Redesigning from scratch required a significant investment of nine and resources, but it was determined to be worth it to come out with a new product line that addressed customer feedback on issues such as functionality, flexibility, value and simplicity.
"The new design allows for a high quality product/platform that is very flexible in terms of functionality and features, very cost-effective and simple to install."
The NextGen controllers will be available in two version, the 1.01 for standard engines and the 2.01 for electronic J1939 engines. The NextGen 2.01 control is designed to provide digital monitoring and control of a variety of engine and generator functions. Through CAN-bus communications, it is designed to survey the J1939 data link for engine parameters such as temperature, oil pressure, battery voltage, rpm and engine operating hours, etc., which can be output to an LCD panel. Generator conditions, such as voltage, frequency, etc., are also monitored.
A wide range of other conditions, including coolant level, fuel pressure, coolant pressure, oil level, oil and fuel temperature, intercooler temperature, percent throttle, fuel rate, boost pressure, manifold temperature, air filter differential pressure, exhaust gas temperature, ECM battery voltage, air inlet temperature and rejector pressure, can also be monitored and displayed. A four-button key pad provides access to these additional parameters and other engine and control functions. The unit can also provide system protection and alarms for specified conditions.
The NextGen 1.01 incorporates some of the same features, using analog inputs, outputs and features.
The NextGen systems have been in development for more than a year. "We have been upgrading our technology portfolio over the last several years," Cowen said. "As part of the process, we recently received our first patent that covers several of these technologies.
"Much of the technology that has been developed has been implemented in the new generator control platform. The new product platform will be a first step in bringing to market some of these new circuits/technologies. A new engine control will also be forthcoming as part of this process that will utilize much of the same circuitry/ technology and achieve the same positive benefits and cost-effectiveness."
The key to the NextGen system is a single circuit design that is small in size, according to Cowen. "Minimizing size was certainly one of the design goals.
"The overall goal was to create a product platform that can be individualized to specific customer specifications in terms of functionality and capabilities," he added. "We think of it as "mass customization" or the ability to address a wide range of customer specifications from the most basic through very complex based on the same product platform that can be specified accordingly."
There will be a variety of housing solutions based on customer requests/ specifications, Cowen said. "In addition to providing product functionality and capability options, we wanted the new product to be flexible in how it is housed and easy for customers to install and wire," he noted.
The first of the new units is expected to enter regular production in the first quarter of 2005, with the release of the engine controller to follow.
Aside from the development of its new control system, Controls Inc. has also been busy on other fronts, highlighted by a move from its first location in Sharon Center, Ohio, to a purpose-built, 5600 sq.ft. facility in nearby Medina. "We're having success in the marketplace and needed additional space for assembly, office, testing, storage, etc.," said Cowen. "The new facility was built to our design specifications so that it had the necessary amenities and efficiencies that would improve the business and provide the basis for future growth.
"One of the key benefits with reference to the manufacturing/assembly process is that the facility could be laid out to properly accommodate the assembly process. The proper work flow could be implemented, the proper work stations could be set up, the proper delineation between assembly, storage and shipping could be implemented.
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