Can you hear me now? First responders rely on land mobile services: the value of the improved coordination for first responders will undoubtedly enhan

The value of the improved coordination for first responders will undoubtedly enhance public safety not only on federal installations but also in adjoining communities ...

The sentries posted at the armory, the crews at the fire station, and the base security patrols in their squad cars all depend upon wireless communication to perform their duties with responsiveness and effectiveness. This is not combat, but the stakes can still be high.

This article focuses on wireless solutions for first responders with specific details for Marine Corps requirements. A future article will discuss the Navy's plan to meet its unique wireless needs for first responders.

Intelligence Reform Act

On Dec. 17, 2004, President Bush signed into law the Intelligence Reform and Terrorism Prevention Act of 2004. Title VII of the Act implements certain recommendations of the National Commission on Terrorist Attacks Upon the United States, including communications-related provisions related to use of the electromagnetic spectrum by federal, state and local emergency response providers.

The Department of the Navy (DON) approached this legislation in strategic coordination with other federal agencies and has engaged in operational planning with emergency elements at various bases, posts and stations where Sailors, Marines, civilians and military family members work, live and utilize the facilities Land Mobile Service

The primary wireless communication solution for local, state and federal agencies supporting the public safety is called land mobile service. It provides radio connectivity between fixed base stations and land mobile stations (i.e., stations capable of surface movement) or between multiple land mobile stations.

The land mobile service is vital to supporting the public service missions of federal agencies. Unique federal requirements for land mobile service include: providing for national security; promoting public safety for traveling via air, water and land; interdicting entry of illegal aliens and substances into the United States; establishing communications between disaster areas and relief forces; ensuring swift search and rescue operations; protecting national forests, parks and farmlands; bringing to justice perpetrators of federal crimes; and ensuring the security of energy generation and distribution sources.

DON Use of Land Mobile Service

Non-tactical land mobile radio systems used by the DON include equipment such as base, repeater, vehicular and handheld stations in a variety of geographic environments supporting voice and data communications. Navy and Marine Corps land mobile radio systems are usually multipurpose systems, for example, law enforcement, emergency medical, administrative and public works functions may be supported by the same radio system. The radio systems, which are purchased from commercial vendors, are similar to those employed by non-federal entities.

Users communicate in a dispatch/supervisory, one-to-many or one-to-one mode while other users monitor the channel and take action as appropriate. Typical messages from mobile sources are of short duration, and typical channel hold times for these mobile communications are quite short, usually less than a minute. Under these circumstances, one or more channels can often be shared by several independent users.

Although DON personnel use common carrier services, such as cellular telephones and radio pagers to augment communication needs, they do not serve as replacements for the DON's own land mobile systems. While both the Marine Corps and the Navy have selected similar approaches to land mobile service based on open standards, specific deployment is unique for each service.

Marine Corps LMR Challenges

The Marine Corps combat team faces diverse challenges stemming from the global war on terrorism, such as conducting combat and logistic operations in Iraq and Afghanistan and providing antiterrorism and force protection inside and outside CONUS. Not altogether different from the Marine Corps combat team, the Camp Pendleton Fire Department has been fighting and winning battles with structure and wildfires on this terrain-unique base in Southern California.

The department's primary mission is to save lives and property. Even before the recent legislation, the Camp Pendleton Fire Department coordinated efforts with the surrounding communities; thus, a requirement for reliable communications that provides interoperability with neighboring federal, state and local fire departments was identified. Since off-base counterparts of the Camp Pendleton Fire Department used commercial-off-the-shelf (COTS) equipment, a Marine Corps solution pointed to similar technology.

Concurrent with the Camp Pendleton Fire Department's need was a mandate, issued by the National Telecommunications Information Administration (NTIA), to adopt new narrowband technologies that allow greater spectrum efficiency for all land mobile radios (LMRs) used by the federal government. Serving as the president's principal adviser on telecommunications and information policy issues, NTIA also manages the federal use of spectrum and resolves technical telecommunications issues for the federal government and private sector

Re-gauging offers a cost-effective fleet upgrade: metre-gauge railways in Brazil are adopting an innovative approach to providing new heavy-haul tract

A PROBLEM faced by narrow-gauge (1000mm to 1067mm) railways in developing countries is the high cost of new locomotives. New, modern and efficient locomotives are available from manufacturers, but the problem such railways face is funding them.

Brazil's mining giant CVRD, the world's largest iron-ore producer, may have found a cost-effective solution to this problem. The method used by CVRD results in a practically-new metre-gauge 2.23MW or 2.68MW locomotive for about $US 1 million, which is much lower than the cost of a new locomotive of similar power.

Brazilian railways have been buying used locomotives in the United States both to replace older power and as a means of increasing capacity. Three metre-gauge railways--Vitoria a Minas Railway (EFVM), Central Atlantic Railway (FCA), and Latin American Logistics (ALL)--have bought used standard-gauge locomotives as a lower cost option than buying new power. Their approaches to converting them to the smaller gauge are completely different, however.

Until recently there were a lot of GE-built C30-7s and C36-7s for sale in the United States as the US Class 1 railways bought new locomotives, but they found few buyers for their used power. Even with the recent increase in prices of used motive power, it is still good business to buy and upgrade locomotives. All broad-gauge (1600mm) railways in Brazil bought some of these as a means of getting new power on the cheap--new in the sense that they were newer than almost anything they had at privatisation in 1996-98. In some cases clearances had to be increased to handle the traffic, as on the Rio de Janeiro-Belo Horizonte line, but on other lines this was not possible so locomotives had to be transferred from other lines. On most lines the newer power was readily accepted after modifying the bogies.

However, about 83% of Brazil's railway network is metre-gauge and given the size and weight of the standard-gauge US locomotives these fines could not be readily adapted, the weight and size of the locomotives proving too much for the infrastructure.

CVRD owns two major metre-gauge railways, iron-ore hauling EFVM, whose main line carries over 120 million tonnes yearly, and grain and limestone hauler FCA, which has considerably less traffic. In simple terms, this means that while EFVM can afford new locomotives, FCA cannot. In recent years, CVRD has had a huge increase in traffic due to the growth of Brazil's exports of iron-ore and soya, as well as the efforts of a more proactive management.

To handle this additional traffic, CVRD bought a significant fleet of used locomotives from the United States (see table).

All the B36-7 locomotives have had their underframes extended 1200mm at each end and were fitted with smaller wheels and smaller fuel tanks. Their total weight was increased to 160 tonnes, and their two two-axle bogies replaced with four two-axle equivalents. All C36-7s have had their chassis extended 0.90m at each end and were also given smaller wheels and smaller fuel tanks. Their total weight was decreased to 160 tonnes to meet axleload limits, and their two three-axle bogies also replaced with four two-axle bogies. This meant that after rebuilding, all these locomotives have an axleload of 20 tonnes, and all ride on four two-axle bogies. They were given a fight overhaul before entering service with CVRD.

The smaller wheels lower the height of the locomotives, which are rather big for the loading gauge on metre-gauge lines. By reducing fuel capacity, engineers were able to place the extra bogies beneath the underframe without having to lengthen it excessively. The GM-built locomotives were given similar treatment.

Two locomotives have been further upgraded and computerised, but they are still having teething problems that the railway is trying to solve. Further conversions into BB36-7MP are dependent on finding a solution to these problems.

Another problem CVRD had was with the traction motors. The original motors would not fit the confines of the narrow-gauge bogies, so the railway replaced those on the SDs with GM-designed D31 0.33MW motors built in Brazil by Manser and MGE. On the GE locomotives, CVRD replaced the motors with GE's 761ANR5 0.37MW motors made in Brazil by Gevisa, Manser, and MGE.

This approach avoids the need to absorb the energy generated by the diesel generators by taking a spare locomotive and sending the traction supply directly to its traction motors (known as a 'slug' in the United States and Brazil). GE GTA24 traction alternators had to be installed in all locomotives that were also fitted with electronic braking and Locotrol, the latter to allow distributed power operation (IRJ May p17).

Besides lengthening the locomotives, FCA had to reduce maximum height to 4.65m and increase clearances along the Belo Horizonte-Ibia part of the main line to Brasilia. Beyond Ibia, CVRD is still studying whether to build a line to bypass the fiercely-curved, steeply-graded Serra do Tigre (Tiger Range) or to enlarge the clearances

Perkins adds to ElectropaK range

Perkins has expanded its power generation lineup with the introduction of the 1106D-E66TAG ElectropaK range at the Power Gen show this month in Las Vegas, Nev. The family of three, 6.6 L, turbocharged, air-to-air cooled engines has been developed to provide prime and standby power with special emphasis placed on improved power density and meeting key market nodes.

The new 1106D-E66TAG ElectropaK range offers outputs from 108 kW at 1500 rpm to 175 kW at 1800 rpm for both 50 Hz and 60 Hz markets.

Built around the Tier 3/Stage 3a compliant 1106D engine, the 1106D-E66TAG ElectropaK range utilizes components of Caterpillar's ACERT technology. Perkins said fuel tolerance has been increased since kerosene, jet aviation fuel and 5% biofuel (RME) can power the units, with further options available depending on local application needs.

The most powerful model--the 1106D-E66TAG4--has a typical generator output of 144 kW and 160 kW for prime and standby operation respectively at 1500 rpm, while at 1800 rpm the unit delivers 160 kW for prime power applications and 175 kW for standbyIn the middle of the range, the 1106D-E66TAG3 produces 120 kW for prime applications and 132 kW for standby at 1500 rpm, while at 1800 rpm it puts out 135 kW in prime mode and 150 kW in standby. The third model, the 1106D-E66TAG2, produces 108 kW for prime power applications and 120 kW at standby when at 1500 rpm. At 1800 rpm, the set delivers 125 kW at prime and 140 kW for standby applications.

La Marche charges ahead with more new products

Continuing the updating and expansion of its range of battery chargers and power conversions components, La Marche Manufacturing, Des Plaines, Ill., has developed several new products targeting power generation applications. The A18JA battery charger is designed to be mounted in engine generator set compartments and provides complete engine starting battery charging. The E12 battery charger/power supply/ battery eliminator is engineered for switchgear, communications and process control applications. The A97W Switchmode rectifier/battery charger is now available in a portable version, designed for maintenance applications.

These developments are part of an ongoing effort by La Marche to update and upgrade its product line. Over the last year, the company has unveiled a range of new products, including new battery charger/rectifiers, new dc to dc converter systems and live circuit battery testers, nearly all of which directly target utility, telecom and other power generation applications.

The A18JA charger is a silicon diode full wave rectifier charger designed for continuous operation on unloaded engine starting batteries, typically in applications where a small capacity battery charger is required to maintain and recharge a single battery system. Its operation is automatic--there are no external controls or adjustments to be made once the battery is permanently connected, the company said--and a dc cranking disconnect relay instantly disconnects the charger during engine cranking cycles The A18JA charger is also protected by an ac input fuse and dc output auto reset breaker. Input voltage is 120 Vac, single-phase at 50/60 Hz, with available dc outputs of 3 or 6 amps, 12 or 24 Vdc. It is housed in a NEMA 1 enclosure with a baked enamel paint finish and is warranted for a full year.

The E12 Mag-Amp charger is designed to have all of the functionality of La Marche's A12B Mag-Amp chargers in a more cost-effective package. It has +/- 1% regulation and continuous current limit, factory set at 105% of the dc output current. The E12 may also be used as a battery eliminator featuring 30 mV RMS filtering with or without a battery, the company said.

The E12 charger is available with dc output voltages of 24, 48 or 130 Vdc with dc currents for 3 to 35 amps and ac input voltages of 120, 208 or 240 Vac, single phase. A standard E12 charger is equipped with input and output fuses along with indicator lights, a toggle switch and adjustments for float and equalize.

Available optional accessories of the E12 include ac/dc circuit breakers along with a full-featured Digital Alarm Accessory Package.

The E12 charger can be wall, floor or rack mounted depending on the configuration and options, and each unit carries a five-year limited warranty.

Last year, La Marche introduced A96/A97 utility rectifiers/battery chargers, which also function as a power supply/battery charger. To meet demand, the company said it has enhanced the product line by offering it in a portable, wheel-mounted configuration, along with the standard wall-, floor- or rack-mounted models.

New lightning for a perfect storm: new CCS Lightning APU from Mechron designed to address anti-idling, fuel consumption issues in heavy-duty trucks

For the last several years, an increasing amount of attention has been devoted to the reduction of truck idling. In the past, much of the impetus for this effort has come from municipalities and regulatory agencies, seeking to reduce engine exhaust and noise emissions from heavy trucks.

But now along with those drivers, the skyrocketing price of diesel fuel and new concerns about engine wear and increased operating life have combined to create a sort of perfect storm of factors, all creating a greater urgency in the trucking industry to significantly reduce engine idling.

As a result of all this, a number of packages are beginning to enter the market with an eye on providing a complete solution to the electrical and climate control requirements of heavy-duty truck cabs and sleepers. One of these is from Mechron Power Systems, a subsidiary of Canadian Caterpillar dealer Toromont, which has developed a new auxiliary power unit. The Mechron Lightning Cab Comfort System (CCS) became commercially available this month and is initially available through Toromont dealer locations.

The CCS Lightning is built on Mechron's long history in packaging power generation systems. The company's power gen activity dates to 1949 and it has supplied APUs for military and commercial applications for the last decade. Mechron became part of Toromont in 1997

This newest APU was in development for nearly 2 1/2 years, according to Mark Richardson, manager, mobile products at Mechron, and while it is similar in many ways to other units available in the marketplace, it also offers a range of additional optional features designed to make it more flexible and capable than many competitive products.

The APU is powered by a Kubota Z482 liquid-cooled diesel engine. The inline, two-cylinder engine has a displacement of 0.479 L and a standard gross hp rating of 13.3 hp at 3600 rpm. The engine directly drives a Mechron generator rated 6 kW continuous, 115 Vac at 60 Hz.

In the standard configuration, the engine cooling system is tied into the truck engine's cooling loop, but a Kubota-supplied radiator package is also available to make it a completely stand-alone package.

"In general, we believe that shared cooling is the best overall approach especially if you're driving in cold climates," said Richardson. "But through our market research, we found that some people were absolutely against tying the APU into the main engine for fear that a cooling system failure on the APU would take down the whole truck. We decided to give the customer the option."

The engine-generator unit is packaged into a nearly square (21 in. wide x 28.8 in. high x 28.8 in. deep) module that Mechron said requires only 21 in. of frame rail mounting space with no additional frame space required for ventilation access. Weight of the module is 380 lb. A standard 30 amp charger is mounted under the bunk with the power distribution equipment.

Along with the engine gen-set, the system incorporates a combined heating and air conditioning unit with remote stainless-steel condenser. The unit, packaged by Dometic, is designed to provide 10,000 Btu/hr heating capacity standard--up to 13,500 Btu/hr as an option--and a standard cooling capacity of 10,000 Btu/hr or as much as 14,000 Btu/hr optional.

The CCS Lightning has three basic operating modes. Normal mode provides continuous, uninterrupted heating, air conditioning and electrical power. The power is accessible in the cab through a 115 Vac, 20 amp GFCI duplex receptacle. A similar outdoor style receptacle is standard and can be mounted at the bottom of the cab, close to a block heater connection, the company said.

In the cycling mode, the APU is programmed to cycle on and off to maintain cab temperature and ensure the truck is able to start by monitoring coolant temperatures and battery voltage. An autostart mode allows the APU to be programmed to start at a pre-set time or when the battery voltage reaches a specified low level. The operation is completely unattended. There are also a series of shutdowns programmed into the system designed to prevent damage to the APU, the climate systems or connected equipment.

The system is controlled and programmed through an illuminated LCD in the cab. The display includes self-diagnostics and fault displays at startup, one button starting and simple automatic climate controls with manual override.

According to Mechron, at full load, the system has noise emissions of approximately 65 dB(A), which the company claims is low enough to allow the truck operator to sleep through starts and stops. Fuel consumption is 0.21 gph, according to the company.

Additional optional features include an automatic transfer switch that allows heating, cooling and battery charging operations to be powered by external shore power as well as a keyless starting system that provides completely remote starting or shutdown of the APU from as much as 1000 ft. away. "That's a very popular option," said Richardson

Functional Sound Absorbers Reduce Noise Levels

This article deals with the utilization of unit sound absorbing panels - "Functional Absorbers" - to reduce background noise and reverberation in the engine generator pump room and the blower room at a waste water treatment facility in Coney Island, NY.

Introduction. Noise levels in the pump room and blower room exceeded OSHA requirements and communication between workers was extremely difficult. Part of the problem was the nature of the construction of the two large rooms. Walls and floors were made of concrete and the ceiling was metal deck, all of which are highly reflective surfaces. There were multiple pieces of equipment in each room. The average background noise levels in the pump room were 92 dBA, while in the blower room they were 87 dBA. A goal was set to reduce the level to 85 dBA or less.

In October 1995, rooms within the integrated wastewater and sludge treatment facility were evaluated as to their noise problems. Based on these studies, several rooms would need to be treated with unit sound absorbing panels

Acoustical treatment to achieve maximum noise reduction was calculated. Functional (unit) sound absorbing panels were installed on the ceilings and walls of both rooms. Average noise level in the pump room was reduced to 85 dBA and in the blower room to 82 dBA, bringing the rooms into OSHA compliance and reducing reverberation to levels that did not interfere with communication between workers.

Engine Generator Pump Room. In the generator rooms, which are 87 ft wide × 153 ft long × 41 ft high, there are four sets of 2500 HP diesel engine generators, with multiple pumps available. The generators drive 600 HP motors, which operate the pumps. In the normal running mode, one engine set is used to drive two or three pumps. A typical overload is two engine sets driving four pumps. One of the other sets of engine generators is redundant, the other is in reserve. Sound level measurements were taken at eight locations within the room at various distances from the engine generators prior to installation of Eckel's Eckoustic Functional Panels (EFPs) as shown in Figure 1. Noise control involved ceiling treatment with 6602 ft^sup 2^ (50%) coverage and wall treatment with 2069 ft^sup 2^ (10%) coverage (Figure 2). For the ceiling treatment, three-quarters of the panels were 30 in. × 10 ft EFPs; the reminder were 30 in. × 8 ft. On the walls, the panel sizes were 48 in. × 8 ft and 24 in. × 6 ft. With one engine set and three pumps running, the background noise was reduced from 92.6 dBA to 82.7 dBA after EFP treatment, a reduction of 9.85 dBA. With two sets of engine generators and four pumps running, average noise levels were reduced by 6.98 dBA, to bring the overall noise level below 85 dBA, as shown in Table 1.

Blower Room. Similar results were obtained for the blower room. A mix of panels sizes were used - 30 in. × 10 ft, 30 in. × 8 ft, 30 in. × 4 ft, and 42 in. × 5 ft - as the most efficient means of achieving the desired noise reduction. This room measures 53 × 120 × 25 ft; 2651 ft^sup 2^ of panels were adequate for effective treatment (Figures 3 and 4). With two blowers running, the average noise reduction with EFPs installed was over 5 dBA, from 86.6 dBA to 81.3 dBA, as shown in Table 2.

Conclusion. Unit sound absorbing panels offer several advantages as a method of adding sound absorption to spaces with hard reflective surfaces. They can be installed in new or existing facilities without interference with utilities such as sprinklers, lighting, ventilation, etc. They require little or no maintenance and are extremely effective in lowering background noise and reverberation in a wide variety of industrial and architectural application

Hybrid Electric Bus

The Instrument Design Development Centre of the Indian Institute of Technology, Delhi, has developed a bus with no noise and no vehicular emission. The all-electric and hybrid-assist vehicle project was conceptualized and backed by the Union ministry of petroleum and natural gas through the oil Industry Development Board. The project is a step towards developing indigenous technology that can reduce dependence on petroleum for public transport.

The IIDC team led by project chief Prof. R. Arockiasamy of Eco-friendly Transportation Group, at UT Delhi, has developed an electric vehicle which is free of vibration, noise, heat and pollution. The team has developed two versions of the EV: all-electric and hybrid-assist bus, which has a top speed of 60km per hour.

The EV uses energy stored on board in batteries and is called 'Battery Electric Vehicle.' The vehicle has zero tail pipe exhaust emission and is popularly called 'Zero Emission Vehicle.' In addition to the battery source, energy is supplied from another source such as engine generator turbine and fuel cells. This vehicle is termed as Hybrid EV. The cost of running a Hybrid EV is just Rs2 per km.

Tata Motors donated the electric test vehicle 'Bus' comprising a specially designed electric motor manufactured by Crompton Greaves. The manufacture of a similar zero emission bus on the same line will cost about Rs 21 lakh compared to Rs 19 lakh for a compressed natural gas (CNG) driven bus.

According to Arockiasamy, a 'Mid' vehicle that is best suited to operate in these conditions can clock a distance of 70km to 100km in a day in one charge. If the vehicle is charged on a daily basis, it can run for at least 250 km. The Hybrid EV is equipped with battery plus onboard charge system, which can be recharged through CNG, diesel or IPG. It can thus be operated throughout the day. Moreover, the bus has a lifespan of 20-25 years. The minimum lifespan of a battery is about four to five years depending on the usage. The most important aspect is that fuel saved on the Hybrid EV is at least 30% compared to a conventional vehicle.

Caterpillar, Woodward promote gas engine research program

Caterpillar Inc. and Woodward Governor Co. recently made significant donations to Colorado State University's Engines and Energy Conversion Laboratory (EECL) to assist the lab's development efforts toward low emission, high efficiency gas engines.

The new Distributed Power Generation Research Center, created in conjunction with the donations, will conduct research on distributed power generation, including projects aimed at improving the reliability and efficiency of the electrical power grid. The center, located near the CSU campus in Fort Collins, Colo., is the first of its kind in the U.S., according to the major stakeholders.

Caterpillar donated its newest natural gas-powered G3516C, a 60 Hz engine capable of producing 1.6 MW of power. The G3516C represents Cat's latest gas engine technology, including features developed through the U.S. Dept. of Energy's Advanced Reciprocating Engine Systems (ARES) program. Both Caterpillar and Woodward will use the engine platform via EECL staff to further advance product research and development.

The EECL was founded by CSU professor Bryan Willson in 1992, and is dedicated to engine research programs relating to large engines, natural gas engines, two-stroke engines and hazardous air pollutantsThe expectation of Caterpillar is that this relationship will continue to use the expertise and what we call 'technically adventurous' CSU staff and students led by professor Willson to continuously improve the efficiency and emissions signature of natural gas engine technology, which is currently one of the most efficient methods for producing distributed power," commented Kevin Bruch, division manager for Engine Research at Caterpillar.

"Distributed power generation technology is key to reliably meeting the growing power needs of our communities, without building new high-voltage power lines," added Tom Gendron, president and CEO of Woodward. "We are pleased to be working with Caterpillar and Colorado State to help launch this effort"

Woodward donated $150,000 to install the engine in the lab and prepare it for the first phase of testing.

"Woodward became involved with the EECL a few months after its founding in 1992, as part of a multicompany research project to help reduce emissions from engines used in the natural gas pipeline industry," Gendron noted. "Since then, Colorado State and Woodward have collaborated on at least three additional research projects at the facility."

Rudy Stanglmaier, a mechanical engineering assistant professor, will manage the new center within the EECL. In the first phase, researchers and industry representatives will work to make an already efficient engine even more efficient, while further reducing exhaust emissions. During Phase 2, they hope to develop a distributed power facility that would couple the engine to a generator, connect it to the grid and test it in conjunction with utilities such as Fort Collins Light and Power and the Platte River Power Authority.

"We are thrilled to be working with two industry giants on this unique facility" said Stanglmaier. "We want to be at the forefront of advances in this technology because interest in this sector is expected to grow rapidly."

Diesel Gen-Set Line Expanded

Diesel America West has expanded its Loadstar diesel generator set line with the introduction of a 40 kW model. The ADS-040 gen-set is a four-pole, multi-voltage unit targeted at commercial, homeowner and marina applications. It expands the higher range of the Loadstar line, which also includes 20, 25 and 60 kW models.

"The ADS-040 is an effort to meet the demand we've experienced," said Steve Raichlen, vice president of the Friday Harbor, Wash.-based company "We build generators from 3 kW to 250 kW. We have a broad target market for the ADS-040; both commercial and residential."

The ADS-040 gen-set is powered by an air-cooled Deutz F4L912F engine. A factory-installed critical grade muffler is used to reduce exhaust noise emissions. The engine and generator are resilient mounted on a welded steel skid with sound and weather enclosure and a large fuel tank base.

The gen-set has a zinc-treated frame and enclosure. "The unit is rated 80 dB(A) at 1 meter," said Raichlen, "In our attenuated enclosure, the frame and sheet metal enclosure is galvanized before it is powder coated.

Operating speed for the 60 Hz unit is 1800 rpm. The generator is a brushless, self-excited, electronically regulated unit that can supply constant power at both single- and three-phase voltages without lowering output for single phase, the company said.

"The generator we use depends on the customer's specifications," said Raichlen. "We use everybody Marathon, Siemens, Mecc Alte. It's up to the customer."

Other components include Basler Electric regulators and a Barber-Colman Co. model 520 auto control. "It is a full 12-wire machine with a link board," said Raichlen. "We can reterminate on this link board for all voltages, either single or three-phase."

A deluxe control panel includes an a.c. three-pole line circuit breaker and a.c., volt, amp, frequency and hour meters. For fully automated operation, an a.c. start module with LED panel is provided.

The generator set measures 73 in. long, 36 in. wide and 52 in. high. They are assembled in Europe and finished in the U.S.

New compact gen-sets from Subaru Robin

Subaru Robin has introduced a new line of compact gasoline generator sets that incorporate the company's premium EX series OHC engines. The RGX series covers three outputs and target a range of commercial markets including contractors and rental applications. With maximum 60 Hz ratings of 2.9 to 4.8 kW, they are also suitable for home standby, according to the Wood Dale, Ill.-headquartered company.

This is the first application of the EX engines in the company's conventional generator sets. In 2004, Robin used two models of the EX series in its Silent Series RG3200iS and RG4300iS inverter gen-sets.

Looking at the new units, the RGX2900 gen-set is rated 2.9 kW maximum (2.4 kW continuous) and is driven by an EX17 engine with a displacement of 169 cc. The RGX3600 is powered by a 211 cc EX21 engine and has a maximum rating of 3.6 kW (2.9 kW continuous), while the RGX4800 is rated 4.8 kW maximum (4.1 kW continuous) and is equipped with a 265 cc EX27 engine.

All of the engines are single, slant cylinder OHC configurations with cast aluminum blocks, float-type carburetors and mechanical governors. The combustion chamber features a very high efficiency pent-roof design in which the top of the combustion chamber is angled to position the intake and exhaust valves at a 45 [degrees] angle relative to the center of the cylinder. This design, which also incorporates a redesigned intake and exhaust system, intensifies the air intake and fuel-air mixing, while reducing dead volume and eliminating flow losse

Other premium engine features include special heat dissipation fins on the inner and outer crankcase surfaces and cooling passages and fins in the mounting base; a splash lubrication system with an oil scraper on the connecting rod that supplies oil to the cam chain.

The engines directly drive self-exciting, brushless, two-pole single-phase Taiyo generators that deliver 120/240 Vac at 60 Hz. The units also offer dc output of 12 V/8.3 amps and 12 Vdc charging, with a 1.0 power factor. The main panel incorporates Hubbell receptacles with fuseless circuit breaker protection.

Other standard equipment includes a condenser-type voltage regulator, oil sensor, recoil starter, spark-arresting Lo-tone mutter and Hobbs hourmeter. The two larger units also incorporate an automatic idle control system and a full power switch.

Another interesting standard feature of the RGX gen-sets is an integral air cleaner warmer that provides for improved operation and better startability in cold weather. In operation, air warmed by the engine is directed via a tube directly into the air cleaner. There is no interaction required by the operator. "One of the most frustrating things that can happen is when ice knocks out the power from the utility and then ice builds up on die gen-set and knocks out the gen-set," said Brad Murphy, vice president of sales and marketing at Subaru Robin. "This system pulls warm air from under the valve cover and uses it to keep the intake clear of snow and ice. It's a simple thing, but it really adds value."

The greening of Yellowstone

In 1997, when Yellowstone National Park celebrated its 125th anniversary, park management staff began thinking forward to the next 125 years and the sustainable efforts that would ensure the preservation and protection of Yellowstone. As a result, the concept of the "Greening of Yellowstone" was created. A private/public partnership was created to implement an Environmental Management System (EMS). The program, developed by the park in partnership with the Environmental Protection Agency, provides guidance to the partners on how best to manage the environmental aspects of park activities, educate visitors and promote the latest technologies in a more effective and sustainable way, while also giving consideration to environmental protection, pollution prevention and socioeconomic needs.

In 2004, the EMS team identified its first large-scale initiative--solid waste management. Some of the guidelines introduced include Recycling opportunities for visitors. There are currently 63 recycling bins in the park, and it is estimated that there has been a 50 percent increase in the amount of commodities collected in the park, particularly plastics.

* Recycling propane cylinders. Through a partnership with Grand Teton National Park, Yellowstone and Grand Teton concessionaires, the Yellowstone Park Foundation and various private entities, there is now a program of collecting and recycling propane cylinders in the greater Yellowstone area. The Propane Bottle Recycler (PBR), a mobile propane recycling unit, is now being used to recycle the estimated 3,000, one-pound propane cylinders discarded in the park each year.

* Recycling tires. About 4,000 tires are discarded annually in Yellowstone. Since June, all used tires are being diverted from the landfill and being recycled.

* Recycling solid waste. The EMS goal is to divert 90 percent of the park's solid waste from the landfill by 2008. An estimated 75 percent has been diverted already this year.

* "GreenPath." Delaware North has implemented an employee "GreenPath" program throughout the park to reduce waste, increase recycling and the use of non-toxic cleaning products; stocking merchandise with recycled content, biodegradability and minimum packaging.

Other sustainable efforts Yellowstone and its partners have undertaken include:

* Boardwalk replacement. Replacing some of Yellowstone's pressure-treated wood boardwalks with alternative, sustainable materials.

* Alternative fuels. Using biodiesel and other alternative fuels and vegetable-based lube and hydraulic oils in many of its vehicles. Additionally, all diesel-powered vehicles used by park employees use a 20 percent blend of canola-derived biodiesel and petroleum diesel. Gasoline-powered vehicles in the park use an ethanol blend (E-10).

* Hybrid vehicles. In 2004, Toyota USA donated four Prius vehicles to the park. These vehicles operate with electricity generated by the gasoline engines and braking systems.

* Employee Ride-Share Program. Approximately 45 employees participate in a Ride-Share Program that helps reduce fuel consumption, improve safety by decreasing traffic on the road and ease parking constraints in the park.

* Green cleaning products. Since 1998, the park and its partners have switched from more than 130 products with health or environmental risks to less than 10 products that are unsafe for people and the environment.

UP "goes green" in a big way, orders 121 switchers

Aided by $81 million in TERP (Texas Emissions Reduction Plan) grants administered by the Texas Commission on Environmental Quality, Union Pacific has awarded contracts to two builders--RailPower Technologies and Wabtec Corp. subsidiary Motive Power Industries--for 111 low-emission, low-horsepower locomotives. By mid-2007, UP plans to deploy 56 units in Houston, 46 in Dallas/Fort Worth, and nine in San Antonio. The locomotives are expected to reduce nitrogen oxide emissions by up to 80% while using as much as 40% less fuel.

MotivePower's share of the UP order is for 13 MP20B-3 switchers, which are powered by 2,000-hp Caterpillar engines. while RailPower gets the bulk: 98 RP Series road switchers, consisting of 80 triple-genset (generator-set) units and 18 twin-genset units. The gensets are 700-hp diesel engines (similar to those used in over-the-road trucks) turning a generator that supplies power to the traction motors. The twin-genset locomotives are hybrids. operating on the diesel engines and a battery bank for additional power. UP began evaluating genset locomotives in 2002.

The 98 locomotives give RailPower a backlog of some 175 units and "fills our production schedule through 2006 and part way into 2007," according to President and CEO Jim Maier. The relatively new RP20 Series "was specifically designed to reduce high fuel usage in road and branch line switching operations, where locomotives use up to three times the amount consumed by yard switchers." RailPower is best known for its Green Goat hybrid switche In addition, UP is purchasing 10 of the Green Goats for its Houston and Fort Worth yards. Three already are on site, with the remainder expected by year-end. This acquisition also is aided by the $81 million in TERP grants.

The hybrid switcher is powered by a battery bank. When energy stored in the batteries is depleted to a pre-set level, a small, low-emission diesel engine automatically starts to power a generator that recharges the batteries. The 10 units are expected to reduce nitrogen oxide emissions by more than 260 tons annually at UP's yards in Houston and Fort Worth.

Coordinated effort: firm's new data center and headquarters network benefits from suppliers' involvement and assistance

When GMAC Insurance accelerated its St. Louis, Mo., headquarters move from May 2005 to October 2004, network communications manager Wayne Goede found himself in a race against the clock. His challenge: to design and build a new network infrastructure and data center in record time. To complicate matters further, he needed to downsize the data center from 6,000 square feet to 3,700 square feet to provide more space for 1,100 employees, 450 of them in the call center.

"While we lowered our data center square footage substantially, it wasn't great concern for us," Goode says. "There was an advantage in being able to start fresh with new technology.

"There were a number of key design goals that would fit in with our overall infrastructure strategy," Goode explains. "The cable plant for the facility needed to bc totally consolidated. All connections to the desktop locations would be CAT 5e, and the cables would serve no specific purpose. They needed to cross-connect in the data center and wiring closets with standard patch cables to provide service for Ethernet PCs, phones, KVM and extended video."

Additional goals included: installing infrastructure resources that could bc "right-sized" and expanded as needed to address future requirements, minimizing the presence of cables in the data center's raised floor because of limited ceiling height, and powering the entire facility with a backup generator in the event of complete power los One of the staff's initial calls was to Graybar, a provider of supply-chain management services, and a distributor of components, equipment and materials for the electrical and telecommunications industries. The Graybar team provided Goede and his staff with easy access to uninterruptible power supply (UPS), heating and air conditioning (HVAC), network infrastructure and project-management solutions.

For its UPS needs, GMAC Insurance considered both traditional and next-generation options, including the APC InfraStruXure solution, which Goede determined was the right one for the new data center.

Just two years earlier, Graybar had assisted GMAC by providing infrastructure and project-management solutions for the company's new 12,000-square foot primary data center in its Winston-Salem, N.C., facility. Although progressive for its time, Goede says the data center utilized traditional liquid battery technology in its UPS, which included two redundant units so one could supply power while the other was offline for maintenance.

In addition, it required a special environment built to specific OSHA requirements and specialized technicians to maintain the batteries. Realizing these drawbacks, Goede decided the simplicity and security of APC's modular battery design deserved serious consideration.

MODULAR EASE OF USE

"The batteries in the system are, for lack of a better term, consumer-grade batteries," Goede explains. "They are sealed lead-acid batteries that can be safely shipped and handled. The InfraStruXure UPS allows you to pull out a battery module and replace it, with no special equipment and no need to take the UPS offline."

Goede decided to proceed with an integrated UPS, HVAC and enclosure system worth more than $500,000. He worked closely with APC engineers to design the data center system.

"The actual layout of the data center was done in-house," Goede says. "APC, coordinated through Graybar, helped considerably with getting that design finalized. We chose an all-APC solution, with the exception of the open racking, for a variety of reasons, but the biggest is that theirs is an air, UPS, power-distribution-and-enclosure system with all of the parts and pieces fitting together."

The integrated design included HVAC equipment and data center enclosures to complement the UPS. APC's NetworkAIR FM HVAC units contain variable-speed DC motors that speed up or slow down to maintain constant static pressure under the data center floor. In addition, the APC NetShelter VX enclosures feature cable management that allows for organized overhead wiring without ladder racking. Goede says this was crucial for his data center, which had limited ceiling height in its new eighth-floor location.

Naval supply systems command supports hurricane Katrina relief efforts

Hurricane Katrina was one of the worst natural disasters in our nation's history, causing unimaginable devastation and heartbreak throughout the Gulf Coast region. Across the Naval Supply Systems Command enterprise, personnel quickly responded providing operational logistics expertise and support to relief efforts. Here are reports from our activities who were involved in the outstanding work done by the Navy team.

COMFISCS Supports Hurricane Katrina Relief from Jacksonville and Norfolk

Commander, Fleet and Industrial Supply Centers (COMFISCS) teams in Norfolk and Jacksonville have been doing all that they can to support ships deploying from Norfolk and coordinating relief efforts for Navy activities in Pensacola, Pascagoula, Gulfport, and New Orleans.

FISC Jacksonville has been aggressively supporting victims of the Gulf Coast region following the damage caused by Hurricane Katrina. The team at FISCJ is coordinating logistics for all Navy forces and activities supporting Joint Task Force (JTF)-Katrina, and has military and civilian personnel from several commands providing 24/7 support.

FISCJ established a Command and Control Cell to coordinate regional requirements. Of primary concern to Navy Region South was getting ground communications established in New Orleans. In the Gulf Coast Region, FEMA requested MREs and cots for temporary personnel.

The FISCJ team executed 41 contracting requirements and modifications for Navy Region Southeast, Navy Region South and Commander, Fleet Forces Command afloat units.

FISCJ contracting personnel are coordinating husbandry type services at New Orleans, to directly enable the JTF--Katrina units to aid relief efforts.

Personnel in the Business Department are coordinating regional relief recovery and financial flow to correctly document and expedite payment of requirements.

Supply Management Department personnel are providing Logistics Support Center services for the growing JTF--Katrina, including preparing for ship loadouts at Mayport/Blount Island, and exercising household Storage In Transit (SIT) authority to appropriately store personal property for the hurricane affected regions.

Industrial Support Department personnel are training a mobile ATAC person to deploy to handle fleet retrograde, and are manning the Command Duty Office to provide coordination and policy guidance.

The Facilities and Fuel Operations Department is tracking all the monumental fuel replenishment requirements, and dispatched a 5,000-gallon tanker of diesel fuel to CBC Gulfport to ensure generator continuity while sourcing longer-term diesel supplies.

Detachment/partner site efforts include logistics flights from Naval Air Station Joint Reserve Base Fort Worth to New Orleans, LCAC and fleet freight from Panama City, and support to afloat units from Ingleside and Corpus Christi, Texas, and Pensacola, Fla., just to name a few.

CDR Jerry Rivas, Director of FISCJ's Supply Management Department, deployed to Gulfport as the logistics point of contact for the Region Southeast team, providing on-site expertise, assistance and support.

The other stateside FISCs stand ready to provide assistance to the FISC Norfolk and FISC Jacksonville teams as needed. Clearly there is much more to be done in the aftermath of Hurricane Katrina, one of the worst natural catastrophes in U.S. history.

Generator arc welder - Brief Article

Available with an optional remote control kit for stick welding, the Classic 300 D offers 300 A DC at 60% duty cycle. It has five current ranges with fine control in each range for various arc welding processes. It generates 3,000 W of AC auxiliary power from 115-V or 230-V duplex receptacles. It is powered by a 4-cyclinder, water-cooled Perkins 104-22 industrial diesel engine and offers emergency shutdown protection for low oil pressure or high water temperature. (Lincoln Electric