It looks like the long-awaited diesel downturn will arrive in 1999 - Forecast '99

The good life couldn't last forever and we certainly have cheated traditional economics since at least 1995 (the year the economic downturn should have started). It just doesn't seem fair that 1999 diesel production would be determined by outside forces. After all, our economy is strong with inflation in check, low unemployment and the usual level of government involvement. Why did the Far East have to have an economic crisis and why can't we be international traders when all is well; and build a wall around us when overseas markets turn down?

We define North America as the United States and Canada which means North American diesel engine production is U.S., since there is no diesel engine production in Canada. The problem (or advantage depending on the viewpoint) is that the major North American diesel engine manufacturers are no longer North American. Most have plants, JV's, licensees or business arrangements in China, India, Brazil and Mexico (the IMF loan total for these alone would probably keep Greenspan awake nights!), as well as Western Europe and Japan. North American diesel production is not only affected by demand, but also by production costs which help determine worldwide plant location. Another warning of things to come is the U.S. trade deficit, which is at an all time high and growing. With domestic markets down, all the diesel engine importers are looking to export and the U.S. is the biggest target.

Traditionally, we use U.S. housing starts as our prime leading indicator for diesel engine production. North American diesel engine production for on-highway applications (trucks, buses and coaches) generally lags housing starts by six to nine months. Housing starts have been increasing since the last trough in 1991 with the exception of a breather in 1995, foretelling the 1996 decline in on-highway diesels.

New 250 kW portable load bank - Power Generation - Brief Article

Recognizing the demand for an updated version of its model K696 250 kW portable load bank, Avtron Manufacturing Inc., Cleveland, Ohio, has introduced the newest in its Millennium load bank line with that rating. When the Millennium load banks were introduced in 2000, they replaced older 250 kW and 360 kW models with advanced 200 kW and 400 kW units. Addressing the demand for a 250 kW size, Avtron developed the Millennium 250 with its up-to-date design.

The Millennium 250 is a high capacity, portable, and completely self- contained unit. It is designed to provide resistive loading at a full 250 kW at both 480 V and 240 M three-phase, 60 Hz in a convenient compact package The load bank is designed for routine load testing of standby diesel generator sets or for factory production line testing of uninterruptible power supplies, turbines or engine gen-sets.

The Millennium 250 features horizontal air discharge, which provides a low profile (33.75 in. wide x 50.25 in. high x 47.5 in. long) design for easy entry into confined areas along with digital metering and 5 kW load step resolution. Comprehensive safety circuitry includes branch circuit fusing on all load steps, wrong voltage protection, motor overload protection and overtemperature protection The load bank incorporates continuously supported resistor elements that are air-cooled by an integrally mounted three-phase blower and an aluminized steel enclosure with screened air inlet and exhaust openings. Voltages are available at 240/480, 480 or 600 V a.c. (60 Hz) and 400 Va.c. (50 Hz).

Designed to be easily operated by a single technician, the operator control panel includes a master load on-off switch, load step on-off industrial toggle switches, blower on-off push buttons with a blower failure light and blower and load voltage selector switches

Less idle time for locomotives - Stationary Power Products

EcoTrans Technologies has introduced an auxiliary power unit (APU) purpose-built for the rail transportation industry. The K9 APU system consists of an auxiliary diesel engine generator set and engine shutdown timer. Together, these two components can provide a significant reduction in the idle time of locomotive engines.

EcoTrans Technologies was formed as a joint venture between CSX Transportation and International Road & Rail Inc. for the purpose of marketing the K9 APU.

"Roughly 40 to 50 percent of the time that a locomotive is alive, it is idling," said Larry Biess, mechanical systems engineer for CSX Transportation. "We estimate that 15,000 to 16,000 gal. of fuel per year is burned while the locomotive is idling. The goal with this project was to come up with a way to take idle out of the duty cycle to save fuel and reduce emissions.

"We had looked at what the industry had to offer and didn't find anything that offered excess electrical capacity to do the kinds of things we wanted to do. We realized that if we put a 17 kW gen-set on a locomotive, we can keep the water warm, the batteries charged, the oil loose and improve operator comfort by having the cab cool in the summer and warm in the winter The K9 APU system is made up of a turbocharged Kubota V2003-T-B diesel engine rated 36 hp at 1800 rpm. The engine is directly coupled to a single-phase Mecc Alte SpA generator rated 16 kVa, 240 V at 60 Hz.

"The beautiful thing about this engine," said Bless," is that for each kW of electrical work, this unit sheds an additional kW of waste heat through the jacket water heater. It doesn't have a radiator. We have a water pump that recirculates locomotive water. The locomotive's water system and the Kubota's water system interface through the heat exchanger. It's a marine grade stainless steel water heater. The Kubota's cooling water system is ethylene glycol treated 50/50 standard automotive mix. One of the primary reasons we could never shut down is because we don't carry antifreeze on a locomotive.

"The locomotive cooling water is heated through the Kubota heat exchanger and through a heater tank which is on top of the unit that has three, 3 kW emersion heaters," Bless added. "In the center of that water tank there is also an oil heater which gives 1 kW of electrical heat to the lube oil, which is running through it. There is also some absorption of heat from the cooling water side through the 9 kW."

The K9 APU system sits atop a 20 gal. dry sump, which allows oil change intervals of two years. "Whenever this engine runs, it is pumping about a pint an hour of fresh oil into the crankcase and the excess flows back into a tank on the gen-set," Biess said. "Whenever K9 APU system runs, it's got a belt driven locomotive cooling water pump that comes on. It sits there as a parasitic load. We also have a hydraulic oil pump that circulates the locomotives lube oil.

"Whenever the K9 APU system runs, it also sends 240 V to a 74 Vd.c. battery charger keeping a charge on he locomotive batteries."

The K9 APU is a self-controlled system, Biess said. "We designed the system so that it can either be controlled by a computer or a thermostat or other simple analog instruments," he noted. "We can set it up so that it'll start on just about any parameter on a locomotive that an operator would concern themselves with -- air pressure, water temperature, ambient temperature. We can program it to start once a day to make sure we are keeping the 12 V system topped off."

While the K9 APU system is tied into the main locomotive system, if the K9 system fails, it will not affect locomotive performance. The K9 APU system is linked with the locomotive's emergency shutdown system so that if the locomotive is shutdown due to an emergency, all rotating equipment on the locomotive stops, including the K9 APU system

A Westchester classic

Creating a state-of-the-art children's hospital requires innovative solutions that meet current and future needs of the facility. Sensitivity to the health and emotional needs of the children and families who use the facility is also a critical component of such a project. An example is the $85 million, 250,000-sq-ft Maria Fareri Children's Hospital on Woods Road at the Westchester Medical Center in Valhalla, NY.

One of the primary challenges facing the project team was to find ways to alleviate the stress of hospitalization for children and their families through design solutions. To accomplish this task, the project's design team, a tri-venture of architects NBBJ and Lothrop Associates and MEP and life-safety engineer, Syska Hennessy Group of Manhattan, created a distinctly child-friendly environment. For example, the outside of the facility has a very non-institutional look, appearing to be a large house to make children feel at home. In fact, since family, fun, and laughter contribute to the recovery process, a small park and a miniature golf course were constructed outside this new "house" Designed as a china friendly environment, the facility has numerous features intended to appeal to and amuse children. Lighting fixtures were chosen to create a soft nature/homelike ambiance. The lighting and HVAC systems were integrated into hospital displays, including the lobby's 5,000-gal fish tank, an authentic locomotive, a large doll collection, the David Cone/New York Yankees sports arcade, an actual fire engine cab, a resource center, a stage, a toy store, and a food court.

The third floor includes private rooms for parents. These suites, which are equipped with kitchens and dining areas, are part of a built-in Ronald McDonald House that allows parents of an ill child to stay overnight.

COMPLEX UTILITY RELOCATION

The design team was challenged prior to the start of construction when the owner wanted the new children's hospital sited on Woods Road so it would be prominently visible to passersby. Fulfilling this request required that the new three-level facility be located on top of the existing main hospital's utility tunnel. The solution was to relocate all of the utilities while keeping the main hospital operational. To achieve this, the utility tunnel was intercepted by constructing a new entrance outside the footprint of the new children's hospital. This took careful planning and phasing to keep the main hospital operational as utilities were switched over.

Provisions were made in the tunnel for utilities to serve the children's hospital. New valves for the steam and hot water were installed along with new junction boxes for the electrical service and terminal boxes for the telecommunications lines.

Before the children's hospital could be constructed, two existing buildings totaling 100,000 sq ft needed to be demolished. Prior to demolition, hospital staff and personnel (as well as patients who had been located in these two buildings) were relocated in a series of 30 moves to new, permanent space created in the main hospital and adjacent buildings.

As this task proceeded, other efforts were underway to make the hospital state-of-the-art and expandable for future needs. These focused on the HVAC, electrical service, life safety and security systems, all of which were tied into the new building's automated controls.

INTEGRATING MAJOR SYSTEMS INTO THE DESIGN

Major building systems in the children's hospital include three chillers. One of these is a 500-ton electric drive chiller and two are 500-ton gas-fired absorption chillers. The hybrid system was chosen to take advantage of the efficiencies of differing units at varying loads. There are also two 1,250 kW diesel generators, located in the penthouse and supplied by a 10,000-gal fuel oil storage tank. Provisions were made for space to accommodate a third generator at a future date.

In addition, 13 air handlers of various sizes were installed in keeping with the child-friendly "house" theme of the hospital's design. To achieve this, the units were located in the "attic" space beneath the hospital's peaked roof. This solution made excellent use of space while conforming to the architects' design.

High pressure steam is brought into the hospital from the utility tunnel at 125 psi. In order for the steam to be used for sterilizers at 60 psi, a pressure-reducing valve was installed. It was further reduced to 15 psi for the perimeter heating system, duct reheats, humidifiers, and steam preheat coils

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

A change of direction: assembly of industrial natural gas gen-sets moves from Mexico to Michigan

The story is a familiar one in the modern industrial world. In an effort to remain competitive, a business or product moves south to Mexico. Yet while the tide usually flows out, occasionally it comes back in, as Cummins Bridgeway LLC demonstrated recently.

The New Hudson, Mich.-based Cummins distributor, the authorized distributor for Cummins covering Michigan, Ohio and Western Pennsylvania, recently won a bid to relocate the assembly of industrial gaseous-fueled gen-sets from Cummins' San Luis Potosi, Mexico, operations to New Hudson. The gen-sets assembled by Cummins Bridgeway will be sold through the Cummins distribution network.

"We see it as a reverse in the trend that many are concerned about in business these days" said Greg Boll, president and CEO of Cummins Bridgeway. "We're excited to be creating jobs for Michigan workers and manufacturing a globally marketed product."

The gen-sets to be assembled at Cummins Bridgeway are 4.5 and 5.5 kW units that can operate on natural gas or LP. Marketed under the DCathlon brand, they are targeted toward a range of smaller standby power applications, primarily telecommunications, along with railway, personnel lift, uninterruptible Both the 4.5 and 5.5 kW units are powered by air-cooled, twin-cylinder Briggs & Stratton OHV gaseous-fueled engines with displacements of 480 cc (4.5 kW) and 570 cc (5.5 kW). The engines are rated 16 and 18 hp, respectively and engine features include cast-iron cylinder liners, alloy exhaust valves, Magnetron electronic ignition systems, electronic engine governors, 12 V electric starters, dual-element air cleaners and integral exhaust systems. They incorporate vapor carburetion systems and operate at speeds from 2200 to 3750 rpm.

The engines directly drive brushless, permanent rare earth magnet alternators that provide 24 and 48 Vdc power. Cummins Bridgeway assembles the rotors and has them machined to fight tolerances. The generator section is air coded through a fan mounted on the rotor.

This configuration provides variable speed operation and allows the generator to "walk into the load" rather than slamming a battery bank, the company said.

Engine and generator operations are monitored through a microprocessor control system that includes a three-position (run-off-auto) switch, a runtime meter and circuit breaker disconnect switch. The system also monitors a series of alarm conditions, including overspeed, overvoltage, undervoltage, overcrank, engine stop, circuit breaker trip and over temperature. It provides status and alarm reporting for remote locations, and an annunciator panel that includes visual alarms is also available as an option.

The engine, generator and controls are mounted in a 16-gauge, powder-coated aluminum sound-attenuated enclosure that helps reduce operating noise emissions to less than 70 dB(A) at 23 ft. The enclosure incorporates an internal starting battery tray and tie down, along with a lockable access door, and the entire enclosure tilts for even greater access, the company said.

The 4.5 kW unit is 41 in. long, 28 in. wide and 31 in. high, with a dry weight of 350 lb. The 5.5 kW gen-set is 41 in. long, 32 in. wide and 37 in. high and weighs 450 lb.

As a result of the new assembly business, Cummins Bridgeway has added an assembly line and created 15 new jobs.

"The business had existing domestic and Canadian customers," said Boll.

"We intend to nurture these and capture new accounts, resulting in sales and employment growth. Potential sales of these products are worldwide in scope."

The primary customer for the gen-sets is Bell South, and Cummins Bridgeway has received its first new order from Rogers Communications, Vancouver, British Columbia.

Cummins Bridgeway employs 600 people, 310 of which are Michigan based. The company sells, distributes and supports Cummins diesel and natural gas engines, gen-sets and related products for automotive, industrial and stationary power applications. It also maintains wholesale parts operations, 14 service locations and a comprehensive training organization. Cummins Bridgeway's sales for 2004 were approximately $230 million power supplies (UPS)

For Ingersoll-Rand Co., portable air compressors have always been a significant part of its business. Even its first electrical generators, introduced in the '80s, were packaged with an air compressor.

But things are changing at I-R as the company looks to continue diversifying its product line and become a force in the power generation business, leveraging its brand and industry focus in an effort to turn its new PowerSource generator line into one of its flagship products.

Air compressors have always been associated with I-R and at one time dominated the division's business, said David Puck, director global marketing at the Davidson, N.C.-based Utility Equipment Division. "A majority of our revenue globally came from portable air compressors. We were really very product oriented--essentially a one-man band."

But the band has grown to an orchestra as I-R has diversified its product portfolio over the last two years as part of a strategy to focus on products specifically targeting the midsized contractor. "It was the beginning of the transformation and expansion of our business, as we realized that portable compressors would not provide sustainable growth opportunities to get us where we wanted to be" said Puck. "As a business, we focused on the areas of product, channel and brand and looked at how to leverage what we do well

"Generators were a good first step, a natural progression to business expansion, because of the competencies we've developed over the past 100 years building air compressors. It would not have made much sense to go right from offering compressors to wheel loaders. Taking the next step needs to be done gradually, and leveraged off of what you do very well while stepping out of your comfort zone."

While gen-sets were I-R's initial extension, the company has continued to expand its portfolio, adding a full line of concrete products, wheel loaders, excavators and backhoes, all of which are aimed at midsized contractors. I-R's core product line still includes air compressors and light towers but has gradually grown to include mobile generators which I-R, through its Utility Equipment Division, will launch a total of 11 new models.

The new gen-sets are being marketed under the PowerSource name, aligning them with I-R's AirSource air compressors and LightSource light towers. The first six models (10 to 100 kW) will be available for order during the fourth quarter of 2005 and will be launched at Power Gen International 2005 in Las Vegas. The additional 155 to 500 kW models (G190, G240, G330, G440 and G625) will be introduced in 2006 with the onset of Tier 3 engine emissions standards.

Included in the initial launch is the G10, G25, G40, G60, G80 and G125 with output ratings of 10, 21, 30, 46, 66 and 100 kW, respectively. These six 60 Hz units are the next evolution of IR's environmental generators introduced last year. "For I-R, this is the future of power generation" said Todd Howe, product marketing manager, mobile generators at I-R. "This is the platform that we will build upon and grow. It has the features and requirements that the market demands."

Within the lineup, the three smaller models, the G10, G25 and G40, are equipped with 1.3, 2.5 and 3.3 L, three- and four-cylinder Mitsubishi diesel engines rated 16, 32 and 45 hp at 1800 rpm. John Deere's three-, four-and five-cylinder PowerTech 4045, 5030 and 6068 diesels drive the rest of the range. These 3.1, 4.5 and 6.8 L engines are rated 72, 102 and 150 hp at 1800 rpm.

Both Tier 2 engines are prepackaged with a cooling assembly that includes a Toyo radiator on the Mitsubishi engine. The cooling system also incorporates an engine-driven fan and a redesigned airflow pattern that also provides sound attenuation, the company said. An air inlet grating on each side of the unit directs cool air across the alternator and engine block, which the engine fan pushes through the radiator and out the roof-mounted exhaust grating. The engine package also includes a Denso alternator and Nelson air cleaner.

Motortech, ComAp create MCE to serve North America

ComAp of the Czech Republic and Motortech of Germany have combined their market expertise to form a new company, MCE LLC (Motortech ComAp Electronics) to promote and support ComAp products and services in the U.S.A. and Canada. The company is based in Illinois with Ray Lecuyer, president, and Les Casterline, vice president sales and marketing. The new venture follows a period of the two companies working successfully together in other international markets. Both companies have experience and established product lines for the power generation and gas engine industries.

Motortech specializes in ignition systems, accessories and control equipment for the industrial gas engine sector. First establishing their niche in the gas engine aftermarket, more engine manufacturers are increasingly specifying Motortech products as their original equipment. Over the past 10 years Motortech has built a worldwide distributor network and established Motortech U.S.A. in 2003 to increase market presence in North America.

ComAp was founded in the early 1990s and specializes in developing, producing and servicing electronic equipment for the markets of power generation, marine propulsion and industrial engine drives for pumps and compressors. The company's core business areas include several control systems and diesel engine bi-fuel conversions. ComAp is aware of significant cost reduction opportunities in the service sector as it is possible for system performance data, historical data and engine operating parameters to be communicated remotely via modern, Internet or SMS

Libor Mertl, ComAp managing director, said, "We believe there is strong demand in North American markets for the highly sophisticated products that we offer. Our advances in the interface to newer generation electronic engines and our proven controls communications capabilities provide us with the tools to exceed market expectations."

Motortech President Florian Virchow added, "ComAp products are excellent from a technical perspective and this is just one of the reasons we are pleased to create this partnership."

MC Electronics' mission is to develop North American markets for and promote the sale of electronic control products. Products offered will include ComAp control products and Motortech gas engine control products. Markets served will include power generation, stationary industrial engine markets, including pumps and compressors, marine propulsion, turbine engine controls and diesel engine bi-fuel conversions. Sales will be promoted direct to OEM customers, through existing Motortech distributors and through independent distribution channels, which MCE will develop for specific markets.

Recently, the two companies partnered to create a new All In One gas engine controller, which consolidates monitoring, controlling, regulation and protection functions in one solution. This product will be directed to power generation markets where it has excellent application for biogas-type projects.

A change of direction: assembly of industrial natural gas gen-sets moves from Mexico to Michigan

The story is a familiar one in the modern industrial world. In an effort to remain competitive, a business or product moves south to Mexico. Yet while the tide usually flows out, occasionally it comes back in, as Cummins Bridgeway LLC demonstrated recently.

The New Hudson, Mich.-based Cummins distributor, the authorized distributor for Cummins covering Michigan, Ohio and Western Pennsylvania, recently won a bid to relocate the assembly of industrial gaseous-fueled gen-sets from Cummins' San Luis Potosi, Mexico, operations to New Hudson. The gen-sets assembled by Cummins Bridgeway will be sold through the Cummins distribution network.

"We see it as a reverse in the trend that many are concerned about in business these days" said Greg Boll, president and CEO of Cummins Bridgeway. "We're excited to be creating jobs for Michigan workers and manufacturing a globally marketed product."

The gen-sets to be assembled at Cummins Bridgeway are 4.5 and 5.5 kW units that can operate on natural gas or LP. Marketed under the DCathlon brand, they are targeted toward a range of smaller standby power applications, primarily telecommunications, along with railway, personnel lift Both the 4.5 and 5.5 kW units are powered by air-cooled, twin-cylinder Briggs & Stratton OHV gaseous-fueled engines with displacements of 480 cc (4.5 kW) and 570 cc (5.5 kW). The engines are rated 16 and 18 hp, respectively and engine features include cast-iron cylinder liners, alloy exhaust valves, Magnetron electronic ignition systems, electronic engine governors, 12 V electric starters, dual-element air cleaners and integral exhaust systems. They incorporate vapor carburetion systems and operate at speeds from 2200 to 3750 rpm.

The engines directly drive brushless, permanent rare earth magnet alternators that provide 24 and 48 Vdc power. Cummins Bridgeway assembles the rotors and has them machined to fight tolerances. The generator section is air coded through a fan mounted on the rotor.

This configuration provides variable speed operation and allows the generator to "walk into the load" rather than slamming a battery bank, the company said.

Engine and generator operations are monitored through a microprocessor control system that includes a three-position (run-off-auto) switch, a runtime meter and circuit breaker disconnect switch. The system also monitors a series of alarm conditions, including overspeed, overvoltage, undervoltage, overcrank, engine stop, circuit breaker trip and over temperature. It provides status and alarm reporting for remote locations, and an annunciator panel that includes visual alarms is also available as an option.

The engine, generator and controls are mounted in a 16-gauge, powder-coated aluminum sound-attenuated enclosure that helps reduce operating noise emissions to less than 70 dB(A) at 23 ft. The enclosure incorporates an internal starting battery tray and tie down, along with a lockable access door, and the entire enclosure tilts for even greater access, the company said.

The 4.5 kW unit is 41 in. long, 28 in. wide and 31 in. high, with a dry weight of 350 lb. The 5.5 kW gen-set is 41 in. long, 32 in. wide and 37 in. high and weighs 450 lb.

As a result of the new assembly business, Cummins Bridgeway has added an assembly line and created 15 new jobs.

"The business had existing domestic and Canadian customers," said Boll.

"We intend to nurture these and capture new accounts, resulting in sales and employment growth. Potential sales of these products are worldwide in scope."

The primary customer for the gen-sets is Bell South, and Cummins Bridgeway has received its first new order from Rogers Communications, Vancouver, British Columbia.

Cummins Bridgeway employs 600 people, 310 of which are Michigan based. The company sells, distributes and supports Cummins diesel and natural gas engines, gen-sets and related products for automotive, industrial and stationary power applications. It also maintains wholesale parts operations, 14 service locations and a comprehensive training organization. Cummins Bridgeway's sales for 2004 were approximately $230 million

Squeezing the grid: the increase in the demand for electricity has strained the utility industry's ability to deliver power as reliably as it once did

On Aug. 14, 2003, the largest blackout in North American history left more than 50 million people in nine states and parts of Canada in the dark. Only $180 million of the losses were insured, according to Insurance Services Office Inc., in part because many business interruption policies don't cover power outages.

That left consumers and businesses on the hook. The blackout cost the United States between $4 billion and $10 billion, according to the Electric Consumer Research Council.

For the most part, the nation's power grid is reliable. "The power grid is still a fairly reliable system--about 99.99 percent reliable, in fact," says Daniel O'Neill, a director with Atlanta-based Navigant Consulting, which advises companies on utility transmission/distribution reliability. "However, as our reliance on electricity continues to increase, it is arguable that we, as a nation, are expecting even greater reliability. As such, the grid needs to become even more reliable."

More competition in the electric power industries has resulted in thinner profit margins for many energy providers, leading producers to invest less in upgrading the power grid. In addition, the demand for power has gone up According to the U.S. Department of Energy, total U.S. electricity use in 1975 was about 1.8 trillion kilowatt-hours, while investment in transmission capacity was about $6 billion. By 2000, usage almost doubled to more than 3.5 trillion kwh, while investment had dropped by roughly two-thirds to just over $2 billion.

The utility industry plans to spend an additional $4 billion to $7 billion over the next five years to upgrade the power grid, according to research conducted by GF Energy, a Washington, D.C.-based utility industry consulting firm.

"In general, the nation's power grid has historically been reliable and has been working well," says Roger Gale, CEO of GF Energy. "However, like everything else, it has served its time, and we are now in a new era that depends on centralized systems, not a decentralized system such as is the ease with the existing power grid."

To address the needs of their employers, O'Neill suggests that risk managers conduct assessments to determine the requirements for continuity of service. Assessments should cover all three segments of the power grid.

The first segment is power production, or the wholesale energy market. The second segment is the transmission lines that move energy from production to local distribution of the electricity. The last segment is the local power distribution network. That's where local utility companies take high-voltage energy and deliver it in low voltages to homes and businesses.

EXPOSURES COME IN FOURS

Risk managers should consider four areas when assessing exposure to power outages: redundant systems, diesel-powered backup generators, third-party risk partners and hydrogen fuel cells. Many companies already have one or both of the first two systems in place.

* Redundant Systems. "The first line of protection is dual or redundant distribution feed from the local utility company, including automatic throw-over switches," says O'Neill. In such cases, if one feeder line fails, service is automatically provided by a second line. "This is common in hospitals and other facilities where power is particularly critical," he says. Redundant systems may be more readily available in some areas of the country than others. Large cities are more likely to have redundant systems than rural areas.

* Diesel Generators. These are economical ways to back up a portion of your power needs. Denver Water takes full advantage of this basic technology. The utility has three major operational areas of concern when a power outage occurs: the administrative complex, the water treatment plants and the network of pump stations that pump water to about 30 percent of the city. "We frequently lose electrical power in the Denver area either due to heavy, wet snows or lightning strikes," says Jim Crockett, Denver Water's manager of risk and benefits. To ensure backup power, the department relies on diesel generators. A 2-megawatt stand-by diesel generator serves the administrative complex. It has a 4,000-gallon capacity, which can be refueled by the utility's own diesel fuel, or from deliveries. The utility has also installed 1-megawatt to 2-megawatt stand-by diesel generators at its pump stations. Plus, each water treatment plant has a 2-megawatt stand-by diesel generator."

* Third-Party Risk Partners. According to GF Energy's Gale, commercial and industrial customers need to manage their power risk issues by working with utility companies willing to share risks. "These are companies that are willing, for example, to take the fuel volatility risk for natural gas, to help companies manage their loads more effectively by shifting loads," he says. This is a growing business, according to Gale. Constellation Energy in Baltimore, for instance, offers risk-managed contracts for commercial and industrial companies. That allows risk managers to breathe easier, knowing that they have a partner sharing the risk for power dependability

Ecom introduces stationary engine emissions analyzer

Designed for stationary engine applications such as generator or compressor sets and boilers, Ecom America Ltd. has introduced a wall-mounted emissions monitoring and reporting system designed for unattended operation.

The new Ecom stationary engine emissions analyzer (SEEA) is designed to measure [O.sub.2], CO and N[O.sub.x] in the exhaust gas of up to four diesel or natural gas engines, as well as gas turbines or boilers at preset intervals.

Besides the standard system, SEEA is also available in a low N[O.sub.x] version capable of measuring single-digit N[O.sub.x] applications with 0.1 ppm resolution, said Drew Wilson, president of Ecom, Gainesville, Ga.

"The SEEA provides operators of stationary engine installations with a recognized means of automatically monitoring and recording the exhaust emissions of their engines," Wilson said.

The SEEA system is built around the Ecom A Plus analyzer, which has been tested under EPA's ETV verification program. Operators can program the system to periodically sample each of the four exhaust ports and temporarily store the emissions data in a spreadsheet until it can be downloaded to a host PC. The data can be retrieved via USB link, dial-up, or it can be automatically sent, via email, to a designated e-mail address The analyzer's NEMA 12 housing is designed to be mounted in a climate-controlled space in close proximity to the engines being monitored. The 0.25 in. sample lines are routed from each engine exhaust system to sample connections located on the top of the analyzer housing. The system is powered by 120 Vac 60 Hz and measures 20 in. x 20 in. x 10 in.

The test sequence begins with the SEEA turning on and initializing, and then selecting the first engine exhaust port. A sample of gas is drawn over a user-defined time and frequency. The SEEA then automatically switches over to the rest of the engine ports, repeating the sequence.

All of the data, Ecom said, is time stamped, and includes engine identification and location information for review and analysis. The system then goes into standby mode until the next measurement cycle. Specific measurement and cycle times are user programmable.

The system is designed for unattended operation and requires minimal periodic maintenance and calibration, Ecom said, with the calibration generally determined by the installation's specific operating permit.

The system has an alert lamp to provide visual identification of filter change or fault, and alerts are also available as part of the reports for remote notification of engine or analyzer problems

Bukh-Farymann expands with emissions compliance, new sales partners

After a period in administration, the builder of Farymann brand diesel engines is well and truly back in business. With a new senior management team and trading under the new name Bukh-Farymann Diesel GmbH, the engine builder based in Lampertheim, Germany, is part of a larger, Danish-owned group with strong engine interests. In fact, the company, a specialist in single-cylinder diesels, now sees itself well beyond the consolidation stage and is developing what it sees as its core products, including certification of engines to Tier 2 of North America's EPA off-highway emissions legislation and Stage 2 of the EU's NRMM directive.

"We are part of an organization based in Aabrenraa, Denmark, which also includes the builders of Bukh Diesel and Callesen Marine Diesel engines and we are now the official source of all the products and services previously offered by Farymann Diesel GmbH," noted Bukh-Farymann Managing Director Rainer Smermer. "The Bukh group is a world leader in manufacture of lifeboat engines. It also produces marine engines for standard applications, which is a market long served by Farymann diesels. Thus, there are obvious synergies between our single-cylinder diesels and the other engines made in the group. As a result, the Lampertheim works--with its technical resources--is now home to a company-wide engine development center for all its diesel engines."

In terms of products, the company is concentrating on its well-established 290 cc displacement vertical cylinder diesels, the air-cooled 18D and water-cooled 18W (bore 82 x stroke 55 mm), as well as the 709 cc, air-cooled horizontal cylinder, low-profile type 43F (bore 95 x stroke 100 mm). The 18D and 18W are offered with ratings from 6.1 to 6.9 hp at 3600 rpm, while the standard rating of the 43F diesel is 14.75 hp at 3000 rpmWith the emphasis on these engines, we aim to expand on the traditional applications of Farymann brand engines, like small construction equipment, including building site dumper trucks, vibration plates and drills, etc., small generator sets, the propulsion of small boats and onboard power supply on larger craft," said Stuermer. "Naturally, Tier 2/Stage 2 emissions compliance for our engines is central to our plans, and hence our 18D, 18W and 43F diesels are presently in the process of certification."

It was the popularity of these engines--and especially the horizontal cylinder 43F with its overall height of only 14.5 in.--which maintained the company as a going concern, reported Sales Manager Walter Knitel. "Our customers kept faith with Farymann diesels and continued ordering, and it was this which allowed us to come through to the point where we are now ready to expand our offering again," he said. "Of course, the 43F's extremely low profile makes it a unique selling proposition and a very difficult power unit to replace in its applications."

The upgrading of the Bukh-Farymann engine range takes two forms--the 18D, 18W and 43F diesels will be offered in Tier 2-compliant versions and responding to demand from customers, the company will also present the 43W diesel, which is a water-cooled version of the 43F engine.

Arnold Schoenbeck, senior manager of development, outlined measures taken to attain Tier 2 compliance. "We have increased injection pressure, optimized the angle and spray pattern of the injectors and changed the combustion chamber shape via a new form of piston bowl," he said. "At the same time, with applications such as building site dumper trucks in mind, we have also made modifications to give our engines a more flexible range of engine speeds.

"In power generation applications on the other hand, where we enjoy an excellent position with OEMs of smaller generator sets, we will be making our engines available using an electric governing system from Governors America Corp. which allows switching between 50 and 60 Hz frequencies."

In step with these development projects--as engine development center for the whole Bukh group--investments are being made in new equipment, including new test stands for emissions measurements.

"We have also formed a new application engineering task force," Schoenbeck reported. "The aim is to be faster in developing new solutions for existing customers and to respond faster to demand from potential new customers."

At the same time, Bukh Farymann is also revising its sales arrangements. "Our important markets are North America and Central Europe and we are currently looking for new sales partners all over the world. We are presently refining our arrangements in North America to better take advantage of the considerable potential of this market for our engines. There are chances for the right organizations to enter into collaborations," Knitel concluded

Claim that gasoline cars could beat clean-diesels on 'global warming' stirs more public debate

Controversial claims by Stanford University researcher Mark Jacobson that cars with diesel particulate filters (DPFs) can still cause more net "global warming" emissions than gasoline cars continue to stir debate.

Jacobson's initial claims (based on certain assumptions about diesel car emissions, measurement methods, and regulatory limits) were first contradicted last year by University of Minnesota's renowned engine combustion particle scientist David Kittelson (see Diesel Fuel News 9/16/02, Ps,. 1/7/02, P1 3), who pointed out the excellent carbon-trapping efficiency of diesel particulate filters (DPFs).

Reducing "black carbon" from combustion could have a greater short-term impact on reducing "global warming" than simply reducing carbon dioxide ([CO.sub.2]), which takes many decades to have much impact on climate change, recent scientific studies indicate.

But in another presentation this month to a California Air Resources Board (CARB) "international vehicle technology symposium" on cutting climate-change emissions from vehicles, Jacobson now cites other recent studies about vehicle particulate matter (PM) emissions. By his calculations, these data supposedly that show gasoline cars can have an advantage over diesel cars on to Jacobson compares the average miles per gallon of the latest gasoline/electric hybrid cars (Honda Insight, Toyota Prius) versus the Volkswagen Golf, Jetta and Beetle diesel cars. However, the "Insight" is a tiny, two-seater vehicle, and the Prius is smaller than some diesel cars cited in the comparison.

Nor do these hybrids deliver the torque, highway mileage, and highway acceleration performance of the larger, new-generation diesels -- and larger gasoline hybrids have yet to emerge, or show they can out-perform diesels in larger vehicle categories.

What's more, the possible emergence of diesel-electric hybrids (much better on fuel economy/[CO.sub.2] than gasoline hybrids) is left out of the "gasoline beats diesel" claims.

Still, adding a diesel particulate filter (DPF) and nitrogen oxides (NOx) trap for upcoming Tier 2/LEV-2 emissions limits would further penalize diesel's average fuel economy (due to hydrocarbon reductant for NOx/PM trap regeneration), thus making the gasoline-electric hybrid even better on both [CO.sub.2] and particulate matter, Jacobson claims.

However, while NOx/PM trap regeneration might represent a few percent fuel penalty, diesels still have an overwhelming fuel-economy (and hence [CO.sub.2]) advantage over gasoline.

What's more, in a 2001 study for Swedish National Road Administration comparing 45 diesel and gasoline cars, the DPF-equipped diesels regularly beat gasoline on PM emissions. "If diesel manufacturers choose to equip their models with particle filters, the diesel cars will definitely emit fewer ultrafine particles than cars with spark-ignition direct-injection engines," that study found. What's more, the PSA/Peugeot DPF-equipped diesel often beats the gasoline cars on PM number emissions, not just mass emissions, that report found.

A separate study in 2002 by Europe's Ecotraffic found that the DPF-equipped PSA car produced only a small fraction of the PM emissions of its gasoline car counterpart.

Another presentation to the same CARB vehicles/climate change symposium likewise undercuts sweeping claims that gasoline or gasoline-hybrid cars would beat diesel on total global-warming impact.

New generation diesel cars can have an average 3 6-42% fuel economy advantage over gasoline cars, implying about a 20-25% [CO.sub.2] reduction (minus some DPF regeneration fuel penalty), Ford Motor researcher Matti Maricq showed at the CARB symposium. DPFs and ultra-low sulfur diesel (ULSD) fuel reduce both soot and sulfate PM emissions, while improved catalysts can also reduce hydrocarbons that could nucleate to form PM, he said. Hence the "black carbon" (BC) impact of clean-diesels on "global warming" would be greatly diminished.tal "global warming" impact

Hot Water Pressure Washer has compact, portable design

Featuring 4 evenly balanced tubed pneumatic tires, gas-powered SUV stands 39 in. high and weighs less than 400 lb. It incorporates brass manifold; single-piece, all-steel frame; and Landa pump with 3 ceramic plungers. Models SUV3-20124 and SUV3-24124 deliver cleaning power of 2.5 and 2.7 gpm max pressure of 2,000 and 2,400 psi, respectively. Their 6 and 7 hp Subaru engines, coupled with Super-Duty Regulator, produce constant supply of 12 Vdc power for diesel-fired burner used to heat water.

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Landa, North America's largest manufacturer of industrial pressure washers, has enhanced its super-compact, gasoline-powered SUV line of hot water pressure washers by upgrading to the Landa pump with a 7-year warranty.

The Landa pump, with its three ceramic plungers, increases the average expectant life of the high-pressure pumps for these models to 2,500 hours-matching the average life of the 6 and 7 HP engines used on the two SUV models. In addition to its market-leading 7-year warranty on the oil end of the pump, the Landa pump has a lifetime warranty on the brass manifold. It is also engineered to produce the same amount of water flow as other tri-plunger pumps but at a 10% lower RPM, which adds life to the pump's long-term operation.

The two models of the self-contained, super-compact, SUV pressure washer features 6 and 7 HP Subaru engines that are coupled with Landa's proprietary Super-Duty Regulator to produce a constant supply of 12V DC power for the diesel-fired burner used to heat the water. It also eliminates the need for a battery or generator.

The SUV, which stands only 39-inches high and weighs less than 400 lbs., is ideal for on-site cleaning where electricity is not available. The two models-SUV3-20124 and SUV3-24124-deliver cleaning power of 2.5 and 2.7 GPM (gallons per minute) and 2000 and 2400 PSI (pounds per square inch) of pressure respectively.

SUV's ruggedness is also found in its heating coil made of Schedule 80 steel pipe with 5-year warranty, energy-efficient Beckett burner system with Clean Cut oil pump; vibration isolators to absorb vibration from engine and moving parts, extending the life of the pressure washer; rugged, single-piece, all-steel frame made of 1-inch square steel tubing; and four evenly balanced tubed pneumatic tires for all-terrain maneuverability

Redesigned gen-sets for North and South America

With Power-Gen International, Orlando, Fla., as its platform, generator set manufacturer Triton Power is launching a redesigned version of its Triton Generator line to be distributed by its North and South American supplier, Americas Generators. The Miami-based supplier will stock a range of the 30 to 2000 kW gen-sets featuring Tier 1 and Tier 2 John Deere and Cummins engines, Deep Sea control panels and a new sound attenuating cabinet enclosure option.

"The company (Triton Power) is the fifth largest gen-set manufacturer in the world," said Eric Johnston, senior vice president at Americas Generators. "Since they're located in Istanbul, Turkey, they have no representation in the U.S., or for that matter in North or South America. So we're the distributor for the entire line using a network of dealers."

With more than 35 models in the Triton series, Americas Generators stocks 100 to 200 units in the 30 to 1000 kW range at its Miami facility to supply North and South America. Application of these models according to Johnston is, "everything from a hotel to a restaurant, to a hospital to a factory and everything in between. It's anything wherever backup power is needed or even continuous power in some locations." Powering the generators' 30 to 2000 kW ac output range are John Deere and Cummins diesels rated 59 to 3000 hp. Units with outputs from 30 kW to 264 kW are equipped with John Deere 3029, 4039, 4045, 6068 and 6081 engines rated 59 to 317 hp, depending on model. This offering includes a 2.9 to 6 L, inline, four-cycle platform in three to six cylinders.

The high-end of the generator series, 110 to 2000 kW, features Cummins 6BT, 6CT, LTA, NT8, QSX, KTA, VTA, QST and QSK engines rated 170 to 2000 hp. The 5.9 to 60.2 L Cummins engines are inline, four-cycle engines with six to 16 cylinders. Both Tier 2 options are fitted with Donaldson air cleaners and a RAZA tropical cooling radiator and fan.

Throughout the series, the engines are teamed with a Stamford Newage UC or HC series alternator package. The four-pole generator end incorporates a double-layer concentric stator winding. Triton produces the entire line as three-phase units with the option of single-phase in the 30 to 100 kW range. Siemens breakers are used across all models.

Each generator is fitted with a Deep Sea 730, 740, 5210 or 5220 control panel, depending on application requirements. The Deep Sea 740 and 5220 panels act as an automatic mains failure control module. The module monitors the mains supply and automatically starts the generator during a mains failure or via remote computer access. The control also monitors operational status and fault conditions by shutting the gen-set down and indicating failure on the provided LED display. Additional system monitoring is provided by the module for alternator voltage, engine speed, oil pressure, engine temperature and battery output.

Standard options on the generators include an automatic starting system, removable fuel tanks, catch basins to handle fluid overflow, exhaust silencers and steel bellows, battery, chargers and ,jacket water heaters. Additional options include opened or enclosed systems, automatic fuel filling systems, remote radiators, engine oil heaters, low fuel alarms, oversized alternators, automatic transfer switches and trailers, as well as the newest option, a sound-attenuated weatherproof cabinet. The new cabinet is constructed of 14-gauge steel with motorized intake louvers and gravity discharge louvers which are intended to reduce air resonation.

Sound attenuation when equipped with the cabinet is between 67 and 73 dB(A). Overall dimensions of the generators when enclosed are 82.6 in. x 33.5 in. x 56.3 in. (l x w x h) at 30 kW and 480 in. x 96 in. x 102 m. (l x w x h) at 2000 kW. Weights range from 2248 lb. to 47,123 lb.

Triton manufactures the Triton Generator line at its 250,000 sq.ft. facility in Istanbul. Americas Generators' 30,000 sq.ft. Miami facility, Triton said, allows it to store generator models equipped with the most commonly selected options such as batteries, block heaters, battery chargers and mainline circuit breakers. Additional accessories are also located at the facility including fuel tanks, trailers, transfer switches and parts, allowing the company to customize each unit to the required specifications of each application, said Triton