New diesel-powered marine gen-sets - generator sets from Bowers Engine

Bowers Engine, the Kent, Wash.-based engine distributor and power systems manufacturer, has unveiled its Bulldog Power Systems line of marine generator sets powered by water-cooled, Lister-Petter Alpha Series diesel engines. The new line features two-, three- and four-cylinder models designed to provide 6.75 to 15 kW, as well as a four-cylinder, turbocharged model with a peak power rating of 20 kW.

"Lister-Petter engines were chosen to power the new line of generators for their low maintenance requirements, 250-hour oil change cycle, hydraulic lifters eliminating the need for valve adjustments, and a heavy crankshaft allowing full power to be taken from either end of the engine," said David Rowland, sales engineer at Bowers.

The bottom end of the Bulldog line is powered by the 11 hp, two-cylinder, Lister-Petter LPW2 diesel engine, which generates 6.75 kW. Next is the 16.5 hp, three-cylinder, Lister-Petter LPW3 diesel engine, generating 11.5 kW. The third Bulldog gen-set comes in at 15 kW, and is powered by a 22 hp, four-cylinder, Lister-Petter LPW4 diesel engine. The high end of the line generates 20 kW, and is powered by the 31.9 hp, four-cylinder, Lister-Petter LPW4T diesel engine. All of the diesels utilized in the new line operate at 1800 rpm.

The engine packages feature oil and air filtration components from Lister-Petter and include keel or heat exchanger cooling systems supplied by Orca Manufacturing, Bellingham, Wash. Heavy-duty, industrial grade wet/dry mufflers are also utilized in the package.

Newage Stamford BCA or BCI series a.c. brushless generators with AVR are close coupled to the engines and are available in single- or three-phase outputs. Steel drip pans with vibration isolation mounts from Korfund are standard, with a simpler steel skid available as an option. Safety shutdown systems for oil pressure and temperature are also standard with the new line, and are supplied by Lister-Petter or Murphy.

Gen-set helps deal with hot problem - diesel generator sets used to supply electric power in the disposal of napalm

Rented Cat 3412 unit provides power for remote napalm processing plant; more than 34,000 weapons to be disposed

After two decades of trying to figure out how to deal with 23 million pounds of napalm in a Fallbrook, Calif., storage facility, the U.S. Navy has devised an interesting disposal program. And Hawthorne Power Systems, the local Caterpillar dealer, has been a key player in supplying electric power with a diesel generator set.

Removal plans for the 34,123 canisters of napalm include a three-step draining and disposal process. The green napalm canisters are loaded by crane in pairs into the entrance of a processing plant. For disposal, the bombs are carefully loaded onto a conveyor and moved into a chamber which is flooded with nitrogen to prevent accidental ignition. A machine punches large holes into the bomb and the napalm, a form of jellied gasoline, is drained out. The napalm is then trucked via tanker to a disposal firm and the bomb casings sold to an aluminum recycler.

Tom Golnick, Hawthorne's rental manager, noted that utility power was limited because of the remote location of the plant. "Over the past two years, Hawthorne has played an integral role in the plant design process," explained Golnick. "As different process concepts were reviewed by the contractor, we were called upon to calculate the changing motor loads and electrical demands in order to specify power generation requirements."

The contractor responsible for building and operating the plant chose to rent equipment, rather than purchase, due to Hawthorne's ability to provide the up-to-date diesel generating equipment, required fast delivery, and a 24-hour support team, as well as supplying local permits, which can be difficult to obtain.

A Caterpillar 3412 diesel engine generator set was ultimately selected to supply the processing plant with the required 600 kW at 480 Va.c. Stringent local sound level and exhaust emissions restrictions also dictated that a late model Caterpillar XQ600 sound-attenuated power module,be specified. This portable, completely enclosed diesel generator set system is manufactured at Cat's Large Engine Center at Lafayette, Ind.

Hawthorne performed extensive electronic modifications to the control and safety systems, allowing it to interface with the plant's remote PLC control and monitoring system. The unit provides prime power to the plant, while Hawthorne Power Systems is on hand for 24-hour service support during the minimum 30 months that will be required to process the entire stock of napalm. The gen-set has been on site for more than a year without any failures as of late-March 1999, Hawthorne said.

New diesel driven gen-set from Gillette - generator set

Gillette Manufacturing, Elkhart, Ind., has introduced a new diesel generator set with a rated power of 5 kW and a maximum output of 6 kW. The new gen-set is part of the company's Gen-Pro line of portable gen-sets which cover a range of 3 to 17.5 kW and are designed for heavy-duty applications such as contractor and job-site work.

The new GPNDL-60E gen-set is a single-phase, 60 Hz unit, but three-phase windings and 50 Hz output is also available. It is powered by an air-cooled Lombardini 6LD435 diesel engine rated 9.8 hp at 3600 rpm. The direct injection engine incorporates electric start, built-in battery charger and low oil protection. Other features include spin-on oil and fuel filters and an automatic bleed system designed to ensure easy starting in the event air enters the fuel system, which can occur when the engine runs out of fuel.

The engine drives a Gillette manufactured brushless generator that features the company's Power Assist and Kleen-Power designs. The Power Assist winding design incorporates 35 percent more copper wire and electrical grade steel due to its oversized generator diameter than the closest larger competitive designs, according to Gillette. This allows the generator to deliver a 50 percent surge in kW rating, which results in enhanced motor starting capabilities.

The Kleen-Power design allows only 7 percent harmonic distortion of the power sine-wave, which reduces the chances of damage to voltage sensitive loads, Gillette said.

Other features of the Gen Pro units include automatic load balance, which eliminates load chatter and excessive vibration due to unbalanced electric loads; and heavy-duty diodes and capacitor for longer service life.

The unit incorporates a heavy-duty, side-mounted control panel that includes a magnetic circuit breaker, individual circuit breakers for each 120 V receptacle, electric shock protection on each 120 V receptacle with added ground fault circuit interrupters, 120/240 voltmeter, Hobbs hourmeter for maintenance scheduling, full power 120 V receptacle and full power 240 V receptacle.

The receptacle panel is protected from abuse and weather with a full lexan decal.

The GPNDL-60E generator is lightweight (190 lb.) and compact (22 in. wide x 23 in. high x 28 in. long). A 4 gal. fuel tank provides a run time of 7.5 hours, based on 0.52 gph fuel consumption at rated load.

Generator drive power pack introduced by Perkins

Perkins Engines has introduced the 1104C-44TAG2 ElectropaK generator drive power pack. First shown at the World of Concrete show earlier this year, Perkins said the hunch of the engine is with an eye on broadening its overall product range in the power generation markets.

Power for the new power pack is Perkins 1104C diesel which is packaged with a skid-mounted cooling system. The 1104C is a four-cylinder, turbo-charged and air-to-air intercooled engine designed for 80 and 100 kW 60 Hz standby applications, as well as 50 Hz prime power needs from 80 to 100 kVA, Perkins said.

Perkins is positioning its 1100 series diesels as its premium emissions compliant platform, with the line available in three-, four- and six-cylinder configurations. For Tier 3, Perkins has increased the 1100 series per cylinder displacement to 1.1 L, and has undertaken aggressive development of the combustion system. Other engineering changes include a fundamental redesign of the cylinder block to create an advanced "open-top deck" structure that Perkins said radically reduces transmitted noise.

Further, the addition of air-to-air charge cooling on the 80 and 100 kVA models has enabled Perkins to offer what it says is six-cylinder power from a four-cylinder package.

Rental power bridges the Gulf - rental - Gulf of Mexico - Welch Generator Co

In almost every way, the Gulf of Mexico is a desolate and unforgiving Place. There is no power grid serving the 700,000 sq.mi, of water. Yet that's where Lee Welch and his generator and equipment rental company makes its mark.

"We serve lots of markets here in South Louisiana and the surrounding area, but it is the offshore oil and gas business that is this company's prime mover," said Welch, whose Welch Generator Co. is headquartered in Larose, La. When an oil platform is being constructed, Welch noted, there is no electrical power available. It's generators, like the ones they sell, that power the tools, make worker accommodations livable and drive the Remotely Operated Vehicles (ROV) that do much of the subsea work.

"For example, right now we are providing power for the construction of some of the world's largest deepwater oil and gas production facilities," Welch said. Welch named some of the biggest deepwater projects now underway such as Brutus, Diana, Medusa and others that depend on Welch rental generators for electric power.

For the Medusa project in the gulf, McDermott International is building the platform for Murphy Oil. There is a Welch generator on the partially completed platform that powers an accommodations module for workers and one on a McDermott construction barge serving a pair of ROVs that are involved in subsea construction.

Welch also has power solutions for production platforms as well. When a 4.7 MW generator operating pipeline pumps went out on a Chevron platform in the gulf, Welch quickly responded with four 1.25 MW generators to keep the platform producing. During the 27 days that the Welch generators were operating, the platform produced $90 million worth of product. The $50,000 rental cost of the generators was literally peanuts compared to the $90 million of product the company would have lost if the platform were shut down.

Welsh's brightly painted yellow enclosures are well known throughout the oil patch. Inside each enclosure is a Cummins diesel engine capable of driving generators rated at 15 kW to 1.5 MW. "We use Cummins diesel power exclusively for our rental generators," Welsh reported. "Cummins Mid-South is always there when we need them."

All generators are radiator cooled and most come with an integral fuel tank built into die base of the generator that typically holds more than a day's fuel. External fuel tanks are also available for all units in 562, 1000 and 4200 gal. capacities.

Welch uses many of the standard engines offered by Cummins, but also uses the newer electronic fuel system engines such as the QSX 15 and the QSK 23 that offer better fuel economy and lower emissions. Many of the Welch generator packages come with dual radiators from Hart Heat Transfer Products, Houston, Texas. One radiator is used to cool the turbocharged air while a separate radiator-mounted flush to the first unit cools the engine water. "The enclosures for the gen-sets are fabricated in our own factory to withstand the harsh, often brutal weather encountered in the Gulf," Welch said.

While oil and gas rigs and production platforms are the major users of Welch generators in the gulf, offshore service vessels are also prime customers. Typically a supply boat will have a pair of 300 to 500 kW gen-sets on board to handle the vessel's electrical needs. If one of those gen-sets goes down for any length of time, Welch can provide one of equal capacity to keep the boat working and even repair the vessel generator through a sister company Houma Armature Works.

Unusual, one-of-a-kind uses for Welch generators have become almost commonplace. For example, when Edison Chouest Offshore wanted to move its huge new anchor handler, Laney Chouest, from its shipyard to the Gulf, the transfer was accomplished by using two drydocks to lift the vessel up a few feet so it would clear the shallow bottom of the route to the Gulf. Two Welsh generators were in service to power the dry docks on the voyage. The docks are usually fixed in place at the shipyard using shore power.

Onshore, there are also many uses for Welch generators. Allied to the offshore industry is the need to protect the welds of big pipes. In the stress relieving process, a thermal blanket is placed on each side of the weld and that blanket is heated to 700[degrees]F and let% in place for four to five hours.

Since these pipes are often in areas not served by electric power service, Welch generators are often used to provide the electricity for the stress relieving operation.

In petrochemical plants, rental power is often called upon when main line power is shut off during renovations or additions. "Power companies charge petchem plants for power by the day, not the kilowatt used," Welch said. "If a section of a plant is operating with minimal power due to construction work, it is often cheaper for the plant to rent generators rather than pay the day rate for full power."

In large food distribution centers, the loss of mare line power can be a disaster. Even if the facility has a stand-by generator, that unit typically can supply emergency power to operate essential services for just a few hours. To keep refrigeration working over a longer period typically calls for 300 kW to 500 kW or more and that is usually outside the range of an in-place emergency generator.

Marine clean-diesel test programs gathering steam

Coming in the wake of a seminal clean-diesel marine conference in Washington, DC, earlier this year (see Diesel Fuel News 2/18/02, p10), numerous "green" demonstration and test programs are about to get underway.

Examples:

# The U.S. Maritime Administration (MARAD) recently signed a research agreement with SCX Ferries to test-run a high-speed, low-emissions passenger hydrofoil, initially between San Diego and nearby Oceanside, Calif. This aims to help reduce nitrogen oxides (NOx) and particulate matter (PM) along California's heavily-traveled Interstate-5 commuter corridor. The project could expand to service between Los Angeles and San Diego.

Depending on actual delivery of the first vessel (it's being shipped from Hawaii now), tests could begin as early as January, tapping the expertise of West Virginia University's mobile emissions lab team. Initial test phase would evaluate using an ultra-low sulfur diesel (BP's "ECD" ULSD) to fuel four DDC 12v92 (1,050 brake horsepower) diesel engines.

The ULSD would reduce PM and sulfur oxides (SOx) emissions, while intake air water injection would be applied for NOx reduction.

# MARAD's "five-year program plan" through fiscal 2005 aims to aid evaluations of PM filters, water injection systems, selective catalytic reduction (SCR), and "clean" fuels including ULSD, FischerTropsch synthetic diesel, biodiesel, hydrogen, LNG/CNG, and fuel cells.

So far, the agency's literature search of various NOx-reduction technologies indicates that marine SCR could deliver the most NOx reduction, but at the highest capital cost.

SCR is nearly three times the cost of a water-fuel emulsion technology that delivers about half (40%) the NOx reduction of SCR. Still, new ferries planned to be built for Vallejo-to-San-Francisco service would include SCR as original equipment, as MARAD official Dan Gore told us.

As Gore explained at the U.S. Dept. of Energy's "Diesel Engine Emissions Reduction" (DEER) workshop this year, side-by-side testing of diesel and compressed natural gas (CNG) ferries in Norfolk, Va., showed that CNG actually had higher NOx emissions at full speed than the diesel ferry, with high CNG conversion capital costs, plus high gas-refueling infrastructure costs.

This test again shows that CNG cannot automatically be assumed to have lower NOx emissions despite engine NOx certification data--a finding that's turning up with increasing frequency from various CNG/clean-diesel fleet test comparisons around the world.

# Another program that MARAD evaluated--a San Francisco Bay Ferry test with biodiesel--showed a 10% NOx increase with 20% biodiesel, while 100% biodiesel caused a 24% NOx increase but a 50% PM decrease. Combined with intake air humidification, NOx was cut 12%. Biodiesel fuel cost penalty was 40 cents/gallon compared to low-sulfur diesel.

# MARAD-supported studies include an evaluation of the net emissions reduction achievable for some fast-ferry concepts, such as those proposed for San Francisco Bay. So far, studies indicate it's not clear if high-speed ferries always will deliver net emissions reductions, since many or most passengers would drive their cars to the ferries (causing car emissions), and since high-speed ferries tend to produce more emissions than low-speed ferries. Another problem: Ferries often operate only at 50% capacity.

# "Planned studies" (currently involving discussions with BP Marine, WVU and South Coast Air Quality Management District-metro Los Angeles) eventually could help pave the way for cargo vessel emissions trading. Technologies such as intake air humidification, exhaust-gas recirculation, and fuel emulsions could deliver NOx reductions of about 33%.

Since NOx credits can trade at around $19,000/ton in the SCAQMD area, it's possible to imagine that vessel operators could generate hundreds of thousands of dollars in NOx credits and thus offset the costs of NOx reduction installations. New rules and monitoring requirements would be needed in order to ensure that the NOx credits generated are actually delivering NOx benefits in the areas that need such reductions, Gore explained.

# NAVSEA (U.S. Navy) kicks off a major test program next month with five diesel fuels and six emissions reduction technologies, including one iron-based fuel-borne catalyst (FBC) additive. Test program partners include MARAD, SCAQMD, U.S. EPA, U.S. Department of Energy and California Air Resources Board.

According to NAVSEA researcher Jonathan DeHart, this program will evaluate emissions and performance via tests on a reconditioned, 400 shaft-horsepower DDC 12V-71 two-stroke, naturally-aspirated engine, a "very common" engine for Navy small boats, service craft and some ferries.

This test will include typical F-76 fuel (about 0.6% sulfur average), typical JP-5 military aviation fuel (about 0.05% sulfur), a zero-sulfur, synthetic Fischer-Tropsch diesel (possibly sourced from Sasol), a commercial ULSD fuel, and a soy-based biodiesel fuel.

Advanced powertrains—what's hot, what's not: Hybrid, fuel cell, "clean" diesel, hydrogen ICE … and the winner is? We talk to advanced powertrain exper

Most folks envision some wondrous new technology sweeping in and replacing the old faithful internal combustion engine (ICE) virtually overnight. Ain't gonna happen. Those in the know have long viewed the automotive powertrain evolution as a chart with market penetration up the vertical (totaling 100 percent) and calendar years along the horizontal axis.

Electric and steam were substantial segments in the industry's early years before gasoline ICE, for excellent reasons, grew to 100 percent. Following the fuel crises of the 1970s, a sliver of diesel ICE (long dominant in heavy-duty trucks and buses) began to grow within the passenger vehicle spectrum, then shrank again to barely visible in this country. Given different priorities, taxation and emissions requirements, however, diesel has grown in Europe and elsewhere to nearly 50 percent in some markets today.

You need a microscope to see any battery electric vehicle (BEV) share despite ill-considered laws attempting to force BEV sales in some U.S. states. Hybrid electric (HEV), while beginning to grow, remains barely visible as an emerging segment. And the promised kind of affordable furl cell electrics (FCEVs) seems perpetually 10 years away.

Where do industry experts and leaders see these and other "advanced" powertrain technologies a decade from now? We asked Ford Vice President, Research and Advanced Engineering, Gerhard Schmidt; GM Executive Director, Hybrid Powertrain, Larry Nitz; and Toyota Executive Engineer, Environmental Engineering, Dave Hermance for their thoughts.

Ford Hybrids

"Hybrids are not rocket science," Ford's Schmidt offers. Honda's Insight and Civic and Toyota's Prius HEVs have long been available, and more will arrive this year, including Ford's Escape Hybrid. "We are the first non-Japanese company offering a full hybrid," he says, "and first with an SUV. We are pioneering this technology in this type of vehicle."

Ford has designed and developed its own hybrid system, though it is similar to Toyota's Hybrid Synergy Drive (HSD) and incorporates a version of the Prius' Aisin two-motor transaxle, including its Toyota patents. "This is a no-compromise hybrid," Schmidt contends. "It's a tour cylinder engine in combination with an electric motor with the performance of a V6. We intend to expand the range of products with this technology,."

Is a hybrid's extra cost worth its efficiency benefit, and can it be competitive with modern diesels offering similar efficiency with lower cost and complexity? "Should we have to go to a partial zero emission (PZEV) standard in California," Schmidt responds, "this could be an interesting competition. You have some really expensive parts in the hybrid, especially the battery, but you would also have added cost for the diesel's after-treatment.

"If you drive in downtown Tokyo, a gasoline electric hybrid may be an excellent choice. But if you drive from Detroit to Chicago, a high-torque diesel is a better choice, because you set your cruise control and get no benefit from regen braking or start/stop. In Tokyo, you might see as much as 50 percent economy benefit with a hybrid, but with typical European driving, you won't see the stone benefits. It depends on the customer profile and the driving cycle.

"The main benefits of a hybrid are regenerative braking and start-stop operation. You also get some benefit from downsizing the engine and making it a little more efficient, but you lose towing capacity. And if you go uphill for half an hour, you won't have energy in the battery.

GM Hybrids

"We have a portfolio of systems to deploy where we think they make sense," says GM's Nitz. Two different GM systems are now in limited production. The first, in Chevy Silverado and GMC Sierra hybrids, the first full-size pickup HEVs, are available to fleets this year and retail customers for '05. "This is a flywheel/alternator/starter technology," Nitz says. "We've basically downsized the torque converter and wrapped a motor/generator around it, which keeps the transmission's length and diameter the same. It does decel fuel cut-off, engine stop/start and a mild amount of regenerative braking, and it gets about a 10 percent increase in fuel economy."

Because the 42V electric motor provides performance-boosting torque, regen braking and a ll0V power takeoff, but not power to the wheels, this system is considered a "mild" hybrid. "Some people criticize that," Nitz says, "but it delivers the same hybrid capability that a strong hybrid does." Given the $2,500 premium, volumes will be modest--500 for fleets this year and "several thousand" in '05. "The market will tell us how many it wants," he adds.

The second, Advanced Hybrid System II for urban buses, a joint development with GM Allison Transmission, is a "two-mode input compound split architecture," Nitz explains. "The power flow is split ... part mechanically, part electrically. For a vehicle of that size with that amount of tractive effort and both city and highway speeds, we went with a compound split--two electric CVTs that select between each other. The starting mode is an input split; then, at a synchronous point around 20 mph, a fixed gear ratio of about 1.7, it shifts to a compound split. It gives you excellent balance of mechanical vs. electric power at the start and in the city and excellent balance of electric vs. mechanical power at higher speeds.

More power for Miller welding generator - Stationary Power Products

The deluxe model of Miller Electric Mfg. Co.'s Big 40 Cat engine driven welding generator now features a 15 to 350 amp a.c. welding output and a peak generator power of 5.5 kW, a 33 percent improvement over the previous model. Targeting petrochemical piping, structural steel work, maintenance and repair, the Big 40 Cat welder has complete multi-process capabilities (CC/CV, a.c./d.c.) and provides a 20 to 550 amp d.c. output with 60 percent duty cycle rating at 400 amps, 40 V.

"The addition of an AC output for TIG welding aluminum and more generator power create additional flexibility for heavy-duty maintenance and fabrication in the petrochemical, structural steel and mining industries," said John Luck, product manager for the Appleton, Wis.-based company.

"We added the a.c. output to meet the needs of customers who liked our old Trailblazer 44 engine drive, and this new arc equals or surpasses that machine in quality. The additional peak generator power helps start heavier loads and optimizes tool performance."

Powered by an indirect-injected, liquid cooled, four cylinder Caterpillar 3024 diesel engine rated 33 hp at 1250 rpm idle speed (1800 rpm weld speed), the Big 40 Cat welder is the quietest engine drive Miller offers. It generates a noise level of 65 dB(A) at idle and 73 dB(A) at maximum output, the company said.

Like Miller's other large engine drives, the Big 40 Cat welder features Arc-Drive technology for enhanced welding on pipe with E6010 electrodes and welding out of position with E7018 electrodes. The deluxe model also features engine gauges, weld meters and a polarity switch.

The engine powers a Miller generator that can provide a fill 5.5 kW of generator power for 30 seconds without the circuit breaker tripping or the voltage dipping too low.

"To determine peak generator power, Miller places all of its engine drives in a chamber with an ambient temperature of 104[degrees]F and draws power from the 120/240 V receptacles," said Luck. "For running most tools, power is considered acceptable if it stays within [+ or -]10 percent of the nominal voltage. "The generator and welding components of the Big 40 Cat welder are covered by Miller's True Blue three-year factory warranty. The engine is backed by worldwide Caterpillar support and service and has a two-year warranty.

"Dialysis" for stored diesel fuel - Fuels & Lubes - Separ of the Americas L.L.C. develops the Diesel Dialysis System

Separ of the Americas LLC has developed a system designed to minmiize diesel fuel contamination in tanks that sit idle for long periods of time. Dubbed the Diesel Dialysis System (DDS), Separ offers d.c. and a.c. models, both of which can be used in power generation and industrial applications.

"This is an ideal product for industrial markets," said Scott Dunlap, general manager at the Ft. Lauderdale, Fla.- based company "This system helps to minimize fuel contamination in tanks that sit idle for a long time. Long term storage for diesel fuel is only about two months. After that, water and dirt and algae become issues.

"A standby generator might have a 1000 gal. fuel tank," continued Dunlap. "It may not be used all year. And then suddenly there is an emergency situation and the generator is expected to perform. Our Diesel Dialysis System will help keep water to a minimum and will filter out algae and dirt and sediment and help keep the fuel as clean as possible while it is in storage."

The d.c. model is made up of a 2000-10 Separ filter, a 2.5 gpm Reverso fuel pump and a timer. The d.c. system can circulate about 160 gph. The a.c. version consists of a 2000-18 Separ filter, a 3.5 gpm Reverso fuel pump and a timer and it can circulate about 210 gph.

Once a month, the operator activates the DDS via the timer and circulates the fuel in the tank. The fuel runs through the filter and back to the tank, helping to keep water and sediments to a minimum.

"People don't want to have to worry about changing a fuel filter element when the engine is being used because the fuel is so contaminated," said Dunlap. "We encourage people to add this to their regular maintenance schedule. Once a month, turn on the timer, set it for one to six hours, and that's it. The fuel circulates through the system and the system shuts off automatically."

The system installs on the side of the tank and requires new supply and return lines to and from the fuel tank to the DDS and a power source. Both versions come standard with an indicator gauge to show the condition of the filter element. Dunlap called it a "tell-tail" indicator, meaning there are two needles, a live needle which shows the current pull and a needle that always remains at the highest vacuum pulled. The operator can look at the needles and see if the filter element needs to be changed.

"This is something that everyone who has to deal with stored diesel fuel can relate to' said Dunlap. "This system is a solution to the contamination problems that arise whenever you let diesel fuel sit for long periods of time."

Gen-sets reaching new heights - Cummins/Onan diesel generator sets used to power rubber tired gantry cranes at the container terminal in Delta, Britis

Ten 700 kW Cummins/Onan units power rubber tired gantry cranes for cargo handling at Canadian port

Increases in both imports and exports from the Vancouver region of British Columbia have led to the development of new cargo handling facilities for the busy Canadian port. As the facilities are designed to operate around-the-clock, the development has also led to an increased demand for generator sets to power various material handling machinery.

Recently, 10 generator sets were required to power new rubber tired gantry cranes (RTGCs), designed specifically for ISO container handling and part of the development by Terminal Systems Inc. (TSI), of new port facilities in Delta, B.C. The port is a joint project between TSI, Canadian Pacific Rail and Canadian National Rail in the design, development and operation of the $161 million container terminal.

Power for the RTGCs is provided by 10 x 500DFED Cummins/Onan diesel generator sets producing 460 Va.c. three phase, 60 Hz power. The gen-sets are powered by Cummins KTA 19-G4 engines rated 755 hp at 1800 rpm and driving IMS Newage Stamford alternators rated 700 kW.

"The complete package is a crane with the capability of moving and lifting at the same time" said Craig Einarson, sales manager for the power generation group of Cummins British Columbia, Surrey B.C. "The project itself was pretty straightforward for manufacture, but the custom controls and packaging have made the project fairly unique."

In addition to providing starting capabilities for the large inrush from the a.c. drives, the 700 kW generators are part of a 30 percent oversize of equipment required by the customer, according to Einarson.

The motors for the gantry, trolley, auxiliaries and the traction motors are new ABB a.c. style units, which are relatively new to applications in North America, Einarson said. The motors are standard three-phase squirrel cage motors designed to operate from fixed sinusoidal power. "The advantages of using this system are higher efficiency over d.c. drive systems," Einarson stated. "In transient speed conditions, the efficiency of d.c. drives drop off more rapidly than those on the a.c. system. Maintenance costs, because of a lack of brushes and a more robust design, add up to making the choice for the a.c. drive system."

Welder/Generator delivers smooth arc characteristics

Consisting of 300 A welder and 10 kW generator, Model DLW-300ES provides 100% duty cycle at 280 A. When idling, unit operates up to 160 A and uses 0.39 gallons of fuel per hour at 120 A, and 1.1 gph at full load. Arc force dial allows operators to fine tune arc to desired quality. Measuring 50 x 27 x 32 in., diesel-powered, 10,000 W welder/generator includes thermal overload light, multiple ac outlets, brushless alternator, self-priming fuel system, and Kubota engine.

The new DLW-300ES welder/generator from Multiquip delivers smoother arc characteristics and more consistent quality welds, no matter how challenging the application.

The DLW-300ES is an efficient, midsize 300-amp welder and 10kW generator with a 100 percent duty cycle at 280 amps. This upgraded unit is one of the most fuel-efficient models on the market. It delivers premium productivity at half the rpms while using half the fuel of its predecessor model. The DLW-300ES operates at idle up to 160 amps and uses only 0.39 gallons of fuel per hour at 120 amps and only 1.1 gph at full load.

In addition to significantly lowering fuel costs, the welder's arc force dial allows operators to fine tune the arc to the desired quality while lower noise levels make operating the welder more comfortable.

Other features on the 10,000 watt, diesel-powered DLW-300ES welder/generator include a thermal overload light on the dashboard notifying the operator the unit has stopped welding when the windings overheat without shutting down the machine. Multiple electric AC outlets for operator convenience come standard as does a brushless alternator design to lower maintenance requirements and costs, a self-priming fuel system for instant restarts and a reliable Kubota engine.

The DLW-300ES is compact for the power, measuring 50 x 27 x 32 inches (127 x 69 x 81 cm.). It weighs 842 pounds (379 kg.).

Multiquip Inc. is a leading supplier of compaction equipment, welders, generators, concrete and masonry cutting, placing and finishing products, dewatering pumps, and other construction equipment.

Generator Sets meet EPA Tier 2 emissions requirements

Featuring 30, 50, and 60 L engines rated over 751 hp, diesel generator models include 750 kW DQFAA, 800 kW DQFAB, 900 kW DQFAC, 1,000 kW DQFAD, 1,250 kW DQGAA, 1,500 kW DQGAB, 1,750 kW DQKAA, and 2,000 kW DQKAB. Modular common-rail fuel injection system, integrated with electronic control module, enables engines to continually maintain optimum balance between load demands, fuel efficiency, and emissions control.

MINNEAPOLIS - Cummins Power Generation has introduced eight new low-emissions diesel generator models from 750 kW to 2000 kW that are certified to the Environmental Protection Agency's (EPA) Tier 2 emissions regulations.

Cummins generator sets, with engines over 751 hp, are designed to meet EPA nonroad (mobile off-highway) emissions requirements that go into effect on January 1, 2006, and new EPA emissions regulations for stationary generator sets that will be in effect on January 1, 2007. The emissions regulations for nonroad and stationary generator sets will be harmonized on January 1, 2007. These Tier 2 generators have been specifically developed to meet the high reliability and quick start capabilities required in a wide variety of temporary, emergency and standby power applications.

"This series of EPA-certified Tier 2 generator sets provides end-users with the latest low-emissions diesel technology while delivering low fuel consumption, superior electrical performance and low maintenance," says Mark Westphal, product director, high-range commercial generator sets, Cummins Power Generation. "These new models provide our customers with low emissions benefits while minimizing costs, thanks to our in-cylinder design improvements, full-authority electronic engine controls, and common-rail fuel injection systems that eliminate costly exhaust aftertreatments. It's also a strategy that lowers installation and operating costs for customers."

The Tier 2 engines on these gensets meet EPA emissions levels for Tier 2 while maintaining reliability and durability. The modular common-rail fuel injection system is fully integrated with a new electronic control module enabling these engines to continually maintain an optimum balance between load demands, fuel efficiency and emissions control.

With the introduction of these best-in-class Tier 2 generator sets, Cummins adds to its complete line of EPA-certified generator sets in the power range from 15 kW to 2700 kW to meet the power needs of every customer.

Ricardo sees diesel surge accelerating in Europe - Brief Article - Statistical Data Included

Automotive engineering consultancy Ricardo finds that outstanding performance advances in diesel technology in recent years explain a huge and growing surge in European vehicle dieselization.

European diesel car sales last year topped 5.33 million units, an all-time record. That was up 12% over the previous record in 2002.

"At this rate, Ricardo estimates that [European] diesel car sales will reach a market penetration in excess of 40% in 2002 and 50% potentially by 2005," the company found.

It's not just the superior fuel economy of diesels that's driving the massive trend, according Ricardo's "Diesel Passenger Car & Light Commercial Vehicle Markets in Western Europe" report.

Rather, it's common rail, variable-geometry turbo and other engineering breakthroughs helping motorists to choose high-performance diesel over gasoline, the company finds.

rance and Germany continue to set the diesel pace, although the UK saw a 39% jump in diesel sales last year, reversing six years of gasoline growth.

"Business car drivers trying to reduce [CO.sub.2] levels in the run-up to the new [UK] emissions-based company car tax, starting April 2002, helped fuel last year's rapid rise of diesel sales" in the UK, Ricardo found. Another factor was a new [CO.sub.2]-based road tax on vehicles registered since March 1, 2001.

In Italy, the removal of punitive anti-diesel tax measures since 1995 explains why diesels now capture 37% of new-car sales there. Spain meanwhile continues to score on diesels, representing over half of new-car sales.

France saw a whopping 21% increase in diesel car sales last year, with a resulting 56% sales share. German diesels also rose by 12.6%, to 35% of car sales.

Belgium and Luxembourg diesel sales rates are now over 62%, and Austria continues as Europe's leader with a 65.7% diesel sales share, thanks to a fuel tax rate tied to fuel economy/[CO.sub.2] policies.

Because of this huge demand surge, "it is expected that within five years manufacturers will be able to offer customers the same number of diesel [model] options as gasoline variants for each vehicle, further enhancing the' desirability of the diesel car," Ricardo's study found.

Making the HEMTT a hybrid: Oshkosh Truck develops diesel-electric version of workhorse Heavy Expanded Mobility Tactical Truck

Now in its third generation, Oshkosh Truck Corp. has developed a diesel-electric hybrid-powered version of its Heavy Expanded Mobility Tactical Truck, the HEMTT A3. The truck is one of two hybrid HEMTT A3 vehicles developed by Oshkosh under a development contract with the Department of Defense (DoD). The first was a proof-of-concept model released in 2003 while the second is a production-ready vehicle featuring a 60,500 lb. GVWR, 13-ton payload and components spec'd to military requirements such as extreme temperature requirements.

"We took what we had in '03 and put a lot of engineering into it and a lot of development time into turning this into something that went from a proof-of-concept to an actual vehicle to fit within the military's applications," said Dan Binder, technical director for Oshkosh, in Oshkosh, Wis. "That's where we're at today.

"We have a truck that is diesel-electric hybrid powered and it does virtually everything its conventional counterpart vehicle does today. It meets the grade climbing requirements, speed requirements, it's able to carry the payload and meet the temperature requirements and high expectations for cooling capability." Binder added that the hybrid version is 3000 lb. lighter than the second generation HEMTT currently in production.

o shave pounds on the HEMTT A3, Oshkosh has replaced a number of conventional truck components with lighter and smaller parts. "We've taken out the 8V92TA Detroit Diesel engine and Allison transmission, both very capable pieces of equipment, but big and heavy," Binder explained. "We replaced that engine with a small ISL engine and generator."

The A3 truck features a 9 L six-cylinder Cummins ISL diesel engine rated 400 hp at 2200 rpm which is incorporated into Oshkosh's ProPulse diesel-electric drive system. The ProPulse system incorporates a 305 kW Marathon generator driven off the engine, which produces 460 V of alternating ac current that power four axle mounted Moog wheel motors. The system uses an ac power circuit vs. dc to accommodate the varying conditions and terrain the truck may be placed in, said Binder. "In our truck you don't know whether you're driving down the road or across the field or up a mountain," he said. "The military drive cycle includes huge variations as compared to an on-road application where you can set it to run on that start/stop mode whether it's hilly or level."

Two sizes fit all: Black Rock's new APU targets different segments of truck market with choices of engine and generator size

As the issue of truck idling has taken on greater importance, there has been no shortage of players entering the market with new technologies. Some of the most significant growth has come in auxiliary power units (APU), which are essentially small generator sets, often packaged with heating and cooling units, mounted to a truck.

A new player in the market is Black Rock Systems LLC, Reno, Nev. The company was founded to develop APU technology for heavy-duty trucks. But what's a little different about the company's approach with its debut product is that it's more than a single APU. Instead, the Blackrock APU is available with two generator outputs ranging from 3.7 or 6 kW, driven by two- or three-cylinder Yanmar liquid-cooled diesel engines.

"For probably about 75% of the market, the two-cylinder is more than ample," said Steve Rovarino, vice president, sales and marketing at Black Rock Systems LLC. "It gives them all of the power they need. But for someone like a deluxe owner-operator who's in Arizona, he's better off with the three cylinder.

"For extreme operating environments or situations where there is more of a load than you'd usually see, the three-cylinder is really the answer."

The Blackrock APU was in development for approximately a year and a half and debuted at the Mid-America Trucking Show earlier this year. Both models are powered by Yanmar TNV diesel engines--the two-cylinder, 2TNV70 and the three-cylinder 3TNV70. The liquid-cooled engines share the same bore and stroke dimension (70 x 74 mm) and have standard ratings of 11.6 and 17.4 hp respectively at 2800 rpm. Both meet EPA Tier 2 and EU Stage 2 engine emissions standards, the company said.

Engine air filtration is through a Donaldson air cleaner and cooling is provided by an SRF America radiator with twin Spaal fans, which are matched to eliminate APU overheating even in the harshest conditions, according to the company. Rovarino said Black Rock "looked at the option of interfacing with the main truck systems," but ultimately decided that the more prudent course would be to make the APU completely self-contained. "If there would ever be a problem with the APU, you wouldn't want to have it take down the whole truck," he said. "That's why we felt that it was better to keep the systems separate. There are also sometimes warranty issues if you get into the truck engine's main systems."

New 70 kW marine auxiliary gen-set - Marine Propulsion News - Alaska Diesel Electric - generator set

Alaska Diesel Electric has introduced a new Northern Lights model MP445H marine auxiliary generator set rated 70 kW. This unit uses modern clean-burn diesel technology with the Deere PowerTech diesel engine. The turbocharged diesel engine reduces N[O.sub.x], HC and particulate exhaust emissions in a compact four-cylinder configuration, ADE said.

Other improvements including gear driven water pump for high reliability, horizontal heat exchanger and serpentine alternator belt with automatic tensioner.

The cooling system offers increased capacity, better access to the seawater cooling pump and only one hose in the coolant circuit. The seawater-exposed part of the system utilizes all copper nickel components and the hose is a high quality silicon type.

Exhaust system manifolding has also been made to be interchangeable with older versions where upgrading of these older units is desirable.

The MP445H also marks the introduction of an optional digital voltage regulator with its own discrete power supply. This separate power source offers a more precise solid state automatic voltage regulator (AVR) and can be used for more close tolerance voltage regulations. The AVR will not be adversely affected by electric motor starting, according to Alaska Diesel Electric. The gen-sets also meet the 300 percent short circuit support requirement for Lloyds and ABS classified vessels.

The new Northern Lights gen-set continues the low-vibration, high-fuel efficiency, single-side service, [+ or -]1 percent voltage regulation, vibration mounts and polyurethane finish common to the company's previous genset designs. The units can also be prepared at the factory with sophisticated auto-paralleling and auto-start systems to meet an owner's particular requirements.

New diesel driven welder/generator from Lincoln - Lincoln Electric Co.'s Commander 500

The Lincoln Electric Co., Cleveland, Ohio, has unveiled its latest multipurpose, engine driven welder/generator, the Commander 500. The welder features Lincoln's newly developed Chopper Technology, which is designed to control the d.c. welding output to create an arc with increased welding performance. In addition, the Commander 500 welder/generator is engineered to deliver exceptional stick, TIG, cored wire, MIG, and arc gouging performance, the company said.

"What our engineers did was basically take a typical chopper circuit and adapt it to specific welding applications," said Eric Snyder, product manager for engine driven welders at Lincoln Electric. "The Chopper Technology works like a simplified inverter, which are starting to become very popular within the welding industry.

"We're taking three-phase power and putting it through our specially designed chopper module. At the heart of this module lies an integrated gate bipolar transistor or IGBT, which takes this three-phase a.c. and rectifies it to d.c."

At this point, Snyder explained, the chopper module operates like a high-speed switch by turning on and off 20,000 times per second. "So it's basically turning your output on and off, let's say between zero and 100 amps. That is so fast, that as far as the welding arc is concerned, it just looks like a solid d.c. line - just a straight line right at the 100 amp level."

"The high-speed switch circuit provides a great deal of flexibility to address all the welding processes. The result is easy starts, smooth arc, good bead appearance and lower splatter levels on the welded piece."

The Commander 500 welder/generator provides 500 amps of welding power at 100 percent duty cycle, and is suited to the construction, maintenance, repair, rental and pipe industries. Besides being a d.c. multi-purpose welding machine, it is also designed to generate 12 kW of a.c. power from the 120 V/240 V full-kVA receptacle or 4.8 kW of a.c. power from two 120 V duplex receptacles.

A single, full-range control dial for stick and CV-wire applications is equipped to control general welding output. The unit features five ranges with full overlap for stick pipe welding and other processes where slope control is required.

Generator system backs up 1500-mile submarine fiber optics cable network - Pacific Detroit Diesel Allison

Communications technology such as telephone cable and microwave channels has brought Alaska seconds away from the lower 48. More recently, that's been pared to milliseconds thanks to fiber optic cables that now snake along the North Pacific seafloor from Whittier, Alaska, to the Pacific Northwest.

With service over several cables begun in the spring of 1999, Pacific Detroit-Allison's branch in Anchorage, Alaska, was called on to install a modem and highly automated standby generator plant in the fiber optic transmission station being completed in Whittier by Alaska Northstar Communications, a subsidiary of WCI Cable, Inc.

The facility draws 208 V, three-phase power from the Chugach Electrical Association powerplant in Whittier. But any interruption to the supply will automatically trigger two Kohler model 80ROZJ 100 kVA generator sets that also can be monitored and controlled over telephone lines from Anchorage.

Rated at 120/208 V, three-phase, and 60 Hz, the Kohler equipment incorporates John Deere 6059T four-cycle turbocharged diesel engines with six in-line cylinders. The 5.9 L engines displacement engines deliver 150 hp maximum power at the rated speed of 1800 rpm. The engines utilize a manually operated priming pump and incorporate both primary and secondary fuel filters. The engines were built at Deere's Saran, France, facility and combined with the Kohler generators in the U.S. PDDA represents Kohler in Alaska and the Russian Far East.

The gateway to the village of Whittier is vintage Alaska - an ancient string of railroad flat cars haul autos, trucks and busses through two, long, lightless tunnels and by the massive Portage Glacier from Alaska's Seward Highway to the village that straggles along a bay off Prince William Sound.

Whittier was founded during World War II to receive and dispense fuel. The rusting hulks in an extensive tank farm still stand near the foot of the mountains in Chugach National Park. The most prominent structure in town, however, is an anachronistic and towering apartment building - reported to hold the entire population of the village when winter descends.

However, among first sights when one emerges from the final tunnel are two buildings that represent modern technology - fiber optics cable terminals being completed to service cables that run to Juneau, Valdez, and 2000 miles to Oregon and Washington.

Diesel gen-sets help shoulder load in Chicago - generator sets from Aggreko

Aggreko supplies 60 MW of power to ComEd; GreenPower gen-sets utilize Cummins diesels, Newage alternators

The summer of 1998 brought with it an acute power shortage that adversely affected the upper Midwest. As a result, Commonwealth Edison (ComEd), the major utility based in Chicago, contracted with several companies to supply diesel generator sets to supplement the power grid. One of those companies was Aggreko, New Iberia, La., which provided 20 MW of temporary diesel driven power generation.

The project was deemed such a success by ComEd that in the spring of 1999, Aggreko was again called on to augment the utility power, this time supplying 60 MW for distributed generation.

"We were extremely pleased at the return business," commented Mark Stavrakis, Aggreko project manager. "Aggreko pioneered the seasonal peak shaving application in the utility market by using temporary diesel generators. Our teamwork efforts were most instrumental in our success last year here in Chicago, and with the scale of the project increasing considerably this year, it has played an even more vital role."

Two Chicago area substations were supplied with two dozen 1250 kW generators totaling 30 MW each. "Because our equipment is designed to be easily installed and operated together, each site was installed and running in less than two weeks," noted Stavrakis.

A group of seven Aggreko employees, including technicians and market specialists were brought in from as far as Corpus Christi, Texas, for the nearly month-long installation process. The sites are manned by Aggreko technicians throughout the duration of the project with crew change-outs taking place every 30 days. "The units are maintained and operated by Aggreko personnel starting each unit individually and manually paralleling to the grid," said Stavrakis. "In other applications, these generators could be controlled and operated from a central control room or remotely."

Aggreko is using its standard GreenPower generator sets, which are powered by Cummins KTA50G3 diesel engines driving Newage 1875 kVA synchronous alternators producing 480 V, three-phase a.c. power. Each generator utilizes a VAR/power factor controller to maintain the proper power factor.

In operation, each generator first synchronizes with the grid and is base loaded to 1000 kW. The generators are typically being used six to eight hours a day as needed, based on area grid demands.

Automated diesel condition monitoring for generator sets

The Canadian Department of National Defense (DND) operates 36 Short Range Radar sites in Canada's far north. Each unmanned site is powered by three Lister-Petter HL-6 diesel engines coupled to Kato Engineering 30 kW brushless generators. Many of these engines have accumulated in excess of 30,000 hours of operation. DND required some means to remotely diagnose/assess the health of these engines in order to determine which gen-set should operate. In addition, there is a need to determine potential maintenance requirements and associated timing of maintenance site visits.

The power contribution of each cylinder of a diesel engine can be used to assess engine condition and assist in locating faults (i.e., fuel rack adjustment, injector fouling, valve seating, ring breakage, etc). In larger diesel engines, cylinder condition is usually assessed by measuring cylinder pressure during operation using permanently installed cylinder pressure access ports. Smaller high-speed diesel engines, such as the Lister-Petter HL-6, are not normally equipped with combustion pressure access ports and the cost of modifying cylinder heads made this approach unattractive to DND.

Advanced Engine Technology Ltd. (AET), has developed an engine condition monitoring system for this application under contract with the North Warning System Office of DND. AET is a research, development and manufacturing company with diesel engine/fuels laboratory facilities located in Nepean, a neighboring city to Ottawa, Ontario, Canada.

The AET Engine Condition Monitor (ECM) can detect any combination of cylinder faults in six-cylinder high-speed diesel generator sets under continually varying loads. The power balance of each cylinder can be predicted to within [+ or -]2 percent RMS and cylinder pressure measurements are not required. Operation of the ECM is fully automated, and engine data can be downloaded from the remote radar sites to a centrally located monitoring station.