Power Modules feature NEBS-compliant design

Rated at 1.6-2.3 kW, POWERCACHE[R] ultracapacitor-based, 48 V backup power modules provide maintenance-free alternative to batteries for short-term bridge power in UPS systems. Modules stay fully charged and recharge in seconds in case there are multiple grid power interruptions. Rack-mount units are suited for telecommunications, industrial, and medical applications.

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POWERCACHE[R] Products Feature NEBS-Compliant Design and Construction, Provide Lower-Maintenance And Space-Saving Alternative to Batteries for Short-Term 'Bridge' Power

SAN DIEGO, Calif. -- Maxwell Technologies, Inc. (Nasdaq: MXWL) announced today that it has introduced two POWERCACHE[R] ultracapacitor-based backup power modules that provide a space-saving, maintenance-free alternative to batteries for short-term "bridge" power in uninterruptible power supply (UPS) systems for telecommunications, industrial and medical applications.

Robert Tressler, Maxwell's vice president of sales and marketing, said that the new 48-volt rack-mount modules, rated at 1.6 and 2.3 kW, are designed and constructed to comply with Network Equipment Building System (NEBS) standards required for telecommunications installations.

"Mission-critical facilities, such as wireless telecommunications base stations, data centers, automated factories and hospitals rely on UPS systems to avoid downtime in the event of power interruptions," Tressler said. "The batteries that currently are used in most of these systems are large and heavy, require regular maintenance and replacement, and are difficult to monitor in terms of state-of-charge. For those reasons, many end-users are looking for more reliable, more compact, lower maintenance alternatives, which is where Maxwell's POWERCACHE products come in."

Tressler said that Maxwell has been collaborating for some time with UPS system integrators, fuel cell and other backup power generator manufacturers to integrate its ultracapacitor-based bridge power systems with long-term backup power sources.

"Fuel cells, diesel generators and micro-turbines all take from a few seconds to a minute to start up and reach their full output, so UPS systems in which they are the primary backup power source all require a complementary short-term source that is instantly available," Tressler explained. "Our POWERCACHE modules stay fully charged and recharge in seconds in case there are multiple grid power interruptions. They also operate reliably for the life of the system with zero maintenance."

Tressler said that telecommunications industry data indicates that the global opportunity for these modules, each of which supports one rack of equipment, totals more than 2.5 million units

Hatz, Robin Subaru to cooperate on small diesels

German industrial diesel builder Motorenfabrik Hatz GmbH and Fuji Heavy Industries Ltd. (FHI) d Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary, Robin Subaru. At 1.2 million engines per year, Robin Subaru is considered to be among the top five manufacturers of industrial engines worldwide.

The background to the cooperation is the strategic decision by Robin Subaru to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines. By this change, urgently needed capacity in both production facilities and the development of emissions-compliant gasoline engines will be freed up in Japan, Robin Subaru reported.

The project was won against European competition, noted Horst Dekena, Hatz managing director. "Undoubtedly, the perceived high quality of our products was a decisive factor, and it was a very positive experience to confirm that we can still be extremely competitive in Far Eastern markets with German built small diesels," he said. "Robin Subaru is also very impressed with our well-established, dense network of sales and service outlets in Europe, as well as our excellent contacts to the European construction equipment industryFor our part, we see the cooperation as a unique opportunity to benefit from unlimited access to Robin Subaru's excellent infrastructure in Southeast Asia."

Dekena also considered the new cooperation a further step in diversifying the company's offering and enhancing its position. "Over the past years we have built up a considerable presence in the supply of high-end connecting rods to the engine industry," Dekena said. "We count a number of leading European car manufacturers among our customer base.

"Now, the cooperation with Robin Subaru will lead to a significant extension of engine production at our works in Ruhstorf an der Rott, near Passau. This will lead both to a welcome reduction in our cost base as well as securing existing jobs and creating new jobs in the Lower Bavaria region."

Hatz feels the new collaboration fully vindicates its decision to develop the B Series diesels, whose smaller versions took the company for the first time into the applications of very low displacement single-cylinder diesels.

The engines concerned are the 1B20, 1B30 and 1B40 single-cylinder diesels. With displacements of 232 cc (bore 69 x stroke 62 mm) and 321 cc (bore 77 x stroke 69 mm) and 462 cc cover a power range of approximately 4 to 10.3 hp at rated speeds up to 3600 rpm. As well as standard horizontal crankshaft versions, Hatz B Series engines are also offered in vertical crankshaft (V suffix) versions, well suited to certain types of construction, agricultural and horticultural equipment. They are also designed to operate at severe tilt angles--Hatz quotes 30[degrees] from the horizontal in any direction.

All the models in the Hatz B Series meet the applicable EU and U.S. EPA emissions standards and are also scheduled to meet the voluntary emission control guidelines set forth by the Japan Land Engine Manufacturers' Association, which are slated to take effect in 2006.

Typical applications for the engines include slitters, vibrators, tampers, high pressure cleaners and generator sets on the construction equipment side and self propelled mowers, water pumps, soil and snow tillers and small market gardening and municipal equipment on the agricultural/horticultural side.

The agreement between FHI and Hatz grants FHI exclusive rights to market the Hatz B series engines only under the Robin Subaru brand name and other single- and multi-cylinder diesel engines manufactured by Hatz in Japan and Asia. This arrangement is expected to strengthen FHI's diesel engine lineup for a wider variety of industrial machinery customers, as well as those in the construction trades, and enable FHI's diesel model lineup to complement its wide range of gasoline models.

Hatz, Robin Subaru to cooperate on small diesels

German industrial diesel builder Motorenfabrik Hatz GmbH and Fuji Heavy Industries Ltd. (FHI) d Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary, Robin Subaru. At 1.2 million engines per year, Robin Subaru is considered to be among the top five manufacturers of industrial engines worldwide.

The background to the cooperation is the strategic decision by Robin Subaru to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines. By this change, urgently needed capacity in both production facilities and the development of emissions-compliant gasoline engines will be freed up in Japan, Robin Subaru reported.

The project was won against European competition, noted Horst Dekena, Hatz managing director. "Undoubtedly, the perceived high quality of our products was a decisive factor, and it was a very positive experience to confirm that we can still be extremely competitive in Far Eastern markets with German built small diesels," he said. "Robin Subaru is also very impressed with our well-established, dense network of sales and service outlets in Europe, as well as our excellent contacts to the European construction equipment industry. "For our part, we see the cooperation as a unique opportunity to benefit from unlimited access to Robin Subaru's excellent infrastructure in Southeast Asia."

Dekena also considered the new cooperation a further step in diversifying the company's offering and enhancing its position. "Over the past years we have built up a considerable presence in the supply of high-end connecting rods to the engine industry," Dekena said. "We count a number of leading European car manufacturers among our customer base.

"Now, the cooperation with Robin Subaru will lead to a significant extension of engine production at our works in Ruhstorf an der Rott, near Passau. This will lead both to a welcome reduction in our cost base as well as securing existing jobs and creating new jobs in the Lower Bavaria region."

Hatz feels the new collaboration fully vindicates its decision to develop the B Series diesels, whose smaller versions took the company for the first time into the applications of very low displacement single-cylinder diesels.

The engines concerned are the 1B20, 1B30 and 1B40 single-cylinder diesels. With displacements of 232 cc (bore 69 x stroke 62 mm) and 321 cc (bore 77 x stroke 69 mm) and 462 cc cover a power range of approximately 4 to 10.3 hp at rated speeds up to 3600 rpm. As well as standard horizontal crankshaft versions, Hatz B Series engines are also offered in vertical crankshaft (V suffix) versions, well suited to certain types of construction, agricultural and horticultural equipment. They are also designed to operate at severe tilt angles--Hatz quotes 30[degrees] from the horizontal in any direction.

All the models in the Hatz B Series meet the applicable EU and U.S. EPA emissions standards and are also scheduled to meet the voluntary emission control guidelines set forth by the Japan Land Engine Manufacturers' Association, which are slated to take effect in 2006.

Typical applications for the engines include slitters, vibrators, tampers, high pressure cleaners and generator sets on the construction equipment side and self propelled mowers, water pumps, soil and snow tillers and small market gardening and municipal equipment on the agricultural/horticultural side.

The agreement between FHI and Hatz grants FHI exclusive rights to market the Hatz B series engines only under the Robin Subaru brand name and other single- and multi-cylinder diesel engines manufactured by Hatz in Japan and Asia. This arrangement is expected to strengthen FHI's diesel engine lineup for a wider variety of industrial machinery customers, as well as those in the construction trades, and enable FHI's diesel model lineup to complement its wide range of gasoline models.

Report on quality changes for 2005 model vehicles

The value of quality changes for a sample of 13 model-year 2005 domestic passenger cars included in the Producer Price Index (PPI) for October averaged $283.12, according to estimates by the Bureau of Labor Statistics (BLS) of the U.S. Department of Labor. This change represents 73.8 percent of the average $383.86 increase in manufacturers' invoice prices for this year's models compared with last year's models.

The retail equivalent value of these quality changes averaged $310.50, representing 74.3 percent of the average $417.81 over-the-year increase in manufacturers' suggested list prices.

The $310.50 estimated retail value of the quality changes includes:

* $193.11 for federally mandated and nonmandated safety improvements, such as changes to brake and airbag systems

* $117.39 for other quality changes, such as emission improvements, changes in audio systems, and changes in levels of standard or optional equipment The value of quality changes for a sample of 18 model-year 2005 domestic light trucks included in the PPI for October averaged $306.26. This change represents 75.7 percent of the average $404.35 increase in manufacturers' invoice prices for this year's models compared with last year's models.

The retail equivalent value of quality changes for domestic light trucks averaged $345.38, representing 75.2 percent of the average $459.28 over-the-year increase in manufacturers' suggested list prices.

The $345.38 estimated retail value of the quality changes includes:

* $18.30 for federally mandated safety improvements, such as changes to head impact protection, child seat systems, and airbag systems

* $120.43 for nonmandated safety improvements, such as changes to seatbelts, brakes, and nonmandated changes to airbag systems

* $206.65 for other quality changes, such as power-train improvement, theft protection, changes in audio systems, and changes in levels of standard or optional equipment

Estimates of the value of quality changes are based on a review by BLS of data supplied by producers for similarly equipped 2004 and 2005 domestic models priced for the PPI. Most of the estimates of quality changes in this release are derived from information supplied to the PPI for October. New vehicle quality adjustments for the Consumer Price Index (CPI) also are based on these data. However, it should be noted that, effective with the release of data for January 1999, changes made solely for the purpose of meeting air pollution standards are no longer considered quality improvements for CPI calculations

Almost as bad as an electrical fire aboard an ETOPS airplane

Fire in a submarine under the water has obvious parallels to fire in an ETOPS (extended range operations) airplane flying high above the water and distant from a suitable airfield. In both situations, the fire has to be fought "in place" until the airplane can land or the submarine rise to the surface. The case at hand involves the Oct. 4 electrical fire on board the Canadian submarine HMCS Chicoutimi off the west coast of Ireland. The submersible, previously operated by Britain's Royal Navy as HMS Upholder, is a 30-year-old dieselelectric long-range patrol submarine. Details are sketchy, but think of fire aboard aircraft in the context of this accident:

* Two electrical fires broke out while the vessel was preparing to submerge, causing extensive damage to electrical cabling. Huge sparks erupted from an electrical display panel near the control room. The first and major fire burned on both the first and second decks. (ASW note: one account has the sub submerged when the fire broke out, forcing it to surface in 30-knot surface winds and huge swells to blow smoke.)The second fire was in, or very close to, the boat's oxygen generator plant.

* The entire submarine was filled quickly with smoke. The captain said the smoke was so thick a flashlight shining could not be seen more than six inches away.

* Nine of the 57 crewmembers suffered smoke inhalation. Three of the men were so disabled by smoke that they were evacuated by helicopter. Lt. Chris Saunders, a combat systems engineer, died after being evacuated by helicopter to a hospital on shore.

* Propulsion power was lost.

* Ship-to-shore communications were lost after key electrical cables were knocked out. An officer used a battery-powered portable satellite phone to send a Mayday.

* The sub was left with the starboard diesel running to provide ventilation, lights and short-range communications.

* A half-dozen cell-phones were later passed on board from a nearby tug so that crewmen could call loved ones ashore.

* A separate inquiry is under way into the failure of the breathing apparatus to protect those killed and injured from toxic smoke and gas.

* A similar fire occurred in sister sub HMCS Windsor last spring, also involving electrical cables that ran past the commander's cabin.

For aviation and ETOPS, note the limited number of portable fire extinguishers in a typical aircraft cabin. Note that the fire protection in the belly holds involves suppressing, not extinguishing a fire until the airplane lands. Note that a cargo of lithium batteries could burn right through the cargo hold, unaffected by Halon (see ASW, July 26). Note that inaccessible spaces containing flammable materials and electrical components are not protected by detection or suppression. Note further that current regulations involve less stringent flammability standards for materials used within the pressure vessel but which are outside the occupied areas. In other words, the materials in hidden spaces may be more burnable (see ASW, March 22). Note further concerns expressed earlier this year by Wendy Tadros of the Transportation Safety Board of Canada about the lack of progress regarding the need for integrated strategies to combat in-flight fires * The crew used up most of the portable fire-fighting gear to extinguish the blazes

Diverse product range on show at Railtex: companies from 17 countries will be exhibiting at this year's Railtex exhibition being staged at Britain's N

SEVERAL of the world's leading railway equipment manufacturers will be exhibiting at Railtex. They include Alcatel, Bombardier Transportation, Hitachi, Pandrol, Siemens, and Vossloh. There is a particularly strong showing from track, signalling, and measuring specialists.

Corus hopes to make its presence felt at Railtex by having a replica of Stephenson's Rocket locomotive on show. Corus will show its long welded rail developed specifically for Phase 2 of the Channel Tunnel Rail Link, its micro head-hardened (MHH) rail, and its Sogenox anti-wear, anti-screech rail for light rail systems. Corus Cogifer will exhibit its new in-concrete-bearer back drive system.

Balfour Beatty Rail has developed Rams, a rail asset management system, and AFCM, a rail surface defect measurement system. It will also show its new XiTrack track strengthening geocomposite system, developed jointly with XiTrack.

QHi will show its new electric lubricators which can pump up to 30m and include remote condition monitoring, a GPS-based wireless data transfer system for use with things such as rail lubricators, signalling equipment and point-heaters, and a new bio-degradable rail grease AEG Rail Power Systems will be showing its minimum-maintenance range of axle counter power systems, designed to achieve low life-cycle costs.

Alcatel will highlight its LockTrac, AlTrac, SelTrac and NetTrac systems. Alcatel is a main supplier to London Underground PPP concessionaire Tube Lines for upgrading signalling and train control systems on the Jubilee, Northern, and Piccadilly lines.

VMS will launch its Rigel four-aspect LED signal, which is expected to start trials soon. The signal has a 3[degrees] narrow long-range viewing angle and is visible up to 800m away. It has an internal visor to eliminate low-angle sunlight reflections. The outer polycarbonate cover has an angled face to reduce phantom reflections.

MC Electronics plans to present its new Eros LED indicators and a possession exit signal sign.

Westinghouse Rail Systems will show its new range of products and systems (IRJ October p20) including Westled two and three-aspect LED signals, recently approved for use on the surface section of the Jubilee Line, Westex level crossing predictor, Westwatch SSI remote condition-monitoring system, and Surelock point machine.

The Signal House Group will display its new conventional colour light signal and its new LED fibre-optic indicator.

Transmitton will demonstrate its Cromos suite of real-time control software and interface facilities and Fastflex RTU remote condition monitoring system.

The International Organisation of Overhead Catenary Engineers (IOOCE) will be launched at Railtex. IOOCE has been set up to serve as a forum for all aspects of overhead electrification worldwide.

ABB will emphasise its capability for the design, manufacture, and installation of high, medium and low voltage equipment for railway infrastructure and vehicles. ABB is currently involved in upgrading the electrification on Britain's West Coast Main Line, the Channel Tunnel Rail Link, and upgrading the power supply on the third rail network south of London.

Maintenance prevents refrigeration failure, product loss

It's an hour out from the dinner rush, and the walk-in refrigeration unit in the kitchen decides to go on vacation. What do you do?

Before cashing in your chips, consult the backup plan that you put in place for just such an occasion. Because, of course, you have a backup plan in place in the event of equipment failure or power outage, right?

Most hotels have backup power generators that will handle the power outage, but if the equipment breaks, how do you protect all of the contents?

Bob Ducy, director of engineering at the Fairmont Scottsdale (Ariz.) Princess, is responsible for about 40 Scotsman and Hoshizaki ice machines, 10 walk-in coolers and freezers and 40 to 50 reach-in units at the 651-room property.

His backup plan requires that the other units have enough space to accommodate product transferred from any unit that fails.Product can be moved quickly subsequent to sending in the repairman to trouble shoot," Ducy said. "Parts are ordered and replaced if needed and the cooling system is put back online."

Becoming familiar with the equipment and commonly occurring problems are paramount to avoiding a complete breakdown, according to Tom Sheridan, owner of the 22-room Taughannock Farms Inn in Trumansburg, N.Y.

"Have a relationship with the contractor, be around as much as possible, get involved and discuss a problem and why it happened, so when symptoms occur--before a shutdown--you can say, 'Here's what's going on.'" Sheridan said. "You can speak to them intelligently."

There is one walk-in, outdoor cooler at the property, which needs to be at peak performance.

"You don't have to be an expert," Sheridan said. "It's about being generally aware of the components ... knowing that in some cases if you clean off the condenser or evaporator your problem is solved."

In most cases, refrigeration units are online with a backup generator if a power outage occurs.

The 402-room Radisson Plaza Hotel Myrtle Beach (S.C.) Convention Center has a 500-gallon diesel fuel unit that can supply power to essential systems for two working days, said David Nobers, director of operations.

The hotel has one icemaker on each of 10 guest floors, two additional icemakers in the kitchen and bar areas and three walk-in units.

Two of the walk-in units are located in the main kitchen and a third is off the kitchen in a service hallway. The third unit sometimes is shut down during the off season to conserve energy.

"We have the ability to consolidate cheese, milk and vegetables into the larger of the two main units if necessary," Nobers said.

As an extra precaution, the Fairmont Scottsdale Princess has an agreement with a refrigerated truck company to be on the property within an hour of a power failure.

"Between our generator and the redundant space, we have not used it," Ducy said.

At the Glenview (Ill.) Courtyard by Marriott, the expertise of the engineering department is the only safeguard against spoiled food and broken ice machines. The refrigeration equipment is not attached to a backup generator.

GM fleet and commercial operations: big trucks mean big sales for General Motors Who knew that GM's five-year-old Fleet and Commercial Operations (FCO

Who knew that GM's five-year-old Fleet and Commercial Operations (FCO) accounts for 1.3 to 1.5 million vehicles a year-some 28 percent of GM's U. S. sales? On the commercial side alone, consider that more than 14 million U.S. businesses, from morn and pop grocers to giant retailers, own vehicles. While GM divisions traditionally have had their own fleet and commercial departments, they were consolidated in 1999. FCO now represents all GM car and truck divisions and products ranging from small cars to massive "medium-duty" trucks, with business sub-divided into three categories: rental, commercial and government.

Medium Duty

Chevrolet Kodiak medium-duty workhorses, in regular and crew cab configurations with wheelbases ranging from 152 to 235 in., get available factory-engineered 4WD for 2005. Enhancing their off-road capability is an electronically controlled New Venture Gear Model NV273 2-speed transfer case with a dash-mounted rotary selector switch for 4L 4H and 2H drive settings. Power choices are standard Vortec 8100MD gas V-8 or optional Duramax 6600 Turbo Diesel V-8, both driving through an Allison 1000 Series 5-speed automatic transmission. GM's Stabilitrak stability control system became standard on GMC Savana and Chevy Express long-whedbase 12-and 15-passenger vans late in the '04 modal year and expands to regular-wheelbase 12-passenger models for '05. Four engines are available: 200-hp Vortec 4300 V-6, 275-hp Vortec 4800 V-8, 285-hp Vortec 5300 V-8 and 300-hp Vortec 6000 V-8. All are mated to either a Hydra-Matic 4L60-E or a 4L80-E transmission with a unique tow/haul feature that improves the predictability and reduces the frequency of shifting during towing.

Military

FCO provides a wide range of vehicles to the U.S. Military and its allies. Cargo and troop carriers derived from regular and crew cab CheW Silverado heavy-duty pickups are powered by a 6.6L Duramax turbo diesel V-8 (upgraded for '05 to 310 hp and 605 lb.ft, of torque) coupled to an Allison 1000 Series 5-speed automatic transmission with a New Venture 2-speed transfer case. For especially "arduous" terrain, an available Enhanced Mobility Package includes two-piece wheels with a beadlock feature that positively secures the tire to the rim even when air pressure is lost. Medium-duty military offerings include troop and cargo careers and specialized models equipped as field workshops, shelter carriers, wreckers, ambulances, tankers, dump trucks and more.

Alternative Fuel Vehicles

Last year, GM introduced gas/electric hybrid CheW Silverado and GMC Sierra pickups for fleet sales. Powered by a Vortec 5300 V8 coupled through a cleverly packaged electric motor/generator to a 4-speed automatic transmission, they offer flail pickup capabilities with 10 percent better fuel economy and four 120V electrical power outlets. GM also offers a range of vehicles equipped to run on E85 (85 percent ethanol, 15 percent gasoline) and is the only OEM offering compressed natural gas (CNG) models, both bi-fuel and dedicated, for '05.

Surviving Florida's ill winds: what LTC providers learned from battling four hurricanes

It wasn't a record you'd want to set: the first state since Texas in 1886 to be ravaged by at least three major hurricanes in one season. Florida, as everyone knows, was hit by Hurricanes Charley, Frances, Ivan, and Jeanne within the space of five weeks in August and September. (As of this writing, the hurricane season had several weeks to go until the traditional November 30 conclusion.) The personal devastation experienced by Floridians was immense, and many small businesses were put out of business for good. In the middle of it all were long-term care facilities housing some of the state's most vulnerable people. The facilities themselves, confronting not only storm damage but the prospects of a costly cleanup, were in frail condition, as well. How did they get through it? What did they learn? What happens next? Here are observations gleaned from providers and provider organizations by Edward Susman, a local writer on special assignment, and interviews with LTC association officials by Nursing Homes/Long Term Care Management Editor-in-Chief Richard L. Peck.

By Edward Susman: "For us, evacuation was never really an option," said Daryl Miller, director of communications for the Joseph L. Morse Geriatric Center, Inc., in West Palm Beach. West Palm Beach, a community of 100,000 people, took staggering hits from the Labor Day Hurricane Frances and the Yom Kippur Hurricane Jeanne, three weeks later in September. "Our facility is rated to withstand a Category Five hurricane," Miller said, "so we are prepared to ride these storms out." She spoke as Jeanne gathered strength in the Atlantic and poised itself to slam into the Palm Beach County-Martin County areas on Florida's east coast.

Custom power control systems

Russelectric provides custom designed and manufactured power control and synchronizing switchgear systems in low and medium voltage ratings for single- and multi-unit on-site power generators. In addition to emergency power, system designs may include a variety of sophisticated control functions such as peak shaving, load curtailment and utility paralleling for both open transition transfer and live-source closed transition transfer. Closed transition transfer allows retransfer and system testing without disturbing the load, the company said. Prime power/cogeneration systems are available and systems include PLC controls for automatic prime mover starting and stopping, prime mover status and alarm annunciation, synchronizing and priority load control. Systems include sensors to monitor volts, amps, watts, frequency and other pertinent electrical power data of both individual generator sets and the overall system. Controls can be furnished for any type of prime mover including diesel engines. Other features, such as load demand control for fuel management and custom system integrating SCADA and simulation are also available. All systems are UL listed and are designed and built in accordance with ANSI, IEEE and NEMA standards

Custom power control systems

Russelectric provides custom designed and manufactured power control and synchronizing switchgear systems in low and medium voltage ratings for single- and multi-unit on-site power generators. In addition to emergency power, system designs may include a variety of sophisticated control functions such as peak shaving, load curtailment and utility paralleling for both open transition transfer and live-source closed transition transfer. Closed transition transfer allows retransfer and system testing without disturbing the load, the company said. Prime power/cogeneration systems are available and systems include PLC controls for automatic prime mover starting and stopping, prime mover status and alarm annunciation, synchronizing and priority load control. Systems include sensors to monitor volts, amps, watts, frequency and other pertinent electrical power data of both individual generator sets and the overall system. Controls can be furnished for any type of prime mover including diesel engines. Other features, such as load demand control for fuel management and custom system integrating SCADA and simulation are also available. All systems are UL listed and are designed and built in accordance with ANSI, IEEE and NEMA standards

Service key to success of waste-to-energy project: Perkins supplies additional engines for landfill power generation application

Together with its Belgian partner for electrical power generation projects, E. Van Wingen NV, Perkins Engines has recently supplied an extension to the electrical power generation capacity, at Belgium's largest landfill site.

The installation of six new power generation modules employing 90[degrees] V configuration versions of Perkins' 4000 series engines at the Mont-Saint-Guibert waste site brings the total to 13. Six of the existing seven modules date from a contract supplied in 1996 by Perkins and E. Van Wingen, (EVW), based in Evergem, a suburb of Ghent.

The power generation modules employ the 16-cylinder 4016 TESI spark-ignited gas engines (3.82 L/cyl., bore 160 x stroke 190 mm) built and adapted to landfill gas at Perkins works in Stafford, U.K. Driving Leroy Somer generators, each generator set produces 700 kW at 1500 rpm. Output voltage at the generator terminals is 400 V, which is stepped up to 11 kV for distribution to the Belgian national grid. With a combined output of over 9.5 MW Mont-Saint-Guibert delivers more than 200 million kWh to around 20,000 homes in the area, EVW estimates.

Mont-Saint-Guibert is operated by CETEM, a division of U.K. waste disposal specialists Shanks plc, and receives 300,000 tons of waste annually. The landfill gas produced is filtered and then compressed prior to cleaning, drying and screening so that the proportion of methane in the gas is around 50%. Since February 2003, CETEM reports the site has stopped accepting industrial waste, and the distinction is being made between poor and rich gases. Rich gases will contain more methane and will serve to fuel biogas engines. For the poor gases, Shanks is considering burning them to dry the sludge from wastewater treatment plants and then using the briquettes to fuel another installation that could be capable of generating another 4 MW. Initially, six 4016 TESI modules were installed in 1996, followed by a seventh module in 2002, bringing the total electrical output of the site to 5 MW. In the same year the original six engines underwent a 35,000 hour major overhaul, on the basis of which EVW and CETEM determined that the engines' life cycle could realistically be extended to 80,000 hours. At the time of writing, the oldest engines had logged over 45,000 operating hours, and are proving to be real workhorses, Perkins and EVW note. The recent engine commissioning is the result of a follow-up order placed by CETEM in 2003.

The Mont-Saint-Guibert site is expected to carry on producing sufficient gas to operate engines for the next 20 years, long after it ceases to accept household waste. Perkins notes that the landfill gas version of the 61 L displacement 4016 TESI engine is well suited to installations where there is good gas maturity. For installations where the amount of gas precludes the use of larger power modules, the company is developing and introducing a higher efficiency, low-emissions module, like the smaller, six-cylinder 4006 TESI landfill gas engine. Rated 402 hp at 1500 rpm, it can be used at sites before and after the normal 15 to 20 years of gas maturity, maximizing site life and enhancing potential revenues from electricity generation.

Perkins explains that E. Van Wingen has been a major instrument in helping it develop a presence in the European power generation marketplace. As a niche operator, putting the emphasis on service and quality, the company has built up a portfolio of installations across a variety of applications, including the extremes of landfill sites and horticultural installations. In total, the Belgian company has purchased and packaged over 1500 engines for these applications. It has assisted in the field-testing of a number of new Perkins engine ranges, including the 2800 series, 2300 series and the 4000 series diesel and gas families. The validation work in the field has meant not only shortened development times but also improved quality of the final product, Perkins stated.

Under Perkins' OEM partners philosophy, it works with specific OEMs that specialize in providing total support to the customer and end-user. Perkins and EVW signed the first OEM partnership agreement in 2002, representing a charter to formalize commitment to the end-user, the companies stated. The agreement underlines the pursuit of excellence in customer support, described in a mission statement endorsed by both partners. Under the agreement EVW takes the full Perkins product range (400 to 4000 series), and the staff are trained across both diesel and gas products. Customers benefit from having competent engineers at hand, Full overhaul and maintenance programs and guaranteed genuine Perkins parts.

Jean-Pierre Van Wingen, general manager of EVW notes that organization and service are keywords. "Our solid know-how is backed by our dynamic team of well over 40 staff and the off-the-shelf availability of- spare parts."

Heat and power for school district

Cummins Northeast Inc., the Dedham, Mass., distributor for Cummins Inc., recently completed a cogeneration project in upstate New York that is said to be the first grid-independent, cogeneration performance project of its kind in a New York school system. The installation provides the Fonda-Fultonville school district with all the energy necessary to heat and cool its single-campus institution, thus achieving significant energy efficiency and cost savings, Cummins Northeast said.

"This installation represents a major milestone for the Fonda-Fultonville school district, Cummins Northeast and the state of New York," said Brian Balcom, general manager for Cummins Northeast Energy Systems. "In this age of rising costs associated with energy production, cogeneration is a valued solution to combat high prices while providing reliable, clean energy."

The Fonda-Fultonville school project began in 1999 as a capital project in response to rising utility costs and the school district's desire to build new buildings, renovate old facilities, and upgrade the parking lots and athletic fields. As a single-campus institution, Fonda-Fultonville was financially burdened by the electricity necessary to heat and cool all its buildings When the capital project exceeded the budget, the school district turned to Atlantic Energy Services Inc. (ESCO), an energy services company, to design a grid-independent, cogeneration project that would guarantee energy savings. Atlantic Energy Services in turn chose Cummins Northeast to provide a reliable, efficient and cost-effective energy solution.

Cummins Northeast is the distributor for Cummins and Onan in New England and Upstate New York. Headquartered in Dedham, it has locations in Buffalo, Syracuse, Albany and Rochester, N.Y., Springfield, Mass., and Bangor and Scarborough, Maine.

"As a result of the Cummins Northeast off-grid project, we estimate that the Fonda-Fultonville school district will save $275,000 each calendar year," said Glenn Goodale, superintendent of schools. "Instead of spending money on energy, we could now focus on reducing our budget, introducing new social and instructional programs, enhancing our district staffing, and directly impacting the teaching and learning programs."

The power facility itself generates energy at a lower rate through its four, 334 kW Cummins natural gas-fired generator sets and a 1 MW Cummins standby diesel generator set. All of the generator sets are packaged within sound attenuating enclosures. The operation of the gen-sets is through Cummins PowerCommand controls, and the switchgear was also provided by Cummins Power Generation.

While natural gas is consumed to produce electricity, the heat produced from the generator exhaust is routed through Beaird Maxim heat recovery steam generators to produce heat for the building, thus replacing the heat that would have been required from the facility's boiler system. The plant also features a 250-ton Cention absorption chiller that lowers electricity consumption by converting waste heat into chilled water that can be used for air conditioning.

"This off-grid school facility is the largest of its kind between Rochester and Albany," said Chris Cafer, associate at Energy Concepts Engineering PC, the project's engineering firm "It's a substantial undertaking to go off-the-grid for energy, but this is truly the most effective, efficient cost-savings solution to powering, heating and cooling the Fonda-Fultonville school's facilities. By driving the school district's costs down, the installation of the cogeneration plant allows school officials to more effectively manage internal operations and maintenance issues."

Pesa puts on impressive display

POLISH rolling stock manufacturer, Pesa, was a prominent exhibitor at InnoTrans, displaying some of its latest vehicles and wagons at the outdoor section of the show. Displays included a new 120km/h diesel rail bus (above) designed for Ukrainian Railways (UZ), a sleeping car for Polish State Railways' (PKP) Intercity services, and a new eight-axle self-discharging wagon for PKP's freight division, PKP Cargo.

The 26.4m-long air-conditioned rail bus for UZ features ergonomically-furnished drivers' cabs, space and toilets for disabled passengers, and two sliding doors on each side of the vehicle to allow easy access. The 315kW engine is built by MTU, with gear, compressor, and generator equipment provided by Voith, and the pneumatic brake system is supplied by Sab Wabco.

The air-conditioned sleeping car includes two class A compartments and a mix of first and second class compartments, providing a total of 28 berths, plus 29 seats and a toilet suitable for disabled passengers. The class A compartments include a toilet, refrigerator, and an audio-visual DVD system. The car can be operated at up to 200km/h Pesa's latest specialised freight wagon, the new Feelrrs series eight-axle self-discharging wagon, consists of four close-coupled dump units with a total capacity of 192[m.sup.2]. Side hatches are opened using either a control panel at the front of the wagon or via a remote control unit.

Pesa manufactures a wide range of rolling stock, which also includes emus and light rail vehicles. Its market has been largely domestic until recently, with some orders from eastern Europe, but it now plans to expand its sales throughout Europe and believes it can launch a serious challenge in future to established manufacturers such as Alstom, Bombardier Transportation, and Siemens.

New flexible control system from engineering concepts unlimited

Engineering Concepts Unlimited (ECU) recently launched a new engine control unit for engine generator set and pump set control. While targeted primarily toward the smaller end of market, the new 9960 Series control has enough flexibility and capability to be suitable for application in ECU'S more traditional larger engine installations, according to Adam Suchko, president of the Fishers, Ind., manufacturer.

"These units can be configured for everything from ultra-simple to reasonably complicated applications," said Suchko. "It is really targeted at small sets and pumps, but it has just enough capability to eke onto a regular set. It's probably one of the most flexible controls we've ever offered."

The new 9960 Series control is a fully potted unit housed in an ECU standard (2.9 in. x 3.1 in. x 1 in.) zinc case. It can accommodate as many as three 40 amp relays and a total of 12 connections to monitor and control a range of engine conditions and functions. Faston connectors are used to provide high power and density and facilitate quick installation, Suchko noted.Battery monitoring with auto start at low voltage, low voltage timer and automatic stop at high voltage.

* Glow plug, starter and fuel.

* Frequency and ac voltage of the speed input.

* A range of optional capabilities such as pressure and temperature sensing, run-time monitoring, etc.

"It can be custom ordered in many different versions that allow even the small packager to have his own OEM-style control," noted Suchko. "There is a lot of capability packed into this."

The control can be set up to run on generator output voltage or magnetic pickup and incorporates a proprietary processing algorithm for ac to avoid problems with load noise. On-board high current relays are designed to eliminate the need for pilot relays on most small gen-sets.

"Loads are orchestrated to allow one inline fuse to pretty, much handle it, since we make sure the starter and glow plugs aren't on at the same time," Suchko said.

Depending on the version, information can be displayed on LEDs and can also be sent to an external readout, such as a laptop or an optional screen display. The system can be used with any other ECU engine control product and Suchko said the system configuration can be altered by the use of an external programming device. The customer may choose whether he wants to have field programmable or factory programmable adjustment capability.

"One version allows for multiple station operation of the gen-set anywhere in the vehicle or building," Suchko said. "A simple external on/off push button controls it and a single wire for an external light or LED allows monitoring from anywhere using simple flash codes. A push rocker switch with built-in LED makes them great for truck dashes."

Suchko added that ECU was planning to incorporate software into the 9960 Series control, essentially "turning the unit into a small PLC for doing speed and timing.

"We can't thank our customers enough for their continued support and we continue to listen to their needs for simple, robust engine controls that deliver years of solid reliability," Suchko added, also noting ECU's ability to respond quickly. He cited one case where the company "delivered a replacement part to Juneau, Alaska, for the FAA on a VOR system on an island. Our staff arranged for airline transit to have it there as quickly as possible per the customer's request."

The 9960 Series control is the latest in a growing range of products from ECU that includes CAN-bus engine controls, speed switches, voltage detectors and other components and modules, primarily for stationary engine systems.

Permitting the holy grail of data centers: reliability meets emissions, leading UPS data center to SCR emissions control

To say that United Parcel Service relies heavily on data is as obvious as saying people need blood. Data is the lifeblood of UPS' global package delivery network. Exactly where a package is, and when it will be delivered, all monitored in "real time" is vital to UPS' operations.

At any given time there are about 45 million packages in the system, more during the holidays. About 14 million parcels daily are put in motion with their every move recorded, tracked and analyzed.

As a result, UPS takes data very, very seriously. This is immediately obvious at UPS' Windward data center in Alpharetta, Ga., a facility one computer manufacturer called the "holy grail of data centers." Windward, opened in 1995, is one of two UPS data centers, along a facility with in Mahwah, NJ., built in 1989 and expanded to a Tier IV data center in 1995.

How serious the Windward operation protects its data is seen in the fact that it was the first Tier IV data center as classified by the Uptime Institute (see accompanying article). According to the Uptime Institute, Windward was the first site to assume the availability of dual-powered computer equipmen As a result, the facility has achieved "five nines" of reliability over its nine year history, with a goal of "six nines" a mark the operations has achieved "from time to time." Five nines is 99.999% reliability, essentially meaning only one out of several hundred computer servers can be offline less than 30 seconds annually.

In developing the dual-powered computer hardware necessary to achieve Tier IV reliability, UPS worked with most of the major computer manufacturers.

According to Joe Parrino, Windward facilities engineering manager, one computer manufacturer, who was surveying data centers throughout North America, visited the Windward operations and said, "what you're building here is the holy grail of data centers."

"He later told us that we are performing reliability-related tasks that other people didn't even have awareness of," Parrino said.

In 1995, to back up Windward's extensive computer operations, UPS installed six, 1.6 MW Caterpillar 3516B diesel generator sets with Kato generators engineered and packaged by Yancey Power Systems, Austell, Ga. The sets are located in a pair of engine rooms, the A side and B side. The gen-sets were designed to be used both for backup and peak shaving operations.

Again, underscoring how serious UPS and Windward are about reliability is the fact that there is 9.6 MW of installed power at a facility with a 2 MW load. And, the plant is built to house an additional six similarly sized sets for a possible total of nearly 20 MW on-site.

Parrino said Windward uses the generator sets during a total loss of utility power, during brownouts/voltage swells or grid instabilities, during power switching activities from other users on the nearby grid, during maintenance or troubleshooting by Georgia Power, as well as peak shaving when the cost of electricity exceeds 7 cents/kWh.

Miratech develops silicon carbide element soot traps

Miratech Corp. has introduced CBS and MobiClean--two silicon carbide element soot trap product lines for diesel engines from 200 to 9400 hp that are adaptable to many common applications including power generation, marine propulsion and locomotives.

Both new Miratech soot trap products feature wall-flow, porous silicon carbide filters which provide superior thermal durability over metal fiber and cordierite filters. Stainless steel construction adds system strength, temperature resistance and insulation capability. In addition, easy maintenance access is designed into each product--CBS features side-access soot filter cleaning ports and MobiClean includes removable filter cassettes. Both product lines provide field-proven PM10 and 2.5 reduction, and both incorporate design from Swiss-based HUG Engineering, which is exclusively represented in North America from Miratech Corp.

"The unique compact design, heavy-duty construction and thermal resistance of both MobiClean and CBS provides a superior fine diesel particulate matter emission solution for a broad range of engines," said Bill Clary, Miratech vice president/sales, engineering and marketing. "Miratech's North American distributor network combined with our technical services capabilities provides the vital product support ingredient for this important product offering According to Miratech, most soot traps use engine exhaust heat to burn off, or oxidize, particulate matter in the diesel exhaust stream. This method, called passive regeneration, requires an engine exhaust temperature above 750[degrees] to 850[degrees]F to achieve oxidation. MobiClean provides the option of active regeneration, which is a method that does not depend on engine exhaust temperature in order to oxidize particulate matter. Because MobiClean utilizes duct burner technology, regeneration can occur at any engine load, which provides a real benefit for standby diesel generators that run unloaded the majority of the time.

MobiClean uses fewer components than other active regeneration methods, according to Miratech, but still achieves up to 99% soot reduction efficiency by actively regenerating particulate matter trapped on the surface of its silicon carbide filters. The particulate is regenerated by monitoring the back pressure on the engine and activating a diesel fuel duct burner to heat the exhaust, burn off soot accumulation and, thus, return back pressure to acceptable limits. Following regeneration, the soot leaves only a small amount of ash on the surface that can be blown or washed off during maintenance activities.

The company said that MobiClean's compact design provides active particulate regeneration for standby generator applications from 200 to 1600 hp. MobiClean can also be utilized on mobile application such as ships and locomotives. Because of its ability to attenuate sound, MobiClean may replace the need for an engine silencer or muffler in many cases. MobiClean meets PM regulations for South Coast Air Quality Management District (0.15 g/bph-hr) as well as for sub-micron PM considered carcinogenic.

Enova Introduces Hybrid Drive Systems

Enova Systems of Torrance, California has a new hybrid drive systems for heavy-duty, urban transit, and delivery vehicles from Class 5 through Class 7, as well as mid-sized to large urban transit buses.

Ideally suited for heavy duty urban delivery and urban transit applications, these systems include a high torque electric drive system, all electric accessories, energy management, energy storage, and power generation. They can also be configured to generate alternating current electricity for other applications such as plug-in power tools.

Enova's new diesel generator delivers 6OkW of continuous power and integrates seamlessly with Enova's 12OkW and 24OkW drive systems and its other digital power management components. The generator is powered by a 2.5 liter Euro-3 turbo diesel and power generation is controlled by the on-board energy management system. The driver has the option of turning off the generator when silent operation is preferred. In an urban transit or urban delivery cycle, the systems are expected to deliver 40 to 60% in fuel savings, reduced brake maintenance costs, and significant reduction in nitrous oxide (NOx), carbon monoxide (CO), and other particulate matter emissions when compared with conventional internal combustion diesel powered vehicles in a similar environment.

Engelhard Corp

Engelhard Corp. is supplying three enabling catalyst technologies to reform hydrocarbon fuels in a new hydrogen generator operated by Detroit Edison. The Engelhard catalysts are used to help reform hydrocarbons into hydrogen, which then can be used for industrial use or in fuel cell applications to produce electrical energy. Engelhard catalysts will be utilized in Plug Power Inc.'s GenSite hydrogen generator unit at the St. Clair power plant. Plug Power supplied the generator, which is expected to be operational early this year. The GenSite system will augment St. Clair's existing liquid hydrogen infrastructure and provide a significant portion of the hydrogen needed for the power plant's daily operations. The hydrogen will be used to provide cooling to six generator units currently in operation at the St. Clair facility.

Hot Water Pressure Washer supports 2-gun operation

water temperature of 200[degrees]F while delivering cleaning power of 5.2-7.8 gpm at pressures from 3,000-3,200 psi. Products support dual cleaning wands that operate simultaneously. Insulated shut-off spray gun is fitted with swivel crimp to prevent hose tangles, while stainless steel, variable pressure wand facilitates user-adjustment to water pressure while cleaning.

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Landa, North America's largest manufacturer of industrial pressure washers, has introduced a new line of portable hot water pressure washers capable of supporting two spray wands that clean with a high-pressure spray heated to 200[degrees]F.

The six SLT models deliver cleaning power of 5.2 to 7.8 gallons per minute (GPM) and 3000 to 3200 pounds per square inch (PSI). All can sustain operational water temperature of 200[degrees] F-ideal for cleaning fifth wheels and other extra-tough greasy tasks that require optimal heat to melt away the grime.

The SLT series is also capable of supporting two cleaning wands that operate simultaneously. An insulated, high-capacity, shut-off spray gun is fitted with a swivel crimp to prevent hose tangles. And the stainless steel, variable pressure wand makes it easy to adjust the water pressure while cleaning.

The SLT also features an impressive, large volume heating coil, consisting of 300 feet of cold-rolled, 3/4-inch Schedule 80 steel pipe. The coil is covered by a stainless steel upper wrap and the water is heated using a burner fueled by diesel or heating oil. The large, metal fuel tanks offer hours of uninterrupted operation.

Honda gasoline engines power two of the models while four others are driven by either a Lombardini diesel or Vanguard gasoline engine. Each has a Landa pump, with a 7-year warranty, and features a 2000W generator with a 120V power outlet.

While it boasts a rugged frame, constructed of 2-by-4-inch box channel steel 1/8-inch thick, the SLT still has a compact footprint of only 55-by-32 inches. It stands 51-inches tall. Six large vibration isolators prevent the action of the pump and engine from passing through the entire unit to extend the life of the pressure washer. All the units are plumbed for receiving water from a faucet or a water tank feed for remote jobs.

The engine and pump are connected with a durable, cast iron pulley system with dual V-cogged belts for cool operation and longer pump life. The belts can be tightened easily with a single bolt using Landa's unique true-track belt adjustment.

New MTU power unit developed

A NEW environmentally-friendly power unit for power cars has been developed by MTU, Germany. The MTU Sports Stage 3A-PowerPack is a low-emission compact drive unit incorporating a 6H-1800 engine which has been upgraded to perform at up to 360kW.

The new unit, based on the original PowerPack unit developed two years ago with a 350kW 6H-1800 engine, will meet new European Union Stage 3A regulations on emissions which are due to be introduced in 2006. MTU hopes to begin trials of the unit in a Turbostar dmu next year.

Like its predecessor, the new modular unit offers a complete system for subfloor drive in power cars. It comprises the engine, transmission/generator, hydraulics, cooling system, oil and air filter system, exhaust system, and compressors, plus peripheral components for the drive and power supply.

The latest model is lighter in weight as well as more powerful. It has a six-cylinder horizontal motor with a 12.8-1itre cubic capacity. The engine is designed using four-valve technology and has a high-power injection system in which the pumps are equipped with solenoid valves. A two-cylinder brake air compressor and an enlarged oil pan with a capacity of more than 40 litres supplement the fittings.

MTU says the modular construction of the Stage 3A-PowerPack means that it can be customised to adapt to most standard vehicle types. A varied range of components and auxiliary units can be integrated into the robust common frame, including components for onboard power supply, climate control, and the oil and air filter system. All mechanical and electrical interfaces within the overall system are retained. The PowerPack can be supplied with a diesel-mechanical, diesel-hydraulic, or diesel-electric power system.

Hybrid shunter offers high fuel economy: RailPower Technologies, Canada, is having considerable success with its environmentally-friendly hybrid shunt

GREEN Goat is designed to be much more environmentally-friendly than traditional diesel shunters. It is produced by remanufacturing existing shunting locomotives, and replacing the diesel engine with a small Tier II/Tier III diesel generating set and large banks of recyclable lead-acid batteries.

RailPower says that compared with a conventional shunter in the 750 to 1500kW range, Green Goat will produce fuel savings of between 40 and 60%, and cut nitrogen oxide and particulate emissions by 80 to 90% and greenhouse gas emissions by 40 to 60% depending on the duty cycle.

The remanufacturing process starts with the reconditioning of all components below the underframe. This includes overhauling the traction motors and rebuilding the bogies. Everything inside the locomotive is stripped out to make way for the new components. These consist of a microprocessor control system with wheel slip control, the generator set, an ac-motor-driven air compressor, and specially designed maintenance-free VRLA VGM batteries.

The digital electronic management of the transfer of energy to the batteries is designed to provide power from the batteries the moment it is required, and avoids the need for the locomotive to warm up. RailPower says that this, together with better wheel slip control, means that Green Goat is able to generate about 35% more starting tractive effort than conventional shunters. Green Goat is available in two versions: the GK10B 750kW shunter and the GG20B 1500kW unit. Both have a maximum speed of 100km/h, are capable of multiple operation, and have a B-B wheel arrangement. The GK10B has a 90kW Perkins diesel engine generating set, whereas the GG20B is fitted with a Caterpillar C9/Leroy Somer 200kW unit.

In July, the Texas Emission Reduction Program approved $US 24.4 million in funds to enable three Class 1 railways, two regional railways, and three operators of industrial shunters to purchase more than 25 Green Goat locomotives. This is part of a project by Texas to invest more than $US 100 million a year up to 2008 in schemes designed to improve air quality in Houston, Dallas/Fort Worth, and other urban areas with high levels of pollution.

In August, RailPower signed a memorandum of understanding with United Goninan, Australia, to market the Green Goat in Australia and southeast Asia. "There are a number of key areas around the world which we believe represent great market opportunities for our technology," said Mr Jim Maier, president and CEO of RailPower. He described United Goninan as "the ideal partner for RailPower" in this new market. Also in August, Amtrak agreed to lease a Green Goat shunter on a 60-day lease to shunt passenger coaches.

On September 23, the US Department of Transportation's (DOT) Volpe National Transportation System Center ordered three Green Goats for use in army bases in Barstow and Sierra, California, and Fort Lewis, Washington. "This order comes after a lengthy due diligence process," Maier said. "The US government has hundreds of switcher locomotives. The order brings with it the potential for wider adoption of the technology throughout the US military and DOT locomotive fleets.'

Natural Gas Fuel Cell Power Generator For Japan - Brief Article

Ballard Power Systems said its subsidiary, Ballard Generation Systems, has signed an agreement with Tokyo Gas, Ebara Ballard, and Ebara Corp. to develop a fuel processor for a 1 kW natural gas-fueled fuel cell power generator targeted toward the Japanese residential market. The agreement involves collaboration in the development of a fuel processor, which will be incorporated by Ebara Ballard in the proton exchange membrane (PEM) fuel cell power generator. The cogeneration unit will be designed to provide electric power for Japanese homes and apartments, as well as heat for space heating and hot water. Ebara Ballard is a jointly held company of Ebara Corp. and Ballard Generation Systems dedicated to manufacturing and marketing Ballard fuel cell power generators in Japan

Twin diesels to power "green" switching locomotive

When it comes to locomotives, the Union Pacific Railroad fleet is considered by many to be the "greenest" in the U.S. railroad industry. In the past five years, 35% of Union Pacific's locomotive fleet has been certified under EPA Tier Zero standards (44% less than the average NOx emission rate of locomotives manufactured prior to the implementation of EPA regulations in 2000) or Tier 1 standards (56% less than the average N[O.sub.x] emission rate of locomotives manufactured prior to the implementation of the EPA rules). Additionally, its 3000 to 4400 hp diesel locomotives that pull heavy-tonnage freight trains over long distances between cities emit only one-third as much N[O.sub.x] compared to over-the-road diesel trucks when measured in emissions per-gross-ton-mile. This can be attributed largely to the greater efficiency of steel wheels on steel rails.

In the future, UP's medium- to heavy-duty switching locomotives used in and around rail yards could also produce less emissions as well as consume less fuel. For instance, UP recently ordered a prototype low emissions switch (LES) locomotive being developed by the National Railway Equipment Co., Dixmoor, Ill. The prototype switcher is based on a system architecture proposed by Newage AVK SEG, the electrical machine unit of Cummins Inc. and NRE Electronics, and uses Cummins QSK19 engines developed for construction equipment The two Cummins inline six-cylinder diesel engines, each with 19 L displacement, will replace the single 1500 hp EMD 12-cylinder 645-series (12-645E) naturally aspirated diesel engine now used in the MP 1500 DC switching locomotive. The locomotive being converted was originally delivered to the former-Southern Pacific Railroad in December 1974.

The two engines each produce a total output of 700 hp, giving the converted switcher locomotive a 1400 hp rating. The engines each produce a massive 1970 lb.ft. peak torque. Peak power for this configuration will be available at 1800 rpm compared to an industry standard 2100 rpm. This results in higher fuel efficiency and reduced noise, the company said. No special modifications from the standard QSK19-C were made for this application.

Like any conventional diesel-electric locomotive, each engine powers a rail specification Newage HC5 generator specifically engineered for this application. These generators power the electric traction motors driving each set of wheels. The converted locomotive will retain its EMD D77 direct current traction motors.

This new switching locomotive is expected to reduce N[O.sub.x] by 70% and particulate matter by approximately 45% from EPA Locomotive Tier 2 levels. Based on the Association of American Railroads (AAR) duty cycle for switching locomotives, it is estimated that as much as a 15% reduction in fuel consumption can be achieved. The LES will offer other advantages with respect to durability and long-term operating costs. The engine will go 30,000 hours between overhaul with an estimated 10-year-plus engine life, according to AAR standards for medium-duty cycle engines. The plug-and-play design for all major components means reduced maintenance downtime.

The LES incorporates advanced electrical equipment, including an ac to dc traction horsepower motor controller/ dc chopper to individually control the amount of power supplied to each traction motor for enhanced adhesion between wheels and track. A low-voltage power supply (LVPS) featuring a 480 Vac to 72 Vdc rectifier/transformer provides up to 10 kW of 72 Vdc electrical power for heating, headlights, ditch lights, and auxiliary lighting, all MU (multiple unit) trail-dine propulsion and operating controls functions and for charging the locomotive's battery.

An auxiliary drive power supply ADPS featuring a 690 Vac to 480 Vac transformer is installed on units equipped with a 690 Vac alternator in order to achieve higher track speeds. This ADPS provides 70 kVA of 480 Vac power for the new air compressor drive and traction motor drive motors plus auxiliary cab accessory power. The NRE Electronics-Microprocessor System (NFORCE) manages and controls all propulsion functions, engine/generator set stop/start functions, alarm and fault logging, operator interface functions and red-time diagnostic monitoring.

LuK: an abundance of transmission options

Considering that one in every four cars that rolls off assembly lines around the world is fitted with one of its clutches, very little is known about LuK, part of the Schaeffler Group, Germany's largest family owned business. However, this subsidiary has a portfolio of interesting products that include the dual mass flywheel, the twin clutch gearbox, the belt-driven starter generator and a continuously variable transmission (CVT). Additionally, it is the worldwide leader in tractor clutches. Transmission technology has developed into an innovative driving force in the automotive industry with both autoshift and twin-clutch gearboxes providing alternatives to conventional automated transmissions. For LuK, these gearbox variants comprise its XSG family that embraces Electronic Clutch Management (ECM), which dispenses with the clutch pedal, the Auto Shift Gearbox (ASG), where the actual gear shifting is automated, and the Uninterrupted Shift Gearbox (USG), where a partial filling of the torque interruption during a gearshift is achieved with an additional clutch. It also includes the Parallel Shift Gearbox (PSG), which belongs to the twin-clutch gearbox group, and the Electrical Shift Gearbox (ESG), in which a starter-generator is coupled in parallel to one of the two input shafts. It is the twin-clutch PSG that excites Dr. Peter Gutzmer, LuK president and CEO, who had spent 17 years with Porsche working in various positions in engine and vehicle development. Known as DSG--Direct Shift Gearbox--in Volkswagen-Audi parlance, it combines the advantages of a conventional six-speed manual-shift gearbox with the qualities possessed by a modern automatic transmission. The driver enjoys immense agility and driving pleasure with smooth, dynamic acceleration without any interruption to the power flow. The technical basis of the DSG, developed in the VW-Audi case by BorgWarner, is a double clutch. It consists of two wet plate-type clutches with hydraulically regulated contact pressure. One of the two clutches engages the odd-numbered and the other the even-numbered gears. This principle enables gearshifts to be made without interrupting the power flow and keeps the shift times extremely short. While the first clutch is transmitting the power, the second clutch is ready to engage the next gear, which is pre-selected. When the driver makes the gearshift, the first clutch is released and the second engages, so that the gear shift takes place in a fraction of a second. The driver can operate the DSG manually or allow changes to take place automatically. In the automatic mode there is a choice between the well-balanced, comfortable standard shift settings and a program with greater sports emphasis. Manual shifts are made either at the gear lever or at shift paddles behind the steering wheel. "I believe very strongly that within the next five years we will see this kind of transmission being more widely offered, especially in Europe," says Gutzmer. "It has several advantages with the fuel economy being for me more or less the hidden one. It has greater agility and driving comfort at the same time and this is what you really can tell. The customer also feels like a Formula One driver!"

Building on the PSG concept is ESG, in which a starter-generator is linked to one of the gearbox shafts. Advantages include functions such as start/stop, energy recuperation by regenerative braking and electric powered driving, all with a compact design. Furthermore, with the combustion engine switched off, the air conditioning system can be operated using the electric motor. The ESG can result in reduced fuel consumption over 20% compared to a manual gearbox. "Looking to the future we see hybrid solutions," says Gutzmer. "To reduce fuel consumption and emissions even further, the combustion engine will only be used when needed. We will see start/stop, and electrically supported driving, but the applications might be different in different parts of the world."

An important part of the argument in favor of the automation of manual transmissions is the improvement in fuel consumption, says Gutzmer. If the manual transmission is taken as a basis, automatic transmissions suffer from greater fuel consumption at the same shift point selection due to hydraulic power loss. Automatic transmissions and automated gearboxes can use the choice of more favorable operating points in the engine map for shift point selection to their advantage, resulting in reduced fuel consumption in legally defined cycles. Moreover, this reduction in fuel consumption through automatic shift point selection is also realized in practice, since the average driver using a manual transmission generally avoids driving at economic low engine speeds.

Effects of Compliant Geartrains on Engine Noise and Performance

Geartrain rattle has been an issue in heavy-duty diesel engines for a number of years, affecting not only noise hut also engine performance and durability. A project at Caterpillar that completely removed the front geartrain from the engine (all ancillary devices and drove the camshaft from the rear) demonstrated a large noise reduction potential in heavy-duty diesel engines. This work prompted an effort to identify production viable devices that would reduce engine noise through geartrain compliance without affecting performance or the engine envelope. This article shows that compliant geartrains effectively reduce gear rattle (and hence noise), increase the life of geartrain components, and may even improve the performance of the engine.

Within the heavy-duty diesel engine community, gear rattle has been an issue for many years. Gear rattle is the phenomenon during which gear teeth come out of mesh and are forced back into mesh by a backside tooth impact. More complete descriptions of gear rattle, especially the modeling of the phenomenon, are described in the literature.1,2 Note, though, that while the automotive industry deals with gear rattle at certain conditions (normally low idle), mechanically injected heavy-duty diesel engines usually exhibit gear rattle at most operating conditions if not properly dealt with. This has been further exasperated by the need to reduce gaseous emissions in diesel engines, which has been partially accomplished with elevated cylinder peak pressures and injection pressures.A previous unpublished Caterpillar project demonstrated a large noise reduction by completely removing the front geartrain from a heavy-duty diesel engine (all ancillary devices and drove the camshaft from the rear). Thus, Caterpillar has focused its efforts on geartrain noise in the past few years. Traditional gear rattle literature suggests the following for gear rattle reduction: modified gear positioning, modified phasing, mass variation of gears, mechanical pre-load system, viscous dampers, changed number of teeth, modified engagement factor/helix angle, or modified backlashes.1'2 While these methods can be useful for fine-tuning geartrains, larger changes are necessary for significant noise reductions.

Several options were considered that parallel the investigations of Zhao.3 Specifically, the focus was on introducing additional compliance in the geartrain while maintaining cam to crank timing. Croker's relationship for rattle in heavy-duty diesel engine geartrains4 (Figure 1) shows a nonlinear jump where increased backlash quickly becomes beneficial. Tolerance restrictions in heavy-duty diesel engines can make it very costly to take advantage of tight backlash; therefore large backlash is the desirable region of operation. This concept of increased backlash was combined with nonlinear, frequency-dependant isolation principles to reduce rattle. While the specifics of the actual hardware remain undisclosed, this article will discuss the effects of this compliance on engine noise, gear loads and engine performance.

Geartrain Isolation

Due to the impulsive nature of reciprocating engines, crankshafts do not rotate at constant speeds, but instead often vary from 3-5% within one cycle of rotation. Additionally, the masselastic system of the flywheel-crankshaft-damper has torsional modes which, when excited, add to this speed variation as well. see Figure 2 for a typical time history of crank speed at a lug condition. Thus, for the first engine to be quieted, devices were devised to isolate the geartrain from this rattle-producing event. One such device effectively places a nonlinear, tuned torsional spring between the crankshaft and crank gear. The geartrain in Figure 3 for Engine A shows the location of the crankshaft gear, which was where this device was located.

Even though the geartrain was now isolated from the crankshaft torsionals, rattle still existed in the geartrain. The impulsive nature of mechanical fuel injection systems also causes the camshaft speed to vary 3-6%. This speed variation was causing the rest of the geartrain to rattle. To address the issue of camshaft induced geartrain rattle, another device was needed to isolate the geartrain from cam-induced excitation. This device isolated the rest of the geartrain from these cam torsionals. Note that further torsional activity comes from the pumps, but this study found that these pump torsionals were negligible in this geartrain.

The layout of the geartrain for the second engine on which a compliant device was pursued is shown in Figure 4 (Engine B). Note the significant differences between the two geartrains. Instead of separating the cam and crank by four meshes, this engine is only separated by two. Additionally, due to some size restrictions at the crankshaft, similar devices from the previous engine could not be applied. Instead, new devices were constructed that replaced both of the idler gears in mesh with the crank gear. The cam-to-crank idler gear isolated the camshaft and crankshaft from each other, as well as isolating the pumps from the crank and cam torsionals. The other idler gear isolated the pumps from the crankshaft torsionals. Although the method by which compliance was achieved for these devices differed from previous geartrain treatments, the general trends of the effects of isolation remained the same

Air starters

A brochure is now available from Tech Development Inc. (TDI) on its line of engine air starters for oil & gas applications. The TurboTwin starters are available for gas compressors and generator sets driven by engines up to 70 L. Curves, diagrams and tables detail the line's features and performance in different applications.

Is the Coast Guard's future green?

In an effort by the Coast Guard to address the problem of unabated fossil fuel consumption and harmful emissions, a team of Coast Guard cadets are working on the second phase of a project studying the feasibility of Coast Guard vessels operating on biodiesel fuel.

A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.

For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologiesThis is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.

Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.

The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.

"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."

Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.

This year, cadets are moving into the second of three phases of the biodiesel project.

An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.

The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.

The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.

Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.

"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."

"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."

Biodiesel is the trade name for any common diesel fuel that has been blended with a catalyzed vegetable or animal oil. While it may sound tempting to jump on the "green" bandwagon, the Coast Guard still needs to comply with federal standards, said Lt.j.g. Andy Goshen, environmental division task leader at the Coast Guard office of Naval engineering. Specifically, the service is interested in vegetable-based feedstocks that conform to American Society of Testing specifications.

The Coast Guard is currently focusing on the standard bio variety known as B20, a 20 percent blend.

"The fuel [blend] significantly reduces the amount of carbon monoxide, hydrocarbon and sulfur emissions that enter the atmosphere," said Lt. Cmdr. Eric Ford, another mechanical engineer instructor here who has a keen interest in the project. "In addition, it has a higher amount of lubricity compared to petroleum diesel, so the time between engine overhauls should decrease."

Biodiesel's an attractive "green" solution because it's clean burning and requires no engine modifications, said Cadet Szoka

"Data igloos" guard against disaster: Savanna Army Depot ammunition bunkers converted to self-powered data network storage facilities

On the east bank of the Mississippi River lie 13,062 acres of the once-active Savanna Army Depot, a former military ammunition production and weapon storage facility in Savanna, Ill. Following its dosing in 2000, the site's 402 munitions storage bunkers are in the process of being converted into self-powered data storage facilities by Savanna Depot Technologies Corp. (SDTC). The company plans to lease the bunkers to financial, government and medical institutions, providing secure, reliable storage for their sensitive data networks.

The igloo-shaped bunkers, positioned hundreds of yards apart across thousands of acres, seem an ideal location to store these critical data center networks. Each igloo features 24-in. thick concrete walls, a layer of ground cover and an implosive design. The bunkers, according to Louis Giokas, chairman and CEO of SDTC, were designed by the military to withstand a direct hit by a 500 lb. bomb, making them able to resist a natural disaster or direct weapons attack.

With the data security issues that have surfaced after 9/11, Giokas said, "it's a good time to be in the business." Companies are looking for secure data storage because they can't afford to be down or lose information, he said. "We're providing a service, space, power, communication, facilities hosting and 24/7 tech coverage," he added. Although, the project is in its infant stages, SDTC has begun conversion of two bunkers, which when fully operational, will be able to function independent of the local utility power grid, drawing from multiple power sources. A 100 kW Elliott microturbine, which will be the main power source at each bunker, is backed up by a diesel powered generator set. SDTC has not selected the gen-set supplier for the entire project, but has installed 300 kW Baldor units at the two initial igloos. Both are powered by 12.7 L six-cylinder Detroit Diesel 6063TK35 diesel engines rated 490 hp.

The concept for the power structure of the bunkers was designed by Preon Inc., Elmhurst, Ill., which signed an agreement with SDTC in September of last year to provide the energy consulting, procurement and maintenance for the project. The design structure for the site, devised by Preon, includes multiple redundant power systems to provide a succession of power backups in the event of a failure. Under the contract, Preon will also provide a 24/7 maintenance service to the site.

According to Giokas, using the main grid for power is not a failsafe option for facilities that require continuous uninterrupted power. Giokas said that because the army depot was powered by onsite generation from its beginnings in 1920, the utility infrastructure to fully power the site is not available. Because of this, SDTC said it will consider using net-metering or electrifying the entire 13,000-plus acres to allow additional development to the site.

Fuel for the microturbines is currently provided by a gas connection to LP tanks located outside of the bunker. But SDTC said it plans to use the Burlington Northern Santa Fe Railway to ship LP tankers that could be parked on the tracks and piped to the bunkers. The railway is an active line that runs through the depot and was once used to receive and distribute ammunition and supplies to and from the base.

Power management for the project is being provided by Windsor, Colo.-based Encorp, recently selected by SDTC. Encorp's Generator Power Control (GPC) system, along with its paralleling switchgear, will be installed with each microturbine and diesel generator on 21 of the 402 bunkers. This is in addition to Encorp's Virtual Maintenance Monitoring (VMM) software, which will allow SDTC to remotely monitor the entire power infrastructure from a remote location, providing a secure and automated monitoring, alarm and reporting service.

The GPC, according to John Brogan, Encorp's account manager for the project, is really the heart of the entire system, providing the reliable and safe transfer of power between the microturbine or gen-set from the utility grid. "It ties it all together," he said. The system uses an embedded PLC software to communicate through various communication protocols--Lonworks, ethernet and Modbus. It also allows the synchronizing and paralleling of multiple units to the grid.

Encorp's paralleling switchgear will also be installed, paralleling the gen-sets with the utility grid during base load, peak shaving and import/export or zero power transfer modes. In the case of SDTC's bunkers, three Encorp switchgear modules are ganged together to support the multiple power sources. The switchgear features automatic engine sequencing, continuous engine monitoring with e-mail and pager notification and automatic engine shutdown

Pure power

People think I don't use power tools," said my friend Harry Bryan, a wooden boat builder and designer I was visiting on the coast of New Brunswick, Canada. Maybe that's because his shop is unusual: It's off the grid.

That doesn't mean there's no electricity. A wind generator and solar panels run lights, but that's only part of it. To get the power this shop requires, Bryan has installed a neat little Volkswagen Jetta engine under the shop floor. This rebuilt diesel engine drives a 12-inch planer and 36-inch band saw. And, because he's not exactly living a suburban lifestyle where he can run down to the corner to get gasoline, this 4-cylinder burns bio-diesel, which Harry brews himself. There's one more power tool tucked into the woods above the shop: a sawmill powered by a 6-cylinder Chevy engine.

Working off the grid does foster reliance on sharp hand tools, so bringing up a tool's edge is essential. Solution: a pedal-driven grinding wheel. There's also a hand-cranked drill press. Bryan's 12-inch band saw is treadle-powered, like an old sewing machine. Despite its frontier feel and modern ingenuity, Bryan's shop isn't a museum or hobby shop. It's a working boat shop where he's made his living for more than 30 years, turning out beautiful small craft and well-founded boats that approach 40 feet in length.

Outside the shop, which he built himself, I surveyed the sawmill--the long open building, the sawmill carriage, and the 6-cylinder engine powering the massive 4-foot blade--and I realized it was one huge machine. Harry just grinned. "And they say I don't use power tools

Working outside the box: Robinson Custom Enclosures pushes the boundaries in development and fabrication of machine enclosure

It's very easy for even the most successful companies to become pigeonholed, associated in people's minds as specializing in just one small area. For example, when considering Robinson Custom Enclosures, what no doubt comes to mind for a lot of people is the image of a company that focuses on enclosures for smaller generator set packages, primarily in the Midwest.

That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.

"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation.The business was growing well enough to make that approach work. But because of that, there are still a lot of people out there who don't really have a good idea of what we can do."

What the company can do is perhaps best exemplified by some of the things it has already done. "We had one order where we fabricated 48 ISO containers in six weeks," said Oshefsky. "We did not hire any welders, we did not get any temporary labor to do it. We ramped up in three days, pulled anyone we could from the lab business, from heating and cooling and manufacturing and we got them all done in that time."

"That goes to the quality of our workforce," said Tom Verboncouer, Robinson's marketing manager. "We have a talent pool in house that really is unique. Most all of our people are cross-trained. They can weld, they can fabricate, they can do just about every job that needs doing. That's how we can respond so well to those kinds of situations."

An even more recent example--and one that aptly demonstrates that Robinson is not exclusively tied to the power generation industry--involved a contract with Holland Co. LP, a leading manufacturer of track maintenance equipment. Holland, headquartered in Crete, Ill., produces a line if mobile track welders with dual-purpose highway and rail chassis.

When the company began looking at selling mobile rail welding equipment into the European markets, it found that its products were essentially too large to fit into smaller European rail tunnels. In addition, its conventional fiberglass reinforced plywood body style was too heavy to accommodate European vehicle weight restrictions.

Holland's previous experience with rental generators led it to Robinson. "The Holland Mobile Rail Welder was definitely an interesting project," said Oshefsky. "The entire package needed to be built very robust in order to handle rail transportation, yet be light enough to meet the stringent weight requirements of the highways.

"This combination usually doesn't mix well, especially when you add in the height requirements of the European tunnels, both on the rail and the highways."

Robinson engineered an enclosure constructed of 1/8 in. aluminum with formed, seam-sealed panels to prevent leakage, as well as allow the unit to fit into the tight rail tunnels. While the goal was to manufacture a vehicle weighing less than 30 tons, the lightweight enclosure helped it come in at 25 tons. In addition, the unit is sound attenuated, helping the machine reduce noise emissions by some 20 dB(A).

"Robinson met all of our demands without question," said Dennis E. Gibbs, senior mechanical engineer at Holland. "They came through on their promise to deliver, from timeframe to budget."

Robinson's enclosure design also managed to reduce assembly time, Gibbs added. In most cases, assembly of a custom enclosure on a custom chassis can take as long as three weeks. In this case, the union took just three days.

"All they really had to do was set the container over the locks and attach the fuel lines," said Gibbs. "In a matter of three days, it went from a stack of several parts to one unit that was very functional. They picked it up, put it on the truck and it fit.

"It was a job well done on Robinson's part--everything was custom made, fit together and complete."

That kind of versatility could be expected from a company with Robinson's heritage. The company was founded in the mid-1970s as Robinson Metal and Roofing, a specialist in roofing, sheet metal fabrication and heating and cooling. In time, the roofing business was sold off and the company evolved into Robinson Metal, Inc. consisting of four divisions, one of which is Robinson Custom Enclosures. The other four business activities are metal fabrication, machining and heating and cooling.

More light from magnum: new light towers, generators continue company's growth

Continuing the expansion of its range of mobile light towers, Magnum Products LLC has introduced a new top end to its Nightbuster light tower line. The MLT5200 light tower is available with four or six of Magnum's newly designed lights that can illuminate as much as seven acres, and the unit can also provide up to 20 kW of electrical power to run tools or other worksite accessories.

According to Magnum President and Co-owner Steve Romme, the MLT5200 was originally designed to the specifications of a specific customer, but the company later decided to develop it as a standard offering. "Again, it all comes back to listening to the customer and providing what they need," Romme said. "It's what we're good at."

The MLT5200 light tower is powered by a four-cylinder, liquid-cooled Isuzu 4LE1 diesel engine rated 31 hp at 1800 rpm, which drives a Marathon brushless, self-regulated generator. The other models in the MLT range incorporate Marathon generator ends driven by Mitsubishi liquid-cooled diesels, with Radiator Specialists cooling systems The MLT5200 light tower also offers 20 kW of prime power at 120/240 Vac with [+ or -] 1% electronic voltage regulation. Six external outlets are provided--two 120 Vac 20 amp GFCI duplex outlets, two 240 Vac 30 amp twist-lock outlets and two 125/250 Vac 50 amp three-pole, four-wire twist-lock outlets.

Like the company's other light tower models, the MLT 5200 is offered with options of four or six of Magnum's new brighter lights with dual manual or electric mast winch systems. The mast can be extended as high as 30 ft. and with the outriggers in place, the unit can withstand winds as strong as 65 mph, the company said.

The MLT5200 enclosure offers a lockable storage area for the lights as well as an integral containment system in case of fuel or coolant spills. The unit has a 57 gal. poly fuel tank that provides a run time of 27 hours at full load.

Magnum has also made recent modifications to its Magnum Mobile Generator (MMG) line. After incorporating Tier 2 diesel engines and making some other modifications, many of the products have changed model number and performance specifications.

The MMG line uses all liquid-cooled John Deere Tier 2 diesel engines rated 43 to 512 hp at 1800 rpm.

The company has discontinued production of the smallest model, the MMG 25, for the rental markets. According to Magnum Marketing Manager Jim Roberts, with the switch to the new engines the company found that it could provide the more powerful MMG 35 for almost the same cost as the MMG 25. "It wasn't a difficult decision," he said.

The MMG 35 incorporates a liquid-cooled, turbocharged John Deere diesel engine rated 43 hp at 1800 rpm that drives a Marathon brushless generator. The engine and generator are packaged in a smaller housing than the MMG 25, yet has a three-phase output of 29 kW standby (26 kW single-phase standby).

Magnum has also recently unveiled a new range of mobile generators. According to Romme, the Magnum Light Generator, which was released in the first quarter, "was born out of listening to the customer

I-R brings power onboard

Ingersoll-Rand Co. has ventured into the onboard power market with a line of compressor, generator and welder products designed specifically for use aboard vehicles. Designated Onboard Power Solutions, I-R offers the system in a variety of configurations that can be packaged above or below the chassis in trucks a half ton or larger.

Operators can run light air tools, power tools, pneumatics or perform welding applications from the compressor, generator and welder options from one system which can be installed on an existing vehicle, said Devin Biehler, operations manager for I-R's Onboard Power Solutions. These functions can be done without the need to fuel another piece of equipment, he noted.

Using the power from the truck's primary engine, the Onboard Power Solutions system is driven off the transmission PTO in either a side or split shaft mount. I-R matches the installed PTO to the output of the power options installed, Biehler said, allowing the engine "to operate at an acceptable speed."

When the Onboard Power Solutions system is configured as an above-deck system, I-R offers its VHP90CMH and HP185CMH reciprocating compressors and VHP30RMH and VHP40RMH rotary screw compressors. Both are installed into the bed of the truck and driven off the PTO through a hydraulic pump or underhood clutch pump system The compressors have an air capacity of 30, 40, 90 and 185 cfm at 150 psig and 175 psig. Weight is 342 to 500 lb. depending on model.

To free up the bed space in the vehicle, I-R also offers a below chassis option including, generator, welder, jump starter and compressor. These can be combined with the above-deck compressor or installed as a complete below-the-chassis system.

Operators can select from three categories of rotary screw compressors including: Cat I rated 30 to 90 cfm, Cat II rated 100 to 220 cilia and Cat III rated 160 to 240 cfm. These below-deck units are produced by I-R in Mocksville, N.C., or its subsidiary GHH-Rand in Oberhausen, Germany.

Several 5.2 to 10 kVa generators are available for installation below the chassis. The synchronous self-regulating brushless generators can either be belt or pump driven off the PTO. They include 120 and 240 V receptacles, single-phase power at 60 Hz and weigh 24 to 38 lb. Welder/generator packages are also available ranging from 4 to 10 kW.

Other installable Onboard Power Solutions accessories include vehicle jump starters. These are offered in 1000 amps at 12 V or 600 amps at 24 V and are also hydraulic or belt driven.

Hydraulics are cooled using an ASA Hydraulik fan cooler assembly as an above-deck option, typically installed on the bed rails of the truck. For below-deck cooling, a WTT America plate-type heat exchanger can be installed that mounts within the truck flame main rails.

I-R also has an electronic throttle control that modulates the truck's engine speed based on the tool demand. The throttle is installed in the vehicle cab and I-R said, is compatible with current electronic throttle equipped gas and diesel engines. A pneumatic/ mechanical throttle version is also available for non-electric throttle vehicles.

The Onboard Power Solutions system can be installed by any of I-R's network of master distributors or by its factory-trained dealers. The company assembles the Onboard Power Solutions package in Mocksville, NC, where it is headquartered