Exh E
Om mo_>Omn_ w|_m<|:<>< .>UOI_OZIUM._. Hn_O._m>m_n_ .._m_3n_ mmHdeum O._. Eon. m_ mem 30> mzo_mm__>_m_ ZO_wm=>_ NIP n_._wI I .5 Z<0 >> "50 Own401F200 mzo_._.3_.._0m= w =._.zm_5_m_0m_>> h.m>._ m MM 2952.28 ZOthhAHu ## MFZGBDMZOU Ntha .._HO (FmW>_.F _m own can wm m .Gmn XOn.O.n ozzoz #2.; "use". "=25 "mm; . _ 0...... 90an 8.".03 8.8.8 .488 88839 @888 30" 3.8.. 3.x 8a 0m 8m 43m 0m 833 om3 83 Em 208mm 0' 83 8 .38 88. 0x883 30m". :8 mmmmm 4388 83 Em. 5.3.03 .28 .m 4398 33E 88 "0.2.83 8883888 3898.8 Em" .8828 828082 30% 8.8m. 883mn.8..< Em O3.< .mmm. E883 .3 8.5836. Em" 83 m8 8 .mm m 82.888 m <.m .8383 m8.3m .8888 8383303 8.83888 .6 mm." 88. 83 83.03 .038 83- m3n. Em 8 03 3.003 3888. 3. 0." Em 8:8 38mm 8.8 Em 30% 838:8 Em .0888 88.8. IO<< .m m: 3 884 0m 3 83- 83.3- 92- m88 Em nogwcmjoz .4 Em H" 8808 38.88 0m m0 338:5 .88.. 88 8.8 29.x. 88 ".03 <<3m3 m8 Em 388x 438mm Em< H" Em ._..._.m moon n.mm Em 42m Emnx 0382 38883003? 8.8 0w 3m_.3E. 8388 8.2." Em. 30.8. 05883 n3m.3m v.mn.3c3.m 88 Em Em Em" .m 0a mnnm.m88m .m 3832 .0588 308 9.088 83m m ._.>_-, .-.- m> 4>r wm mOEdOzmu ._.Im <0: H2 Emm -_-.-.>z >O-_._<>._.m >mvmmU Hz ...8 >20 .qur :- wmo 25.22:: 8 88-38 mx-_.m20m mXI>Cm-.- DOB-m." KNNLmoomagmas...mannaum mm>0._._OZ Om OImz:O>.- m> OjOzm wm_20 .3."0@E.3-m8m8383 >20 3 Hz._.m_~<>_-m n>._.>_. ZOCZH <05 Om TEST PROTOCOL SUMMARY REPORT Customer: Miles Sand And Gravel Location: Roy, Washington Machine: Caterpillar 9886 SIN: BHN01373 Engine: Caterpillar 3456 DITA ATAAC TIER 11 CERTIFIED Rated: 475 Net Flywheel Horsepower Report: The Eco Emissions Systems Catalyst Unit was installed on this machine, June 26th, 2008. At the time the machine had total frame hours of 9,178.8. We conducted a baseline test on this machine prior to the start up of the EES unit to determine the amount of fuel burned in a 2 hour period. The test protocol used was the EPA test referred to as " The Stationary Test of a Mobile Diesel Engine" These tests were performed using approved S.A. E. methodology. The test requires that the engine on the machine be brought up to operating temperature. At that point the fuel tank is filled as required up to a point where the refill can be absolutely duplicated. The next step is to bring the engine to high idle and lock in the throttle. This operation is to continue for exactly two hours. At the end of the test period the engine is brought back to low idle and stopped. At this time the fuel tank is refilled to original mark established prior to the test. And the amount of fuel burned is recorded. Recording exhaust temperatures is also done concurrently while the test is running. This will give exhaust temperature readings at the tip of the Exhaust Stack as well as at the Turbocharger Exhaust Housing. The purpose of this test protocol is to bring the engine to an operating level that can be duplicated for the follow-up test procedure. This methodology precludes the influences of the machine operator and eliminates any load on the engine, the result being, a test that totally isolates the engine P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-6585 EMAIL: infoopjm-ecostar.com performance at it pertains to fuel consumption rates, and exhaust .. temperatures. At the completion of the E.P.A. fuel test, we also ran tests on engine opacity (Smoke Density). This is done by using a Department of Transportation approved opacity meter. At the completion of these three test procedures the Eco-Emission unit was turned on and the Platinum based catalyst was introduced into the engine via the air intake System. The EES system continued to run on this machine through the summer and fall of 2008. On November 17, 2008, after operating for 1084 hours of continued use, we conducted the same E.P.A. test protocol described above to determine the effects and acquire the results from having used the catalyst system. The results of the completed test procedures are shown on the following page. The highlights of those results are as follows: TESTED ITEMS: BASELINE TEST TEST#2 @ 1084 HR DATE OF 'TEST: June 26th2008 November 17,2008 EXHUAST TEMPERATURE STACK TIP 398F 364F DECREASE 34F TURBO HOUSING 634F 576F DECREASE 58F SMOKE OPACITY 15.7% 12.3% DECREASE 21.6% STD EPA FUEL TEST - 2 HOURS 16.55 15.00 DECREASE 9.4% This machine had been scheduled for a engine rebuild in accordance with the company's equipment maintenance policies. Inearly December the machine was transported to NC Machinery (Cat Dealer) where the engine was removed. The engine was disassembled December 16, 2008 with just over 10,405 hours. In talking with the lead mechanic, Doug Ryan and the shop Supervisor, Paul Meersman, they were both very impressed at how clean the inside of the engine appeared. Doug commented that the liners "looked like new" since you could still see the original crosshatching marks in the liners. Ihave includedpictures of the liners, pistons, heads, injectors and the turbo on the following pages. Even though we view this as the results we knew we would achieve, it is extremely gratifying to have achieved these results in the Pacific Northwest with well respected local companies. P.O. BOX 1318 MOIVROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-6585 EMAIL: info@pjm-ecostar.com P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-6585 EMAIL: info@pjm-ecostar.com The photos shown above were taken by NC Machinery in their shop during the disassembly of the Cat 3456 DITA ATAAC Tier I1Engine removed the Caterpillar 988G Wheel Loader s/n BHN01373. As shown, the photos indicate the cleaning effects of the EES Platinum Catalyst that occurred inside the engine during operations. The net result of this change in engine efficiency confirms that the reduction in carbon soot will reduce Diesel particulant matter by over 50%. A cleaner more efficient burning of fuel at the top of the cylinder is giving us an increase in torque, as well as a reduction in exhaust temperature and NOx since more fuel is burned at the time of combustion. It further confirms that a by-product of the removal of the carbon soot is leading to a reduction in overall fuel consumption; in this case over 9.4%. Basically the fuel savings is allowing this company to become a positive contributor to the reduction of their carbon footprint and green house gases through the normal course of operations. P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-6585 EMAIL: info@pjm-ecostar.com . STAR BORATaVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX*: 360 805-8565 TEST RESULTS FOR MILES SAND & GRAVEL MACHINE: CAT 9886 LOADER SIN: BHN01373 ECO-EMISSION UNIT: E.E.S-12 SIN: 6015003005852 CAT ENGINE: CAT3456TlER II SIN: BTN02417 DESCRIPTION BASELINE TEST 400 HOUR TEST %OF CHANGE MACHINE MAKE: CATERPILLAR CATERPILLAR MACHINE MODEL: 9886 LOADER 9886 LOADER MACHINE SERIAL NUMBER: BHNO1373 BHNO1373 MACHINE FRAME HOURS: 9178.8 9178.8 ENGINE MAKE: CATERPILLAR CATERPILLAR ENGINE MODEL: 3456 TA TIER 11 3456 TA 1'IER II ENGINE HOUR SINCE REBUILD: 9178.8 10262.1 TEST CONDITIONS: DATE OF 'TEST: 6-26-2008 1 1 -17-2008 TIME OF TEST: 10:15AM 6:10 PM HOURS RUN ON E.T.I. UNIT: 0 1084 AMBIENT AIR TEMP 79.5F 52.3 RELAI'IVE HUMIDITY 39.8% 63.6% EXHUAST TEMPERATURE STACK TIP 398F 364F DECREASE 34F TURBO HOUSING 634F 576F DECREASE 58F SMOKE OPACITY 15.7% 12.3% DECREASE 21.6% STD EPA FUEL TEST - 2 HOURS 16.55 15.00 DECREASE 9.4% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel con sump ti or^ may irr~proveup to a efficiency rate determined by the engine. STAR GOLLfiBORATBVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-8565 TEST RESULTS FOR: Miles Sand & Gravel MACHINE: MACK BULK HAULER UNIT334 CXN613 ECO-EMISSION UNIT: E.E.S-12 601 5003005644 DESCRIPTION BASELINE TEST 500 HOUR TEST % QF CHANGE MACHINE MAKE: MACK CX VISION MACK CX VISION MACHINE MODEL: CXN10 CXN10 MACHINE SERIAL NUMBER: 016403 016403 MACHINE FRAME HOURS: 4909.2 5307.3 TRUCK MILEAGE 134741-2 146106.62 ENGINE MAKE: MACK MACK ENGINE MODEL: CXN613 CXN613 ENGINE HOUR SINCE REBUILD: 4909.2 5307.3 TEST CONDITIONS: DA'TE OF TEST: 3-08-2008 06-10-2008 TIME OF 'TEST: 11:OO AM 12:45 PM HOURS RUN ON E.T.I. UNIT: 0 398.1 AMBIENT AIR 'TEMP 62.1 58.3 RELATIVE HUMIDITY 42.4% 68.8 EXHUAST TEMPERATURE 279F 252F Decrease 27F SMOKE OPACITY 7.35 5.28 Decreased 32.6% STD EPA FUEL TEST - 2 HOURS 6.26 Gallons 5.06Gallons Decreased 18.9% An adjustment for Seasonal Fuel 2.5 to 3 % Overall Decrease: Change: average: 16% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX*: 360 805-8565 STAR 8%:;; g">:-;k, Jy?% :& ::3 f%&-g=5 :a**++ 2;: ON HIGHWAY TRUCK MACK VISION TRUCK CXN613 ENGINE - ANALYSIS OF COMBUSTION CATALYST SYSTEM (BREAK-EVEN) ANALYSIS PER ENGINE: 5% REDUCTION 8% REDUCTION 9% REDUCTION 10% REDUCTION 11%REDUCTION 2.90 I GALLON 2.90 I GALLON 2.90 I GALLON 2.90 I GALLON 2.90 I GALLON FUEL CONSUMPTION: 6.5 GPH 6.5 GPH 6.5 GPH 6.5 GPH 6.5 GPH EES SYSTEM REQUIRED: ONE EES -12 PER ENGINE CATALYST REQUIRED: 1 BOTTLES I UNIT 1.OO 1.OO 1.OO 1.OO 1.OO CATALYST LIFE PER BOTTLE: 500.00 500.00 500.00 500.00 500.00 HOURS OF OPERATION I YR 2000.00 2000.00 2000.00 2000.00 2000.00 NUMBER OF BOTTLES I YEAR 4.00 4.00 4.00 4.00 4.00 CATALYST COST PER BOTTLE 250.00 250.00 250.00 250.00 250.00 CATALYST COST PER YEAR 1000.00 1000.00 1000.00 1000.00 1000.00 CATALYST COST PER HOUR @I0GPH (note $0.875per 12 gph) 0.50 0.50 0.50 0.50 0.50 TOTAL FUEL BURNED I YEAR HRS X GAL 13000.00 13000.00 13000.00 13000.00 13000.00 FUEL REDUCTION: 0.05 0.08 0.09 0.10 0.11 FUEL CONSUMPTION PER HOUR: 6.50 6.50 6.50 6.50 6.50 GALLONS SAVED PER HOUR 0.34 0.52 0.59 0.65 0.72 GALLONS OF FUEL SAVED 682.50 1040.00 1170.00 1300.00 1430.00 COST PER GALLON 2.90 2.90 2.90 2.90 2.90 VALUE OF FUEL SAVED: 1979.25 301 6.00 3393.00 3770.00 4147.00 COST TO SAVE FUEL: CATALYST COST PER YEAR 1000.00 1000.00 1000.00 1000.00 1000.00 DELIVERY UNIT COST TOTAL (1 UNIT @ $950.00 DELIVERED 950.00 950.00 950.00 950.00 950.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIRST YEAR 29.25 1066.00 1443.00 1820.00 2197.00 FIRST YEAR INCLUDES AMORlZlNG DELIVERY UNlT TOTAL FUEL SAVINGS LESS COST PER ENGINE IN SECOND YEAR 979.25 2016.00 2393.00 2770.00 3147.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN THIRD YEAR 979.25 2016.00 2393.00 2770.00 3147.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FOURTH YEAR 979.25 2016.00 2393.00 2770.00 3147.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIFTH YEAR 979.25 201 6.00 2393.00 2770.00 3147.00 TOTAL SAVINGS AFTER 5 YEARS: 3946.25 9130.00 11015.00 12900.00 14785.00 Issue Date: Issue #I20 DecIJan 2009 Low sulfur fuel raises new issues for diesel operators Brian Rhoades and Dr. David Daniels Ever since the first professional mariners went to sea, they have learned to adapt to changes. The introduction of the internal combustion engine and more advanced control systems brought both benefits and challenges. The latest challenge is the impact of emissions regulations and subsequent changes in fuels needed to meet those emission standards. Mariners who need to deal with these dramatic changes may have very little knowledge of how they can impact operations, costs and equipment. The Clean Air Act has mandated that sulfur levels be reduced to less than 15 parts-permillion (ppm) in distillate fuels. A good source for information on the implementation dates of these changes can be found at www.clean-diesel.org.The Northeast and Middle Atlantic region are already at 500 ppm in marine diesel fuels. The remaining regions will switch to 500 ppm sulfur fuel by June 2010. All regions are scheduled to switch to Ultra Low Sulfur Diesel (ULSD), with a sulfur content of 15 ppm or less, in June 2012. One exception to these rules is California, which has already switched to ULSD fuel in many non-road applications. Although some of these dates are still well into the future, the reality is that refiners are now making ULSD which can be downgraded to LSD. The process of removing sulfur has caused changes in many other properties of the fuel. On-road fuels have already made the switch to ULSD, and the problems caused by the changes in the fuel characteristics are well known. Fortunately, solutions are known and already proven. Bringing the experience and lessons learned from on-road fuels to marine applications requires knowing what problems to look for. Some of these changes have already arrived in the marine market. For example, fuels with 19 ppm sulfur can be downgraded and sold as an LSD (500 ppm) fuel. This fuel would have the properties and problems associated with ULSD. The methods used in most refineries in North America to remove the sulfur are known as hydrotreating. These methods are very efficient at removing sulfur, but also make other physical changes to the fuel's chemical composition. The consequences of sulfur reduction include removal of natural lubricity compounds, natural conductivity properties and changes in combustion properties. Fuel serves three major functions in a diesel engine. It is the lubrication for fuel pumps and injectors, a coolant for the injectors and the energy source to drive the engine. The reduction in natural lubricity compounds leaves no protective barrier between metal surfaces, resulting in damage to vital engine components. This would be similar to, but not quite as drastic, as replacing lube oil with a solvent. Imagine the damage. For this reason ASTM, an international standards organization, put a lubricity specification on all D975 middle distillate fuels in 2005 in order to keep the fuels fit for purpose and protect consumers. A special fact to keep in mind is that the current lubricity test was developed to protect rotary fuel pumps and may not be the best indicator for modern fuel injectors or barrel and piston type pumps where clearances are smaller. Without the use of lubricity additives, most fuel would not have the lubricity required to protect the fuel injection systems. The ASTM specification requires that the wear scar from the lubricity test be 520 microns or less. There are many original equipment manufacturers that recommend a wear scar of 460 microns or even lower, and that is the European specification. The only way to determine if enough lubricity additive has been added to .the fuel is having the fuel tested using ASTM D6079. If it is determined that more lubricity is needed, there are several chemistries of lubricity improvers that have been used. With the higher treat rates needed for ULSD fuels, some of these additives have been found to cause problems. Mono acids, amides and dimer acids additives may react with water, caustic carryover or other additive packages that may be present in the fuel or lube oil. Fully synthetic esters do not cause these problems. The removal of sulfur and other compounds has decreased the fuel's conductivity, creating a potentially dangerous situation. A static charge can readily build up in .thefuel while it is being pumped and/or going through fine filtration. Unfortunately, ultra low sulfur fuels no longer have the ability to dissipate the charge without an additive. This can lead to sudden arcing or sparking in the vapor phase, often with catastrophic results. Static dissipater additives are required for ULSD fuels and most LSD fuel. These are added most often at the terminal. The ASTM specification for conductivity of a D975 fuel is 25 picosiemens/meter at time and temperature of loading. This specification is not found in marine fuels, which may lead to more dangerous incidents occurring. Another important word of caution when selecting a lubricity additive is that many lubricity additives have been proven to disarm the static dissipater additive over time. This can cause the conductivity of a fuel to drop to far riskier levels and result in the danger of ignition fiom static electricity. Fully synthetic esters have the least effect on static dissipater additives. Sulfur is antagonistic towards microbial growth, meaning that its presence helps control the reproduction and growth in fuel storage tanks and systems. The removal of the sulfur and phenolic compounds makes an ideal situation for microbial growth to occur. Biocides have been necessary in diesel fuel for years when the fuel is stored in certain regions. With the addition of B2 and B5 biodiesel blends into the fuel distribution network, the use of biocides may become a necessity. The Bxx blends can hold more water molecules in suspension, which spreads out where microbial, fungal, and yeast growth will occur. Proper housekeeping and the use of a biocide that works in both the water phase and the fuel phase is the only way to ensure that microbial problems are kept at a minimum. If light cycle oil (LCO) is added to the marine distillate fuel supply there can be serious stability issues and other problems. LC0 tends to degrade rapidly and turn to sludge. It may look like diesel fuel when it is new, but without stabilizers, it can clog fuel filters and lines. LC0 also has a low cetane number between 20 and 25, so it can contribute to rough starting, rough idling, poor combustion, deposit formation aid very high emissions, Additives containing a cetane improver can help to avoid these combustion problems and help to reduce emissions. The switch to LSD and then to ULSD can be a smooth transition if the proper steps are taken. Knowing what problems may occur and how to treat the fuel to avoid these problems is an important step. The maritime industry is under pressure to reduce emissions and improve efficiency. Maintaining engine reliability, while switching to these cleaner fuels is imperative for the clean and safe operation of vessels. The use of fuel treatment is present at the refineries and terminals, but to ensure vessel reliability it may be necessary to take additional steps. Brian Rhoades is Eastern regional marine manager for Innospec Fuel Specialties and holds a chief engineer licenseJFomthe US.Coast Guard. Dr. David Daniels is a director of research and development for Innospec and has almost 30 years of experience with middle distillate.fuels. HOW THE EES SYSTEM WORKS The burning of diesel fuel in an engine is a process which has some major inefficiencies. In particular a significant amount of the fuel enters the exhaust system without being burned or benefiting the engine. These unburned exhaust gases are mostly complex hydrocarbons plus other pollutants. Over the years the addition or subtraction of air has been a major factor in deciding how to get the most out of a particl-~larengine in the most efficient manner. The ideal fuel to air ratio, while agreed upon by most, leaves out a major part of the process. Not considered normally is the fact that only a portion of the oxygen in the air goes from stable to a radical state. Only oxygen in the radical state can enter into the combustionlburn process. Research has shown that platinum in its pure state can dramatically increase the percentage of oxygen that goes into the required radical state. By introducing platinum into the combustion process of a diesel engine, it is possible to increase the percentage of the fuel burned in the engine significantly. The most popular methods tried to achieve this process are to coat parts of the combustion chamber with plal:inuni, or to mix platir~uniwith the fuel. These methods are not satisfactory for any extended term for obvious reasons. Coating lacks durability over time and temperature and to replace 'the used catalyst is very difficult. Mixing the platinum in fuel is difficult as it must remain inert in the very fuel it is trying to affect until it reaches the temperature of combustion, and if left in a tank, must be remixed or turbulent to get even distribution. There is an efficient method where platinum is delivered into the engine in a precombustion condition through the air induction system. The primary benefit is the effect it has on the engine prior to the combustion process. Coming into the engine via the air intake system as an inert compound allows it not to be affected on most engines as it is transported to the combustion chamber. As the rising piston compresses the air and heats the chamber the platinum compound is transformed into pure platinum and a harmless salt byproduct that is consumed in the burning process. This platinum is pure before the fuel even reaches the injector and begins to break down soot particles that line the various parts of the chamber. Soot is like sandpaper in that it creates friction, accelerates wear, and generates excessive heat. This cleansing action eliminating the soot makes the engine far more efficient and extends its life. It also makes the lubricating oils more effective as they are not contaminated nearly as quickly. These actions are unique and predictable. . As the engine becomes cleaner, the platinum begins working on the fuel. Diesel fuel is made of simple and complex hydrocarbons. The simple hydrocarbons burn easily and at somewhat lower temperatures. The more complex hydrocarbons generally require a higher temperature to burn and, therefore, become a part of the exhaust. Platinum's reaction to the hydrocarbons in the fuel break some of the more complex chains into simple chains making them more burnable. The secondary process of this catalytic reaction is to create oxygen radicals which also increase the percentage of fuel burned. In a diesel engine fuel begins burning in the combustion stroke. There is a considerable amount of burning still taking place during the exhaust stroke and, if not properly treated, continues out the exhaust and into the environment. When more of the fuel is burned in the combustion stroke, less is burned in the exhaust stroke. Less fuel is required to do the same amount of work. Normally the cost of the system is far less than the cost of the fuel saved. Fuel burning in the exhaust stroke expands and pushes against the piston that is trying to expel everything in the chamber. This creates an engine vibration that is harmful and noisy. It occurs in all diesel engines. Lessening the effect adds life and efficiency to any engine. It also lowers the exhaust temperature which is the culprit in creating the Nitrous Oxides that are so harmful to our lungs. The lower the temperature of the exhaust and the lower the expulsion of hydrocarbons, the less ozone is created at ground level. These gases are normally discharged at the same level air conditioners collect their air and therefore the health factors are huge. The systems provided by EcoEmissions Systems also add other inherent components that have a positive effect on the odor of the diesel exhaust and further reduce the Nitrous Oxides. Finally, the most noticeable effect is the reduction of black smoke from the air. This unburned particulate matter is the cause of smog and odor and affects everything that lives. In a society trying to leave a better environment for future use, this is one of the most basic ways of doing so. The most interesting aspect of this system is that it basically costs nothing. It save more in fuel costs than it costs to use, and the byproduct is a engine that lives longer, runs quieter, and an environment that is certainly healthier in which to live for ourselves and our chilclren. Systems "BEST AVAILABLE CONTROL TECHNOLOGY" "MAXIMUM DEGREE OF REDUCTION INTHE DISCHARGE OF AIR POLLUTANTS(EMISSI0NS) ACHIEVEABLE THROUGH THE CURRENTLY AVAILABLE METHODS, SYSTEMS, AND TECHNIQUES WHILE TAKING ECONOMIC, ENERGY, ENVIRONMENTAL, AND OTHER COSTS INTO CONSIDERATION." THE PERFECT PRODUCT IS THAT WHICH CAN TAKE THE MOST AIR POLLUTANTS OUT OF THE EXHAUST AT NO COST AT ALL. THE EES PROCESS CLEANS THE SOOT OUT OF AN ENGINE AND CAUSES THE FUEL TO BURN MORE EFFICIENTLY WHICH ELIMINATES A VERY HIGH PERCENTAGE OF: PARTICULATE MATTER, NOx, HYDROCARBONS, AND CARBON MONOXIDE ALL WHILE REDUCINGBLACK SMOKE FROM THE EXHAUST. ONE PRODUCT ACHIEVES ULTIMATE BACT: Systems EES SYSTEMS COSTS LESS TO USE THAN WHAT IT SAVES IN FUEL. IT WILL ACTUALLY ACCOUNT FOR A PROFIT. ALL THIS WHILE MAKING A MAJOR REDUCTION IN YOUR ENGINE'S TOTAL POLLUTION AND CARBON FOOTPRINT. IT IS CALLED BACT!!! P.O. BOX 1318 MONROE, WA 98272 PH*: 360 794-9100 FAX*: 360 805-8565 WEBSITE: WWW.PJM-ECOSTAR.COM SYNTHETIC DIESEL FUEL TREATMENT with Sulfur Replacement Technology (SRT)rM BestLine SRTrM, the Ultimate Synthetic Diesel Fuel Protection: Maximizes Power and Compression Improves Mileage and Performance Reduces Harmful Emissions and Soot Cleans and Lubricates Injectors, Pumps and Valves Provides Quicker Starting in Cold Weather Sulfur Replacement Technology (SRT) TM is the science behind in diesel fuel will clean and lubricatethe fuel purrlpand valves and seats. BestLine's advanced Synthetic Dieselfuel Treatment. SRPMis designed SRPMwill extend the life of the fuel pump and injectors to their maximum. to improve the operational efficiencies of both older (pre-2006) and new SRTTM impedes algae from developingin storage and standing tanks. diesel engines (2 stroke or 4 stroke). SRT's superior lubrication will Regular use will dramatically improve engine perfornlance, economy and reduce the prematurewear that may resultfrom the reduction inlubricity reduce emissions and soot particulates. in Ultra Low Sulfur Diesel (LILSD) (15ppm sulfur).The HFRR Test (ASTM 0-975) demonstratedthat ULSD, with BestLine's SRPMadded, displayed Directions: For the most effective results add 3 oz to 10 gallons (90ml a reduction of over 25% in wear in metal to metal contact over LILSD to 40 Liters) for the initial treatment. Use 1 to 2 oz per 10 gallons without BestLine's SRT. Bestline's Diesel Fuel Treatment, with SRTTM, (30ml to 60ml per 40 Liters) thereafter. When fuel has been left standing is the most advanced diesel fuel treatment available. It containscetane it may slowly decompose, loosing its ability to meet peak performance enhancers, an anti-gel, algaecides and superior lubricants. SRTTMis standards, and in this case it may be necessary to add 2 oz per 10 gallons (60ml per 40 Liters) to improve performance. Available in 16 oz, 112 registered with the EPA (Environrnenta.1Protection Agency) under 40-CFR 79.23. SRTTMis compatible with all types of diesel fuel, including bio- gallon, 1 gallon, 2.5 gallon, 5 gallon, 55 gallon and volume shipments. diesel, summer, winter and arctic grades. Regular use of SRTT~W~II Material Safety Data Sheets are available on request, assure maximum engine efficiency, performanceand moisture protection. BestLine's SRFMSynthetic DieselFuel Treatment will clean and lubricate BestLine Research www,bestlinelubricants.com Made in 19736 the injectors for the most efficient combustion spray and burn. SRTTM SYNTHETIC DIESEL ENGINE TREATMENT DIESEL ENGINE MAINTENANCE with with Micro Lubrication Technology (ML73 lM Micro Lubrication Technology (ML 73 lM The Ultimate Synthetic Diesel Engine Protection The Ultimate Synthetic Diesel Engine Protection Exceeds Performance Standards for: Exceeds Performance Standards for: Reduced Friction, Temperatureand Wear Reduced Frlctlon, Temperature and Wear Maximizing Engines Performance and Fuel Efficiency Improved Fuel Economy Ultimate Protection While Reducing Emissions lrrrproved Performance Reduced Emissions BestLine Diesel Engine MaintenanceTM with Micro Lubrication Technology Maximized Engine Durability (MLO IM,is designed to be added to your oil with each oil change. After your diesel engine has been treated with BestLineDieselEngineTreatmentTM,adding Bestline Diesel Engine MaintenanceTM with each oil change will maintain ALL of the BestLine's DieselEnglne Treatment, with MicmLubrication Technology (MLO protection, economy and performance obtained from BestLine Diesel Engine rM, is the most advanced diesel engine oil treatment on the market today. This TreatmentTM. It will maintain the layer of polarized molecules that resists metalproducthas been tested in a variety of synthetic and mineral based engine oils using to-metal contact experienced during cold starts and under load. the most severe testing methods, with exceptional results. Micro Lubrication Technology (MLO rM provides layer of polarized molecules that ionically bond to BestLine Diesel Englne MaintenanceTM with MLPMwill: the engine's metal surfaces and resistmetal-to-metal contact experienced during Maintain the viscosity of your diesel engine's oil, even under cold starts and under load. Extensive testing has demonstrated that, when added the most sever running conditions; to diesel motor oils, either mineral or synthetic, BestLine's Diesel Engine Treatment Protectthe inner components of your diesel engine substantially reduces friction,temperature and wear. Severe engine-stand tests have from friction and wear; demonstratedthat motor oil containing BestLIne1sDiesel Englne Treatment will Prevent hot spots and protect your diesel engine from maintain viscosity, improve fuel consumption, and substantiallyreduce metal wear, extreme temperature; sludge and varnish. Clean ring groves for increasedcompression; and Reduce both sludge and varnish. Directions: Add 15% by volume to the diesel engine oil for. Thereafter, for each oil Directions: To provide the best protection for your diesel engine, add 12 oz (356 change, use BestLine's Diesel Engine Maintenance. BestLine's Diesel Englne ml) to every oil change. BestLlneDiesel EngineMaintenanceTM may be added Treatment can be added to either synthetic or mineral based oils. Available in: 16 to either synthetic or mineral based oils. For engines using more than five quarts oz, 1 quart, 1 gallon, 5 gallon and 55 gallon drums. of oil, add Diesel Engine Maintenance to equal 10% by volume. Available in: 12 oz, 1 gallon, 5 gallon and 55 gallon drums. MaterialSafety Data Sheets are available on request. Material Safety Data Sheets are availableon request. BestLine InternationalResearch Inc. www.bestlinelubricants.com Made In USA, 19736 BestLine International Research Inc. www.bestlinelubricants.com Made In USA, 19736 SYNTHETIC POWER TRAIN TREATMENT with Micro Lubrication Technology (ML T) TM The Ultimate Power Train Treatment: Exceeds all Performance Standards to ReduceFriction, Heat and Wear: Automatic Transmissions Standard Transmissions Transfer Cases Power Steeriug Differential Water Pump Lubricant The Ultimate Drive Line Protection: BestLine'sSynthetic Power Train Treatment, is the most advanced Water Pump: Enhancesthe efficiency of the pump, lubricate the product on tlie market today and will perform equally as well with bearing(s) while coating the radiator with a protective coating to synthetic or mineral based fluids and lubes. BestLine's Power reduce oxidation while improving and the flow of coolant. Train Treatment substantially reduces .friction, temperature and Directions: Automatic Transmission 6oz/180ml., Standard wear, while improving the efficiency of driveline, which can relate Transmission 4 oz/120ml, Power Steering 2 oz/60 ml, Water Pump to long term redl~cedrepair costs and fuel consumption. Lubricates 2oz/60 rnl, Differential 20z/ 60rr1l.Transfer Case Lube 4 oz. Custom the water purr~pfor longer trouble free life packaging on request. AutomaticTransmission: Cleans valve body and plates allowing for a more efficient shift and cooler operating temperature. Warning: Do Not Add To Brake Fluid Standard Transmission/Differential: Treats the gears, bearings and Syncro-plates with a protective coating that resists wear while Available in: 16 oz, 1 quart, 1 gallon and 55 gallon drums. allowi~igfor quicker and more efficient operation. Power Steering: Enhances the efficiency of the power steering Material Safety Data Sheets available on request pump, ram and any restrictive fittings, wliile reducing overall friction, wear and temperature. BestLineInternationalResearch Inc. www.bestiinelubricants.com Made in USA 19736 SYNTHETIC MLT 101@PENETRATING LUBRICANT with Micro Lubrication Technology (ML73TM BENEFITS: APPLICATION: Penetrates Rust and Corrosion Ur~limitedIndustrial Applications Lasting Lubricant Automotive and Garage Loosens Sticky Mechanisms Drilling and Tapping Lubricates as it Penetrates Electric and Air Tools Displaces Moisture Electrical Contacts Cleans and Retards Electrical Corrosion Rl~stedBolts and Mechanisms Treats and MaintainsMetal Cutting Edges Air Tools 1001 Uses as Lubricating Penetrant MLT 101@ is a synthetic industrial multi-purpose prevent oxidation and corrosion. MLT 101@ is the most penetrating lubricant with patent pending Micro advanced product for drilling, tapping, lathing or cutting Lubrication Technology (ML 7J TMMLT. BestLin e's ML T metals. 101@ is the most advanced multi-purpose industrial penetrating lubricant in the market. MLT 101@ was #I ENEMYOF RUSTand #I in LUBRICATION! formulated to work in the most extreme conditions to quickly penetrate rust and corrosion while providing a Available in: 1402 Safety Pump, Aerosol, I-gallon, 5 protective barrier of lubricant. MLT 101@ is designed to gallon and 55 gallon dr~~ms. meet the needs of the professionalin an industrial setting, or in the shop or garage. MLT 101@ will penetrate rust Material Safety Data Sheets available on request. while lubricating most everything mechanical, including electric and air tools. MLT 101@, with its superior dielectric BestLine International Research Inc. strength, can be used to clean electrical contacts and www.bestlinel~~bricants.com Made In USA 19736 BestLine Credentials: BestLine has been granted a license from the American Petroleum Institute (API) to produce and sell its own energy conserving motor oils. This license was granted because of the rigorous third party testing that has been performed on BestLine's products. Both BestLine's Diesel Fuel Treatment and BestLine's Gasoline Conditioner have been reqistered with the United States Environmental Protection Aqency. This registration proves that the EPA has reviewed all the components of these fuel additives and found, from an environmental point of view, that the components are compliant to the most recent EPA standards. (Note - there is no similar registration process for BestLine's other products.) BestLine supports the monitoring and review of its test data by the American Chemistry Council of Arlington, VA. On the 29th of August 2005 BestLine successfully passed an industry accepted "Sequence VIB" test at South West Research Institute in San Antonio Texas. The tests of BestLine's products were monitored and registered with The American Chemistry Council and the American Petroleum Institute (API). On the 4th of October 2005, BestLine successfully passed a Sequence VIBSJ at Southwest Research Insatitute. On the 24 March 2006 BestLine successfully passed the industry accepted "Sequence VIII" test at Intertek Automotive Research (formally EG&G - Perkin Elmer) also in San Antonio Texas. On the 8th of September, 2006, BestLine completed the HFRR (High Frequency Reciprocating Rig) Test, performed at Intertek Caleb Brett, at their California laboratory which demonstrated that BestLine's Diesel Fuel Treatment, when added to Ultra Low Sulfur Diesel (ULSD) fuel, was able to reduce wear by over 25% from what is deemed acceptable to use ULSD in 2006 or older diesel engines. BestLine has completed a number of third party non-bias Beta tests, involving racecars, passenger cars, Class 8 trucks, locomotives, etc., all with outstanding results. BestLine will continue to formulate, blend and package its products at an Ohio production facility. BestLine is dedicated to producing a full line of energy conserving products for the consumer and industry alike. STAR ': :::I '?*',*- [ ;J%l;*" td MARINE ENGINE CAT 3516 PROPULSION ENGINE - ANALYSIS OF COMBUSTION CATALYST SYSTEM (BREAK-EVEN) ANALYSIS PER ENGINE: 4% REDUCTION 6% REDUCTION 7% REDUCTION 8% REDUCTION 9%REDUCTION 2.50 I GALLON 2.50 I GALLON 2.50 I GALLON 2.50 I GALLON 2.50 I GALLON FUEL CONSUMPTION: 60 GPH 60 GPH 60 GPH 60 GPH 60 GPH ETI UNITS REQUIRED: TWO - E.E.S.-36 UNITS CATALYST REQUIRED: 3 BOTTLES / UNIT 6.00 6.00 6.00 6.00 6.00 CATALYST LIFE PER BOTTLE: 500.00 500.00 500.00 500.00 500.00 HOURS OF OPERATION I YR 4500.00 4500.00 4500.00 4500.00 4500.00 NUMBER OF BOTTLES / YEAR 54.00 54.00 54.00 54.00 54.00 CATALYST COST PER BOTTLE 450.00 450.00 450.00 450.00 450.00 CATALYST COST PER YEAR 24300.00 24300.00 24300.00 24300.00 24300.00 CATALYST COST PER HOUR @I0GPH (note $0.875 per 12 gph) 5.40 5.40 5.40 5.40 5.40 TOTAL FUEL BURNED I YEAR HRS X GAL 270000.00 270000.00 270000.00 270000.00 270000.00 FUEL REDUCTION: 0.04 0.06 0.07 0.08 0.09 FUEL CONSUMPTION PER HOUR: 60.00 60.00 60.00 60.00 60.00 GALLONS SAVED PER HOUR 2.46 3.60 4.20 4.80 5.40 GALLONS OF FUEL SAVED 1 1070.00 16200.00 18900.00 21600.00 24300.00 COST PER GALLON 2.50 2.50 2.50 2.50 2.50 VALUE OF FUEL SAVED: 27675.00 40500.00 47250.00 54000.00 60750.00 COST TO SAVE FUEL: CATALYST COST PER YEAR 24300.00 24300.00 24300.00 24300.00 24300.00 DELIVERY UNIT COST TOTAL (2 UNITS @ $1,650.00 EA DELIVERED Al 3300.00 3300.00 3300.00 3300.00 3300.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIRST YEAR 75.00 12900.00 19650.00 26400.00 33150.00 FIRST YEAR INCLUDES AMORlZlNG DELIVERY UNlT TOTAL FUEL SAVINGS LESS COST PER ENGINE IN SECOND YEAR 3375.00 16200.00 22950.00 29700.00 36450.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN THIRD YEAR 3375.00 16200.00 22950.00 29700.00 36450.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FOURTH YEAR 3375.00 16200.00 22950.00 29700.00 36450.00 TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIFTH YEAR 3375.00 16200.00 22950.00 29700.00 36450.00 TOTAL SAVINGS AFTER 5 YEARS: 13575.00 77700.00 111450.00 145200.00 178950.00 STAR TEST RESULTS FOR HOS BROS CONST :t>Y,L$?&.?-jR&ff\'E MACHINE: KOMATSU PC400LC-7 #3134 W/ TIER IIENGINE DESCRIPTION BASELINE TEST 500 HOUR TEST ItW HOUR TEST % OF CHANGE FROM BASELINE MACHINE MAKE: KOMATSU MACHINE MODEL: PC6OOLC-7 MACHINE SERIAL NUMBER: 20170 MACHINE FRAME HOURS: 2417 2815 3535 ENGINE MAKE: KOMATSU ENGINE MODEL: SA6D140E3 T-ll SA6D140E3 T-ll SA6D140E3 T-ll ENGINE HOUR SINCE REBUILD: 2417 SINCE NEW 2815 SINCE NEW 3535 SINCE NEW TEST CONDITIONS: DATE OF TEST: 3-26-2008 7-28-2008 1 1-1 7-2008 TIMEOF TEST: 1:20 PM 9:45 AM 1:45 PM HOURS RUN ON E.T.I. UNIT: 0 398 1134 AMBIENT AIR TEMP 57.8F 70.3 53.3 RELATIVE HUMIDITY 69.1 41.7 67.5 EXHUAST TEMPERATURE STACK TIP 341F 309F 301F DECREASE 40F TURBO 401F 363F 346F DECREASE 5% SMOKE OPACITY 12.9% 11.7% 10.3% DECREASE 20.1% STD EPA FUEL TEST - 2 HOURS 7.2 GAL I 2HRS 6.55 GAL I 2HRS 6.45 GAL I 2HRS DECREASE 10.4% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. STAR BORAT12WE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#:360 805-8565 TEST RESULTS FOR BUSE TIMBER MACHINE: CATERPILLAR 9888 LOGGER SIN: 50W01260 EMISSION TECH UNIT: 601 5003005614 DESCRIPTIQN BASELINE TEST 500 HOUR TEST %OF CHANGE MACHINE MAKE: CATERPILLAR CATERPILLAR MACHINE MODEL: 9886 LOGGER 9886 LOGGER MACHINE SERIAL NUMBER: 50W01280 50W01280 MACHINE FRAME HOURS: 540 (NEW METER) 1160 HRS IND. 30,000 PLUS HRS 30,000 PLUS HRS ENGINE MAKE: CATERPILLAR CATERPILLAR ENGINE MODEL: 3408 3408 ENGINE HOUR SINCE REBUILD: UNKNOWN UNKNOWN TEST CONDITIONS: Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. STAR BORATlVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#:360 805-8565 TEST RESULTS FOR: NORTHWEST CONSTRUCTION MACHINE: KOMATSU PC600LC-7 ECO-EMISSION UNIT: E.E.S-12 SIN: 601 5003005823 DESCRIPTION BASELINE TEST 400 HOUR TEST % OF CHANGE MACHINE MAKE: KOMATSU KOMATSU MACHINE MODEL: PC6OOLC-7 PC6OOLC-7 MACHINE SERIALNUMBER: 20170 2001YR 20170 2001YR MACHINE FRAME HOURS: 5633 601 8 ENGINE MAKE: KOMATSU KOMATSU ENGINE MODEL: SA6D140E3 SA6D140E3 ENGINE HOUR SINCE REBUILD: 5633 SINCE NEW 6018 SINCE NEW TEST CONDITIONS: DATE OF TEST: AUG 28,2008 NOV 15,2008 TIME OF TEST: 2:30 PM 2:45 PM HOLIRS RUN ON E.E.S. UNIT: -0- HRS 385 - HRS AMBIENT AIR TEMP 81.6F 52.3F RELATIVE HUMIDITY 44.2 91.3 EXHUAST TEMPERATURE AT EXHAUST -TIP: 494 429 DECREASE: 6 5 ~ AT TURBO: 564 495 DECREASE: 69F SMOKE OPACITY 56.2 40.3 DECREASE: 28.3% STD EPA FUEL TEST - 2 HOURS 10.4 GAL I 2HRS 8.65 GAL I 2HRS DECREASE: 16.8% PLEASE NOTE: THE EXCESSIVE BLACK SMOKE APPEARS TO HAVE BEEN REDUCED QUITE A BIT AS VERIFIED BY THE REDUCTION IN OPACITY. THE ENGINE STILL APPEARS TO HAVE AN EXHAUST LEAK BETWEEN #5 & #6 CYL Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measl-ireagainst future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. 1 STAR COLLABaRATBVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#: 360 805-8565 TEST RESULTS FOR: RED-E-TOPSOIL, INC MACHINE: CAT 980G S1N 2KR02762 ECO-EMISSION UNIT: E.E.S-12 SIN: 6015003005612 DESCRlPTlQN BASELINE TEST 500 HOUR TEST % OF CHANGE MACHINE MAKE: CATERPILLAR CATERPILLAR MACHINE MQDEL: 980G 980G MACHINE SERIAL NUMBER: 2KR02762 2KR02762 MACHINE FRAME HOURS: 20433 20950 ENGINE MAKE: CAT CAT ENGINE MODEL: 3406TA 3406TA ENGINE HOUR SINCE REBUILD: 2940 3457 TEST CONDITIONS: DATE OF TEST: 2-15-2008 5-15-2008 TIME OF TEST: 11:30 AM 6:40 AM HOURS RUN ON E.T.I. UNIT: 0 517 AMBIENT AIR TEMP 39 F 48 F RELATIVE HUMIDITY 53.5% 57.8% EXHUAST TEMPERATURE 579 F 483F DECREASED 96 F SMOKE OPACITY 12.7 10.6 DECREASED 17% STD EPA FUEL TEST - 2 HOURS 14.1 12.8 DECREASED 9.3% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of startirlg with your fuel at a mark that car1be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. STAR BORATIVE TEST RESULTS FOR: WATSON ASPHALT ECO-EMISSION UNIT: E.E.S-12 DESCRIP'TION BASELINE TEST 500 HOUR TEST 96 QF CHANGE MACHINE MAKE: CATERPILLAR CATERPILLAR MACHINE MODEL: 980G SERIES II 980G SERIES II MACHINE SERIAL NUMBER: AWH02459 AWH02459 MACHINE FRAME HOURS: 6077 6489 ENGINE MAKE: CATERPILLAR CA'TERPILLAR ENGINE MODEL: 3406TA Tier ll 3406TA Tier ll ENGINE HOUR SINCE REBUILD: 6077 6489 TEST CONDI'TIONS: DATE OF TEST: 1-16-2008 8-1 2-2008 TIME OF TEST: 10:40 AM 2:20 pm HOURS RUN ON E.T.I. UNIT: 0 412 AMBIENT AIR TEMP 34F 86.2 F RELATIVE HUMIDITY 74.2 38.5 EXHUAST TEMPERATURE 449 F 381 F Decrease 68 F SMOKE OPACITY 27.39% 20.8% Decrease 24% STD EPA FUEL TEST - 2 HOURS 9.7 GAL I 2HR 8.8GALl2 HR Decrease 9.3% (HIGH IDLE - NO LOAD) Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX*: 360 805-8565 STAR BORATSVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#:360 805-8565 TEST RESULTS FOR WATSON ASPHALT MACHINE: CAT 980G SIN: 9CM02088 UNIT#: 59 ECO-EMISSION UNIT: E.E.S-12 SIN: 601 5003005618 DESCRIPTION BASELINE TEST 500 HOUR TEST %OF CHANGE MACHINE MAKE: CATERPILLAR CATERPILLAR MACHINE MODEL: 980G 980G MACHINE SERIAL NUMBER: 9CM02088 9CM02088 MACHINE FRAME HOURS: 10033 10536 ENGINE MAKE: CATERPILLAR CATERPILLAR ENGINE MODEL: 3406TA 3406TA ENGINE HOUR SINCE REBUILD: 10033 10536 TEST CONDITIONS: DATE OF TEST: 1-1 6-2008 5-13-2008 TIME OF TEST: 9:35 AM 11:40 AM HOURS RUN ON E.T.I. UNIT: 0 503 AMBIENT AIR TEMP 34.2 F 56.8 F RELAI'IVE HUMIDITY 66.3 74.2 EXHUAST TEMPERATURE 487 F 393 F DECREASE 94F SMOKE OPACITY 42.7 38.7 DECREASE 9.3% STD EPA FUEL TEST - 2 HOURS 12.6 GALLONS 11.55 GALLONS DECREASE 8.30% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that car1 be duplicated. The erlgine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. STAR BORATIVE P.O. BOX 1318 MONROE, WA 98272 pH#: 360 794-9100 FAX#:360 805-8565 TEST RESULTS FOR: MILES SAND & GRAVEL MACHINE: CAT 980H SIN: JMS00839 UNIT 586 ECO-EMISSION UNIT: E.E.S-12 SIN: 6015002003005625 MACHINE MAKE: CAT ERPILLAR CAT ERPILLAR MACHINE MODEL: 980H 980H MACHINE SERIAL NUMBER: JMS00839 JMS00839 MACHINE FRAME HOURS: 5948.5 6614.7 ENGINE MAKE: CATERPILLAR CATERPILLAR ENGINE MODEL: C15 ATAAC C15 ATAAC ENGINE HOUR SINCE REBUILD: 5948.5 6614.7 TEST CONDITIONS: DATEOF TEST: 3-8-2008 5-1 4-2008 TIME OF 'TEST: 1:45 PM 4:05 PM HOURS RUN ON E.T.I. UNIT: 0 666.2 AMBIENT AIR 'TEMP 44.3 F 56.7 F RELATIVE HUMIDITY 68.4 63.2 EXHUAST TEMPERATURE 415 F 349 F DECREASED 66F SMOKE OPACITY 9.63% 6.86% DECREASED 39.6% STD EPA FUEL TEST - 2 HOURS 11.4 GALLONS 10.35 GALLONS DECREASED 9.2% Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that car1be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption may improve up to a efficiency rate determined by the engine. Demonstration Sheet Emissions Technology lnc. 3620 E. Wer Ave Phoenix, Arizona 85040 (602)288-01 11 htt~://www.emissionstech.com 12 - 7 Freightliner 2004 DD Series 60 Engine JFuel Savings of 12.3% J Fuel Consumption before.....5-0mpg J Fuel Consumption after.. . .....5.6 mpg J Catalyst Run Time of 400 hours J Approx.Annua1 NET Savings..$4,500 J Driver Comment- "Iwent more miles and drove faster uphill (with greater ease) with less fuel" Arizona Materials Phoenix, AZ * Field Results Supplied by EP'- - Emissions Products International, LLC. m7400 W Detroit St Ste 150 Chandler, AZ 85226 (877) EPI-INTL DC-100 OTR Application Heritage Trucking -Phoenix, AZ AugustDctober 2005 Two Kenworths Engines: Cat. & Cummins AVG. Fuel Consumption before - .......... -4.93mpg AVG. Fuel Consumption after - ..............5.50 mpg Percent Fuel Savings................10.6% Emissions Products international, LLC 7400 W. Detroit Street #I 50, Chandler, Arizona 85226 USA @ (480) 705-4444 or (877) EPI-INTL @ e-mail: infoaepi-intl.com Demonstrationsheet Emissions Technology lnc. 3620 E. Wier Ave Phoenix, Arizona 85040 (602) 288-01II htt~:Ilwww.emissionstech.com SAE J1321 Test Performed 2005 KenworthMixer Cummins ISM 4Fuel Savings of 11.3 h0 * 335HP Fuel Consumption before .4.13 mpg* Fuel Consumption after....4.60 mpg* Fuel Savings ................O.47 mpg* Fuel Saved in 400 Hours .............................203 Gallons* Approx. Annual NET Savings ......................................$1550 * Numbers Based off of SAE J1321 Test ' Field Results Suppliedby EF' Emissions Products International. LLC. 15024 S. 2 1 Place Phoenix. AZ - 85048 = (877) EPI-INTL En~ssio,~sProducfsI~ternadliofial~LLC DC-100 OTR Application Desert Fleet-Serv - Phoenix, AZ June - November 2005 P lsuzu Cab-over P Fuel Consumption before- ... ...................................8.97 mpg k Fuel Consumption after.... ...................................... 9.92 mpg 3 Percent Fuel Savings...... ........................................ .10.7% >Fuel Saved.. =0.5 gallons/hour > Gallons Saved in 400 Hours ....................200 gallons Emissions Products International,LLC 7400 W. Detroit Street #l5O, Chandler, Arizona, 85226 USA @ PHN: (877)EPI-INTL @ e-mail: info@epi-intl.com EMiSSlONS DemonstrationSheet T ~ c@CH Y ' Y ..,<- I I;, ~ ~ -1 -. '^ - -.- &, .',"_ s-' .I- -" --* - ----.-,- . --,- I *. V'.,- L -+*--.*--"-,--,*a -F-,%.* ".--?--"--* Emissions Technology Inc. 3620 E. Wier Ave Phoenix, Arizona 85040 (602) 288-0111 htt~://www.emissionstech.com Kenworth On-Road Truck Cummins Big Cam 2 400 48.5% Fuel Savings 400HP El Fuel Consumption before .........5.44 mpg Fuel Consumption after ........-4.98mpg Fuel Savings ........................48 mpg Approx. Miles Driven per Year 100,000 Approx. Gallons Saved/Year ........1700 El Current Price of On-Road Fuel ......$2.80 PI Estimated SavingsNear ............$4760 Field Results Supplied by AgFuel Technologies. PO Box 5748 Mohave Valley, AZ 86446 928-330-3402 DC-100 Tub Grinding Application S. M. Smith & Son, Inc., Charlotte, NC Hogzilla TC1564P Tub Grinder CAT 3412@1,00Ohp Twin 'turbo Fuel Consumption before .... ......................................... 28 gph Fuel Consumption after ....... ........................................ 22 gph Fuel Savings................... .. .I 6 gph Percent Fuel Savings.........22% Catalyst Run Time of 400 Hours x 6 gph saved = app. 2,400 gallons saved Emissions Products Internationai, LLC 15024 S. 21s' Place, Phoenix,Arizona, 85048 USA 602-549-7935 @ e-mail: infoaepi-intl.com DC-100 Pavement Profiler Application Delta Contracting, Haw River, NC CMI Terex PR5OOC Roto Mill CAT 3408@530 hp Fuel Consumption before ....... 16.6 gph Fuel Consumption after.. ......l4.1gph Fuel Savings............................ -2.5gph Percent Fuel Savings.. .............15 % Catalyst Run Time of 440 hours x 2.5 gph saved =app. 1,100 gallons saved CMI Terex PR 500 C Pavement Profiler DC 100 Mounting inside engine compartment Air intake fittings from DC 100 ';[cl;i[~el- ~ f ? ~ ( ' . i - \ .:\(':is\ i, zild \,iyEl.>;\ 943 Sandswood Drive e Gastonia, NC 28054 sp Phone 8001775-6078 s Fax 7041868-5876 @ ii\i\i..ci~si!lstezi).~i'r BY MICHAEL EversinceWesternTowboat's OceanNavi- ment in air emissions, said Eco Star's Paul Mas- $ 0 CROWEY, gator was built in Seattle in 1986, the en- son. ki CORRESPONDENT gine room installation of its two 1,550-hp Over 5,000 of the combustion catalyst systems Caterpillar 3516 engines was similar to hundreds have been installed on land-based engines, includof other conventionally powered tugs. Late this ing trucks, off-highway earth moving machinery summer, however, a new device was attached to and generators."But this is the first major marine panels behind the tug's starboard engine with a client,"said Masson, who added that the equipfeed connected to the engine's intake. ment hasn't had to be adapted for marine engines. Two black cases on the panels hold several clear "It's treated just likea normal installation." bottles containing finely ground platinum held in suspension in propylene glycol and distilled water. NOT A FUEL ADDITIVE Above the bottles are pumps with hour meters. Masson emphasized that the combustion cata- These items are the key ingredients of the Eco lyst system is not a fuel additive. It's not mixed Emissions combustion catalyst system from Eco with the fuel in any way. Star in Monroe, Wash. If things work as planned, The platinum-based catalyst is injected as a the Ocean Navigator'sCat engines should see a vapor into the engine intake. At low speeds and drop in fuel consumption along with an improve- idling, the pumps provide the vapor, but as the www.workboat.com OCTOBER 2008 WORKBOATas seen in the pages of WorkBoatmagazine consumption when ignition takes place. drop in NOx emissions and particulate Between Aug. 25 and Sept. 2, the Along with a more complete burn, a matter, according to Masson. Ocean Navigator made a nine-day trip couple of other things also occur. First, that allowed Masson to establish base the layer of soot in the engine from FUEL SENSORS lines on the two engines for fuel and unburned hydrocarbons is burned up, Needing accurate fuel consump- temperature readings. The combustion which cleans up the top of the piston, tion by the two Cat diesels, Masson catalyst system was not used on either the face of the head, cylinder walls and equipped each engine with an Austrian- engine during this trip. piston rings. This cuts friction. made Kral flow meter system. The On the next three trips, the star- Second, with not as much un- problem with most electronic monitor- board engine will have the combustion bumed fuel in the exhaust, the exhaust ing systems on modern diesels, Masson catalyst system engaged while the temperature is lowered, which has a said, is "they just take readings that are port engine will be operating without tremendous effect on engine longev- constant averages," whereas the Kral it. Relative fuel consumption will be ity. Masson said it helps extend the flow meter system "is spot specific." carefully monitored. The first 10-day time between engine rebuilds from 20 "It takes whatever that moment is, trip began on Sept. 5. "This trip will percent to 30 percent. under whatever the load factor is. It tells bum out the soot and clean up the A more complete fuel bum, less soot, how much fuel is going through sensor engine. On the next two, we should see lower exhaust temperature -take all A- and notes the temperature -and differences in fuel consumption and those things together and you have a tells how much is coming back through see the engine stabilize with the unit on much more efficient engine. the return sensor. You get a true burn it. We'll get more accurate numbers of "Depending on the engine and its rate and a true gallon consumption." what is happening," Masson said. application, you could reduce the fuel Masson added that Eco Star paid to Another thing the three trips will consumption by six to 14 percent," have the Kral system and its sensors show is how much catalyst is required Masson said. IS09000 certified, which guarantees for a Cat 3516 in a marine applica- Another benefit is improved air emis- "all the sensors have an accuracy with- tion. The combustion catalyst system sions. There will be a 50 to 60 percent in one-tenth of one percent," he said. is on about 80 land-based gensets with www.workboat.com OCTOBER 2008 WORKBOATas seen in the pages of WorkBoatmagazine 2
Limitations of Translatable Documents
PDF files are created with text and images are placed at an exact position on a page of a fixed size.
Web pages are fluid in nature, and the exact positioning of PDF text creates presentation problems.
PDFs that are full page graphics, or scanned pages are generally unable to be made accessible, In these cases, viewing whatever plain text could be extracted is the only alternative.