Feb 7, 2014 ELV Systems
The best part of an AirVac central vacuum system is what it doesn’t have: noise, inconvenience, and dust. Much less dust left behind – in your rugs, on your furniture, in the air and in your family’s lungs. Traditional vacuum cleaners allow too much dust to recirculate – on your rugs, on your furniture, throughout your home. The result: indoor air pollutant levels two to five times – and in some cases 100 times higher – than outdoor levels.
AirVac Central Vacuum Systems previously manufactured by M&S Systems are now manufactured by Linear LLC. M&S Systems has been an industry leader in the design and manufacture of built-in, electronic home amenities for over 50 years.
AirVac Red Series: The AirVac Red Series Bagless Central Vacuum System is a bagless central vacuum power unit. The Bagless Central Vacuum System is modular in design with nested components that reduce storage space and shipping costs. The nested design also simplifies handling, installation and service.
AirVac Blue Series: The AirVac Platinum Series Disposable Bag Central Vacuum System is a disposable bag central vacuum power unit. It is modular in design with nested components that reduce storage space and shipping costs. The nested design also simplifies handling, installation and service.
AirVac Accessories: Home Controls also carries a vast collection of tools, hose and replacement parts.
Post written by: Home Controls
Sep 19, 2013 Home Automations
- Sold Individually
You won’t get a charge out of these bags from Cables Unlimited. Anti-static bags protect sensitive items from damage due to static electricity, dirt and moisture. Anti-static bags effectively eliminate the hazard of static damage to sensitive electronic components during packaging, storing and shipping.
Cables Unlimited ACC-1471 6 x 8-Inch Metalized Anti Static Bags – 10 Pack
Sep 2, 2013 Energy Talks
With a little fanfare Caterpillar announced last week they’re shipping a diesel engine driven generation set to electric motor hybrid drive bulldozer. The D7E model is in the upper midsize range with the Cat C9.3 ACERT(TM) diesel engine rated at 235 net horsepower (175 kW) driving a powerful electrical generator that produces AC (alternating current). Then the current flows through special armored cables and military-grade connectors to a solid-state inverter, that forwards the AC current to the propulsion module. It’s a series type hybrid that has clues for everyone else.
Within the propulsion module are two heavy-duty electric motors using the AC current that drives through common gearing into the differential steering system. Power from the steering system is transferred via axles to the mechanical, double-reduction final drives to provide smooth, infinitely variable driving force to the tracks.
Noteworthy is that this system does not use hydraulic pumps and motors for power transitions. Hydraulic hybrids are much more common than regular folks realize from self-propelled and riding lawn mowers, Bobcat loaders on to large farm machinery and some models of those giant mining trucks.
What Caterpillar has done is engineer the pattern set out in diesel locomotives where a diesel engine to hooked to a generator powers electric motors for the drive wheels. The cream is in the efficiency numbers.
Caterpillar is claiming, and the numbers will likely be borne out by buyers is 10% to 30% lower fuel use per hour that would move at least 10% more material per hour as the blade size is larger than the engine with transmission model. That should take overall efficiency to an average or better than 25% more work for unit of fuel. Across the whole of the earth moving industry that would add up to a significant amount of diesel fuel.
Another benefit is the near elimination of dragging one side to steer. Cat’s brochure claims 50% better steering performance, which in tighter working quarters where there is a lot of directional change has to be better than the 50% number.
For up time situations where dozers see a lot of continuous use, Cat points out that the electric drive model has 60% fewer moving parts. They expect up 50% longer life from the propulsion unit and the lower track and suspension units should come in lasting 35% to 70% longer. One could think electric drive is gentler on the tracks and suspension.
Electric drive brings serious improvements to operational and life expectancy costs. Add to that there are some things such as the transmission that need lots of lubricating oil, filters and attention, which are simply missing, saving a lot of maintenance costs. The power train maintenance remaining has doubled time periods before attention in needed.
Cat began its effort to engineer electric hybrids drive back in the 1990s. At brochure writing there were 18 dozers running at customer’s sites following 50,000 hours of laboratory development and test site work, so far.
The engine runs in a narrow rpm range between 1,500 and 1,800 rpm, instead of between 1,600 rpm and 2,200 rpm in the conventional D7R Series 2. Because it drives a generator instead of a powershift transmission, the D7E’s engine doesn’t need to rev as high or low to regulate speed. The D7E produces slightly lower power than the Cat 3176 engine in the conventional D7R—however, increased drive train efficiency allows the D7E to deliver better performance from less horsepower, resulting in improved productivity and lower fuel consumption.
Current flows from the generator through special armored cables and military-grade connectors to a solid-state inverter, then to the propulsion module. Within the propulsion module are two heavy-duty electric motors that drive through common gearing into the differential steering system.
Advanced electronics provide DC (direct) current to power the accessory system. The modular heating and air conditions system, water pump and battery charger are electrically powered for maximum reliability in varied conditions. The engine has no accessory drive belts, everything is direct or electric drive.
Customer testers are saying things like, “It feels like it has the power of a D8, Never stops. Great looking dozer. Great visibility to the work area.” The D7E sports a very spacious and comfortable cab. Setup with a guidance system, it’s a very good finishing machine.
The customers like all the adjustable settings on the controls and arm rests, and like not shifting gears and letting the dozer do the work. The lighting is “awesome” on this dozer when equipped with a 10 light group package.
The machine is extremely quiet and starts great in cold temperatures. The dozer and steering controls are very responsive. Track speed control is really good when going over a crest and there’s good side-to-side stability. The electrically controlled hydraulic system is very fast and responsive. Customers are consistently confirming the 10-30% fuel economy advantage. In some applications, greater economy benefits are reported. Just what those applications are is of considerable interest.
Pricing for an initial purchase for a new D7E with electric drive will be approximately 12% less than a larger class D8 and about 20% more than the conventional D7R. That would make the buying minus operating costs savings balance in a 2 ½ year payback compared to a conventional machine. Cat would do well to try a little harder to drive down the purchase price.
The Cat Dealers are now taking orders for production that began in October 2009.
The dozer is in limited production during the ramp up, with full production capacity due in early 2010. The conventional D7R Series II will remain available until mid 2010 suggesting that the conventional design is on its way out if the press release writer got the matter correct.
The stepping down from diesel locomotives to huge mining trucks and now the popular midsize bulldozer shows all consumers that the series hybrid can pay off handsomely for fuel and operating costs. Here Caterpillar is showing with increasing accuracy the benefits that the series hybrid offers in performance and operating costs. Caterpillar dozers while common are by no means the kind of unit volume a popular automobile model would propose. One should expect that a series hybrid auto could be less costly to buy than the same car with a larger motor, transmission and all the needed support equipment. Price parity should include some battery or capacitor storage and still get price parity.
Cat is also making clear that the next step can have a major impact on oil use, running expense and product lifetime. Its been known for decades in the railroad business and now in earth moving that series hybrids are very efficient, now its tricking to smaller machines. Series hybrid light trucks and automobiles should come soon, saving those buyers a lot of fuel and maintenance costs with better performance.
I can assure you of one thing, if this weren’t worthwhile, Caterpillar would not be offering such a machine. Series hybrid works.
The original post: New Energy and Fuel
Aug 20, 2013 Refrigeration
It used to seem like motor carriers would “look the other way” when it came to the way shippers filled out their bill of ladings. As long as the freight class that went along with the description was “close“ to what they were shipping, the carriers never bothered with it. However, now there is too much of an extra revenue source for the carriers to ignore these poorly filled out descriptions and have incentivized dock workers to capitalize on shippers who do not fill this out the proper way.
The biggest mistake people make when filling out a bill of lading is they simply put a basic description of the product like “plastic figurines”. The problem is that plastic figurines are a density item according to the NMFC and can be classified at any class from a 70 to a 400 (which is a difference of about 250% in price).
Without a classification number, the carriers have every right to bill out at a class 400 if “plastic figurines” is all they are given. The proper way to describe this item on a bill of lading is to write a description which includes the NMFC issued number. This is a perfect way to describe this item “Plastic Articles, NMFC #157320 Sub 8, Class 85.”
Elizabeth LaFleur, freight auditor for Logistics Management, Inc., says shippers will cut down on a lot of headaches if they followed this simple process. LaFleur says, “When a carrier see’s a poor description, they red flag it and can classify it at a much higher class. If the description on the bill of lading is vague, a lot of times there is nothing that can be done to fight it. However, if the item number is on the bill of lading then there, is no problem.”
Not only can this be a hassle, the cost can be significant to a shipper. The way it is nowadays in the freight world is if a shipper does not fill out their bill of lading accurately they get nailed not only with the difference in the freight class but also with a “Weight & Inspection” fee which can be as high as $30.00.
What a Bill of Lading Should NOT Look Like
Recently I visited a prospect that was getting overwhelmed with Weight & Inspections from carriers. They pulled their bill of ladings for me and on them was the description for “tools”. There was two problems with this description. First, “tools” is too vague of a description and second, they were actually shipping drive shafts and other engine parts for race cars.
Don’t laugh, they are not alone. In fact, many shippers have similar scenarios. What is a familiar story at a lot of companies is that some carrier rep provided a description 20 years ago and that is the way bill of ladings have been filled out ever since.
There is no descriptions in the NMFC for just “tools” so this description would trigger dock workers to perform a W&I to change the class. You can bet they will change it to the highest possible class for a tool.
What was interesting in this example is that when we properly classified their products, most of the engine parts were actually a lower class than the class the carriers were billing them at under “tools”.
By doing nothing more than helping this customer to fill their bill of lading properly this customer lowered their freight cost by about 12%. Of course, the president of that company and I are friends for life now.
What can you do?
There are two things that you can do to eliminate carrier inspections. First, get the weight right. Once the carriers determine you to be one who “guesses low on weight”, then you are flagged in their system. You will be nailed every time by W&I teams.
Secondly, and most important: be as accurate as possible with your description. Make sure you have the most up to date NMFC number followed by the description (the way it is read in the NMFC). When your bill of lading is properly filled out, the clerk at the carrier is more likely to move to the next bill of lading.
What a Bill of Lading Should Look Like
This is the text book way to fill out a bill of lading.
Now it is very important to follow these instructions more than ever. Not only are the carriers looking for the extra cash, the NMFC guide is changing all the time. Sometimes they are making change which make the classes higher. Sometimes they are actually changing them to be lower. The most important part is get with someone who is very familiar with the NMFC guide and get them to properly fill out your bill of lading the correct way.
Article written by Tim Walsh
Tim Walsh Logistics Management Inc. 908.879.2940 firstname.lastname@example.org
Truckload…Flatbed…Rail Shipments : 800.426.8896 # 5
The original is here: Cooler Connection
Tags: First, freight class code surge protector, NMFC, pay less, shipping, Weight Inspections, what does a bill of lading look like, what does a freight bill look like, what does bill of lading look like