Reverso Blog

Keep up with the current news, products and articles from Reverso.

Fall Sale - On the Products You Really Need

Tammy Anstett - Thursday, November 01, 2012

Stop by our Sale page this month for outstanding deals on some of our best-selling items. Hurry - these prices are for a limited-time only.

 

Gear Pump 311 AC - Light Duty is a self-priming gear pump that can be used for diesel, oil, and water.

120V, 60 Hz with Reversing Switch (28-3399)    List Price $580    Sale Price $295
120V, 60 Hz with On/Off Switch (28-3401)          List Price $580    Sale Price $295 

 

Gear Pump 312 - Medium Duty is a self-priming gear pump for oil, diesel or water with a reversing switch.


12V with Reversing Switch (30-2239)    List Price $579    Sale Price $289

24V with Reversing Switch (30-2240)    List Price $579    Sale Price $289

 

Oil Change 3010 - Light Duty fast lube oil change system with a gear pump. One of our TOP selling versions on sale!!

12V with 3 Valves (42-2343)    List Price $675    Sale Price $337.50
24V with 3 Valves (42-2353)    List Price $675    Sale Price $337.50

Oil Change 700 - Heavy Duty fast lube oil change system 700 Series with gear pump.

24V with 5 Valves (44-2409)    List Price $1529    Sale Price $764.50

UPDATE: SALE EXPIRED

The Low-Down on Ultra-Low-Sulfur Diesel Boat Fuel

Tammy Anstett - Friday, November 18, 2011
The Low-Down on Ultra-Low-Sulfur Diesel Boat Fuel - Anything to Worry About?

http://www.boatus.com/seaworthy/magazine/SeaOct11_UltraLowSulfurDiesel.pdf

ALEXANDRIA, Va., November 17, 2011 - As a way to reduce particulate matter, ultra-low-sulfur diesel (ULSD), with only 15 ppm or less of sulfur, was mandated for use in most vehicles, boats and machinery as of December 2010. As a practical matter, however, ULSD has been around since late 2006 when 2007 model year vehicles with more advanced emissions control devices began requiring its use in cars. And since most fuel refiners don't have the capacity to offer more than one type of diesel, it's also been sold at marinas ever since.


During that time, the BoatUS Damage Avoidance Program has kept a close look out for any potential problems with the newer, environmentally-friendly fuel. Recently, the boat owner association's Damage Avoidance Program publication, Seaworthy, The BoatUS Marine Insurance and Damage Avoidance Report, investigated the issue and has these findings to share:

Lubricity: In diesel engines, having enough "lubricity" in the fuel is critical - without it, the engine would grind itself to a premature death. A lot of publicity has been given to ULSD because the process of removing sulfur from diesel fuel also removes much of the fuel's lubricity. Contrary to what some have said, however, lubricity is not a problem with ULSD. Minimum lubricity is a requirement of the ASTM-D975 diesel fuel standard and oil companies typically use a synthetic additive to return fuel to its pre-ULSD lubricity levels.  

Cetane: All diesel fuel must have a cetane rating of at least 40. Most regular diesel fuel has a cetane rating of 43 to 45, which should be fine for most boat engines.  The good news is that the cetane numbers remained the same with ULSD.

Gaskets: When the transition was made to low-sulfur diesel (LSD) in 1993, there were problems with leaking gaskets. Newer gaskets that resist leaking were developed, but there were some fears that the gaskets might not stand up to ULSD. After talking to numerous marina owners and engine manufacturers, leaking gaskets don't appear to be a problem.

Water and "Bugs": Microbial growth - bugs - need water to grow and have always been a concern with diesel fuel. ULSD holds less water than older, higher-sulfur fuels, which means that any water entering the tank is less likely to be absorbed and instead more likely to become a breeding ground for bugs. Biocides (and cold weather) kill the bugs but their tiny little carcasses pile up in funereal goo at the bottom of the tank. Tanks may need to be cleaned more often to prevent clogged filters and corrosion. The best defense is to keep tanks as full as possible (especially over winter storage) and keep a routine eye on the water separator.

Courtesy of NEWS From BoatUS
Boat Owners Association of The United States
880 S. Pickett St., Alexandria, VA 22304
BoatUS Press Room at http://www.BoatUS.com/pressroom 

 

Don't Let This Happen to You: All is Lost Due to Bad Fuel

Tammy Anstett - Thursday, November 10, 2011

Struggling Barge Now Completely Underwater Off Miami Coast
November 9, 2011 10:10 PM

For full story, click here: http://miami.cbslocal.com/2011/11/09/sinking-barge-off-miami-beach-moved-to-deeper-water/

MIAMI (CBSMiami) – A foundering barge is now completely underwater 20 miles off the coast of Miami.


In the afternoon, photos from boats and planes monitoring the progress of the doomed barge show it standing up in the water, perpendicular to the waves, like a giant exclamation point. Many of the containers have fallen from the barge, and are in the water surrounding or are already headed to the bottom.

“The barge has flipped over and the stern is in the air, and we are monitoring the situation, helping to see if we can expedite the sinking of this barge,” said Capt. Chris Scraba, commander of Coast Guard Sector Miami.

The Coast Guard has been working with the barge and the tug that had been towing it for 3 days, after the tug Sante Tio lost power due to bad fuel.

That sent the tug and the barge, which is more than 200 feet long, adrift in heavy seas. The barge started taking on water, and spent much of the day Tuesday listing in the waves.

“It appears at least half the barge compartments have been compromised and their flooded.” Cory Offutt, owner of Tow Boat US Miami, told CBS4′s David Sutta as they flew over the scene Wednesday.

Salvage companies from across South Florida have tried to save it but in the end couldn’t.  “It’s pretty impressive that it’s still floating, ” Offut said. “It’s amazing the owner is going to lose his barge and his business.  It’s dramatic in a lot of different ways.”

” By sinking the vessel out in 2 thousand feet of water,” Capt. Scaraba said, “we have done the best we can to ensure the environment is safe, and that there is no damage to the environment.”

The cause of the stranding is still under investigation, but the tug and barge began the trip in Haiti, and it’s there has been speculation the tug could have taken on contaminated fuel that fouled it’s engines.

The barge has been valued at $350 thousand.

 


September Special - Free Additive with DFS Cart Purchase

Tammy Anstett - Friday, September 16, 2011
 
 
Increased Combustion Efficiency and Less Maintenance  

ILFC Ten 35 Combustion Catalyst, Burn Rate Modifier and Lubricant offers complete combustion thereby producing more useful energy while reducing soot and smoke. It’s also highly concentrated – 1 oz. treats 80 gallons of diesel fuel.  

ILFC Ten35 Provides:

  • Greater Fuel Efficiency
  • Stabilized Fuel in Storage
  • Reduced Combustion System Wear
  • Reduced Particulate              

ILFC Ten35 Helps:

  • Demulsify Fuel
  • Inhibit Fuel Tank Corrosion
  • Eliminate Algae Growth
  • Prevent Catalytic Oxidation
 
A Primary Filter is Already in Place – Use It to Polish Your Fuel

The only true Fuel Polishing Module available. Just add the filter of your choice.

  • Easy to install module turns any filter into a comprehensive fuel polishing system.
  • Works with most standard filters. Choose the filter that suits your needs. (e.g. Separ Filter, Racor, Fleetguard, Yamaha, Sierra, Baldwin, Cummins, Mallory, Dorman, Fram, etc.)
  • Compatible with middle-distillate fuels and fuel oils (not gasoline)
 
 
Learn More About Portable Fuel Polishing

You can have the efficiency of a built-in system with the convenience of portability. With a 630 GPH (2,400 LPH) flow rate, the DFS Cart provides the power necessary to remediate and clean tanks up to 3000 gallons. Utilizing a Separ Filter, the Cart eliminates sludge and water buildup in the tank, has 99.9% water separation (Certified TUV report using SAE J1839) and 99% particulate removal.

An electronic control box with 5-hour mechanical timer, LED indicators for element replacement and backflushing, safety shutdown and alarms for clogged filter and water make cleaning your diesel fuel easy, convenient and economical. Learn more here.

 

Fuel Polishing - New diesel fuel standards discussed at Seawork

Tammy Anstett - Tuesday, June 14, 2011
09 Jun 2011
http://www.maritimejournal.com/news101/new-diesel-fuel-standards-discussed-at-seawork

Changes to the standards for marine diesel fuels have been causing anxiety and some confusion throughout the industry.

The Institute of Marine Engineering, Science and Technology (IMarEST) Small Ships Group has published a fuel guidance booklet to help maritime and inland waterway operators learn about the new regulations for red diesel fuel.

Alan Cartwright, Marine Engineer for the Port of London Authority and maritime industry consultant to the UK Department for Transport (DfT), co-edited the booklet with Colin Crimp and will give a presentation about the new regulations at the Seawork 2011 Conference on Thursday 16 June at 14:00.

The EU Directive 2009/30/EC, which came into force in the UK on 14 January 2011, introduced new standards for marine diesel fuel to be used for inland waterways and recreational craft when not at sea. There are engineering implications from these changes to fuel, which may affect the reliability of engine performance and could impact upon navigational safety. The purpose of the booklet is to help guide boat owners, operators, engineers and surveyors in adopting procedures that allow for safe operation and navigation within these amended fuel standards.

The background of this new Directive lies in the general consideration of health and environmental issues and the fulfilling of the European Community’s commitments on ‘greenhouse gas’ emission targets resulting from the Kyoto Agreement, adopted in 1997 and subsequently coming into force in 2005.

In the United Kingdom, the DfT has sought to implement the Directive through an amendment to existing regulation, namely ‘The Motor Fuel (Composition and Content) Regulations 1999’, which was enacted as Statutory Instrument 2010 No. 3035 ‘The Motor Fuel (Composition and Content) and Merchant Shipping (Prevention of Air Pollution from Ships) (Amendment) Regulations 2010’.

In March 2010, DfT prepared a draft amendment document and initiated a 12 week consultation process with interested parties including fuel suppliers, engine manufacturers, transport organisations and other user groups. This consultation was subsequently extended to six months, closing on 30 September 2010. The revised amendment, incorporating the results of the consultation process, were drawn up and laid before the UK Parliament on 23 December 2010 and entered into force on 14 January 2011.

As a marine industry response and significant contribution to the consultation process, the Small Ships Group of IMarEST held a seminar at the National Maritime Museum, Greenwich, on 20 October 2010. The seminar was supported by the PLA, Conidia Bioscience Ltd and the Passenger Boat Association. It was entitled ‘A Marine Fuel Forum’ and presented a number of operational, scientific and technical papers, which informed the debate and the DfT consultation process.

A number of changes to red diesel fuel specification are caused by the new regulations, of which some information and advice has become available in the specialist press. While trials on engines have shown that the much lower level of sulphur in the new fuel is not a significant problem (as the fuel distillers and blenders have included lubricity additives to compensate for the sulphur’s most useful property), allowance in the regulations for the inclusion of up to 7% biodiesel (Fatty Acid Methyl Ester or FAME) remains of concern.

FAME is known to be hygroscopic (it picks up moisture from the surrounding air) and provides a food substance for microbiological contamination to be able to grow in tanks or fuel systems, where fuel is not turned over regularly (within 3 to 6 months). Where vessels lay up, with fuel in tanks topped up for periods exceeding 6 months, the risks of gross system contamination are very real indeed and could lead to sudden power failure, with subsequent navigational danger and risk to life.

This IMarEST Small Ships Group guidance booklet explains where the regulations apply (in which waters and for what operations), what the risks are in using the new fuels, and how best those risks can be avoided. Included in the guidance is a directory of useful companies and organisations, which can give guidance to sources of red diesel fuel that is compliant with the regulations, yet free of the potentially hazardous FAME. Also given are details of specialist companies that can provide testing systems for fuel and, should the worst happen, others who can help clean tanks from contamination and prevent reoccurrence.

The guidance booklet can be downloaded, for a nominal fee, from the IMarEST website shop, using the following link:

http://www.imarest.org/Community/TechnicalActivities/SpecialInterestGroups/SmallShipsGroupSSG/SSGPap


Fuel Polishing - Keeping Genset Fuel Flowing During Disasters

Tammy Anstett - Friday, June 10, 2011
Keeping Genset Fuel Flowing During Disasters
Developing A Strategy To Ensure The Availability Of Fuel For Your Generator System Is A Key Element Of Disaster Planning.

By Robert M. Menuet, PE, GHT Limited, Arlington, Va.
06/01/2011

Originally published at: Consulting-Specifying Engineer

Mr. Menuet states that as part of your disaster plans you should "consider installing a fuel filtering or polishing system that will remove moisture and help prevent fuel degradation. Sediment that can build up in the bottom of storage tanks can be stirred up when fuel is delivered, often resulting in clogged filters and injectors, or decreased engine performance.

Fuel polishing and filtration helps minimize this buildup. Also consider fuel additives that will prolong fuel life, suspend contaminants so they can be trapped by the system filters, protect against corrosion, and prevent biological growths."

To view the article in its entirety, read below or click here.



Full Article
Our commercial, government, and institutional operations depend on the continuous availability of electrical power to run critical equipment. Prolonged, large-scale power outages, though rare, have significant financial and service delivery impacts. You need to be ready when disaster strikes.

Disasters vary in type and severity. Fuel supply planning for local severe weather events and regional blackouts is vastly different from the strategies required to defend against an unforeseeable terrorist attack or an extraordinary natural catastrophe such as Hurricane Katrina. The considerations outlined in this article are intended to guide you through the planning process to defend against reasonably predictable disasters.

Diesel vs. natural gas

Diesel-fueled generators are better suited for larger power requirements than natural gas-powered generators, yet require more physical space and maintenance to sustain a reliable fuel source. Building owners typically select natural gas generators when they require a lower initial capital investment and prefer not to maintain an on-site fuel supply.

Because natural gas is supplied by the local utility and delivered underground, the primary factor that building owners can control in relation to disaster defense is the purchase of non-interruptible service. Your utility will typically charge a slightly higher rate in exchange for a guarantee of fuel availability during a local disaster event, but many owners find this preferable to managing a diesel fuel supply for their generator.

When choosing between natural gas and diesel, it is important to note that natural gas generators may not satisfy local life safety requirements. If the utility source is not deemed reliable for emergency operations by the local authority, diesel engine generators are generally the only practical alternative.

For buildings that shelter critical business functions or have other high availability requirements, the decision to use an on-site diesel-powered generator is often made as part of overall disaster planning. Once this choice is made, there are numerous factors that can influence the configuration of the fuel supply. Considerations that can make this process more manageable include:

  • Fuel quantity
  • Refueling availability
  • Storage and compartmentation
  • Fuel quality
  • Safety and security

Fuel quantity

Identifying the amount of fuel needed to power your critical equipment during a reasonably predictable natural catastrophe is the first step. A rough consumption calculation for diesel generators is 7 gallons of fuel per hour for each 100 kW of generator rating; i.e., a 200 kW generator would consume 14 gallons of diesel fuel per hour. A typical goal for on-site storage is three days’ worth of fuel. A site requiring a 2 MW generator installation should have approximately 10,000 gallons of available stored fuel to provide a three-day supply. To ensure the necessary amount is on hand in the event of a disaster, you should factor engine exercising into your equation, and understand that refilling a partially depleted storage tank may not be practical until sufficient fuel is depleted to justify a fuel delivery. Purchase a storage system that will accommodate your disaster-threshold fuel plus the amount you will consume for engine testing as part of regular maintenance.

When determining the amount of fuel to store on-site, you must consider the criticality of your location and the nature of your operation at the site. If your facility provides critical functions required for your business that are not duplicated in another location, a larger quantity of fuel should be considered to ensure continued operations during an extended power outage. Consider the impact an extended utility outage would have on your organization’s bottom line. The data center of an online retailer would likely face far greater revenue losses during an extended power outage than the administrative office of a sales force that telecommutes and travels on a regular basis. Storing fuel can be expensive, so a business case should be developed that considers capital expenses and risk factors. Weigh the installation costs and maintenance requirements of storing fuel against the financial impacts of downtime—including the direct costs of lost revenue, recovery of operations, and the potential loss of customers.

According to the American Red Cross, “As many as 40% of small businesses do not reopen after a major disaster like a flood, tornado, or earthquake. These shuttered businesses were unprepared for a disaster; they had no plan or backup systems.”

Refueling availability

Refueling availability will impact your decision on how much fuel to store on-site. Is it financially and logistically feasible to store all or some of the desired amount in your building or on your property? Can you arrange to have a supplier outside of the region bring fuel when needed? In the second scenario, the fuel supplier down the street may be affected by the same natural disaster, so arranging delivery assurances from several geographically disparate suppliers may make sense. Selecting remote suppliers that use different transportation routes can further ensure refueling availability when a disaster has a widespread impact. Typically it is not practical—logistically or economically—to store more than several days’ supply on-site, so a balance between on-site storage and delivery assurances from suppliers should position you to survive an extended loss of electrical power.

Storage and Compartmentation

On-Site Storage—For the fuel you store on-site, the first consideration is conforming to local and state codes, Environmental Protection Agency (EPA) regulations, and National Fire Protection Association guidelines. Codes are intended to safeguard buildings and their occupants, while EPA is primarily concerned with the environmental impact of spills. Sustainable design certifications that encompass building energy usage, such as the U.S. Green Building Council LEED program, may also influence how much and where the fuel is stored.

The amount of on-site fuel storage will likely dictate storage locations and configurations. Large amounts of fuel are typically stored outside the building, either in above- or below-ground tanks. Below-grade storage requires EPA compliance for leak monitoring, and may necessitate groundwater monitoring and other spill detection methods. Local and state codes may have additional requirements for outdoor storage solutions.

For outdoor generators, engineers often specify that the fuel be stored in belly tanks under the generator. This can be a convenient, space-saving option, though there is a practical limit to the amount of fuel a belly tank can hold. If a tank is too large, stairs, platforms, or ladders may be required to gain access to service the generator. If a belly tank is too small, your operating time will be limited if it is your only method of storage. Discuss these considerations with your operations and maintenance staff.

In-building storage may be the best solution for smaller amounts of stored fuel. It also offers better protection from temperature fluctuations, weather events, and tampering. An example from Hurricane Katrina illustrates this point. As noted in “FAILURE OF INITIATIVE: Final Report of the Select Bipartisan Committee to Investigate the Preparation for and Response to Hurricane Katrina,” “Many of the parish EOCs [Emergency Operations Centers] and public safety facilities were wiped out or flooded. Jefferson Parish…was in better shape to respond because it had protected its EOC. Jefferson Parish Emergency Manager Dr. Walter Maestri explained the EOC was in a hardened facility—an old incinerator with cement walls—with the command center, living quarters, and emergency generator all on upper floors...[and] it was able to keep operating at some level.”

Fuel stored within your facility will require compliance with building codes, local and state codes, and building insurance requirements. Building and structure insurance policies often have strict requirements for the type and amount of fuel and storage equipment.

Compartmentation—While compliance with building codes and other mandatory requirements will result in a safe installation, there are other choices a user can make to improve the availability of the stored fuel. Compartmentation can help safeguard some or all of your reserve if a single localized event occurs, such as an explosion or fire. With compartmentation, the total amount of fuel is divided among multiple tanks. Fire- and blast-resistant separating-structures ensure there are barriers between tanks to prevent a local event from affecting the entire supply.

Compartmentation also supports the availability of backup fuel if one tank develops quality problems. Also, the use of multiple storage vessels helps limit cross-contamination should one tank be replenished with contaminated fuel.

Fuel quality

If you store fuel on-site, consider installing a fuel filtering or polishing system that will remove moisture and help prevent fuel degradation. Sediment that can build up in the bottom of storage tanks can be stirred up when fuel is delivered, often resulting in clogged filters and injectors, or decreased engine performance.

Fuel polishing and filtration helps minimize this buildup. Also consider fuel additives that will prolong fuel life, suspend contaminants so they can be trapped by the system filters, protect against corrosion, and prevent biological growths.

Temperature Considerations—Atmospheric temperatures can affect fuel quality. At approximately 30 F, fuel begins to cloud as the paraffin in the fuel starts to solidify. At 15 F, this solidification can turn into wax and can be severe enough to clog filters in the system.

Most providers offer winter blends designed to minimize clouding. If financial or logistical reasons necessitate the use of a summer blend fuel as you enter colder weather, other strategies to prevent this problem include additives, heat trace of piping, and immersion tank heaters.

Safety and security

Ensuring the safety of building occupants and the security of your fuel supply is fairly straightforward. During facility design, provide a rated room for fuel and generators stored in the building. Locate it near a loading dock or other low-traffic area, and provide controlled access. When using outdoor storage, critical facilities will likely have perimeter security in place to safeguard their fuel supply and generators. For less intensive facilities, secure walls or fencing around the fuel storage tanks is the most common protection strategy.

Planning ahead

It is impossible to predict every disaster scenario that could impact your fuel supply. But with early, careful planning, you can determine the amount, availability, storage, protection, and quality of a fuel supply that can support your operations through many of the most common natural catastrophes that occur in your region. A balanced strategy that considers costs and risks will ensure the success of your plan.
*****************
Menuet is a senior principal with GHT Limited, where he focuses on the design of mission-critical facilities for many clients with high availability needs. A professional engineer with more than 26 years of experience, he earned a Bachelor of Science in Mechanical Engineering from the University of Virginia.

Oil Change question - GP-311P

Tammy Anstett - Tuesday, May 31, 2011
Q: Is the GP-311P suitable to use on diesels that has about 80 liters of oil to change? Do you recomend running the engine before pumping oil out using the GP-311P?

A: The GP-311P is a very capable pump and would easily drain 80 liters of oil from the engine. The engine should be run until the oil temperature reaches about 110 to 120'f (43-48'c) as a matter of practice. This does two things.

First it circulates the oil and causes the dirt in the bottom of the sump to go into suspension. This allows the dirt to be removed and not left behind.

Second it makes the oil flow much easier and will drain quicker.

The pump is capable of 3.5 gpm (13 lpm) and won't take long to drain. The cold oil going back in will take a little longer but will do the job.

Keep in mind that the 13 lpm rating is providing that the oil is being drawn through the large hose that comes with the unit. If you intend to use the dip stick wand, it will be reduced to less than half the flow and will take much longer.


Fuel Polishing Modules

Tammy Anstett - Wednesday, May 25, 2011


What Reverso Pumps Offers for $599

Everyone Else at $599

Fully operational Fuel Polishing Kit for Do-It-Yourself ease         
No
Cleans a 100 gallon tank in one (1) hour
Requires two (2) days
Integrated shut-down switch
No
Audio / Visual alarms
No
Digital Timer
No
Can polish 3,024 - 3,744 gallons per day
Can polish only 50 gallons a day
Available in DC 12V and 24V
No
Compatible with diesel, biodiesel and kerosene
Yes
Can be used as a circulation system
Yes
Compact size
Yes


Upcoming Tradeshows

Gary Glass - Wednesday, May 18, 2011
Make sure to visit us or contact us to schedule a meeting at any of the events listed below.

  Tradeshow / Exposition Dates / Location Booth Additional Info
The Multi-Agency Craft Conference (MACC) provides a forum for open exchange and discussion about boats and craft between government agencies and the maritime community. The primary focus is the dialog between the Department of Defense and other government agencies on common issues unique to boats and craft in their service. 6/13-16, 2011
Virginia Beach,
Virginia
B7  
Commercial Marine Expo is the Atlantic Seaboard’s largest commercial marine trade show. Whether you are in the military, work the tugs, repair or build ships, handle port operations or fish for a living, CME is your best opportunity to compare, price and purchase the latest equipment and gear. 6/22-23, 2011
Norfolk,
Virginia
241 Presentation by John Napurano, President
The Greener Side of Diesel Fuel
6/23, 1:00pm-1:45pm
This session will explain how the effects of biodiesel, stored diesel fuel that has not been properly maintained and the pitfalls of using degraded fuel compromise the engine's fuel efficiency, safety and performance longevity.
The International WorkBoat Show is the largest commercial marine tradeshow in North America serving people and businesses working on the coastal, inland and offshore waters. At the show you’ll find thousands of innovative products and professionals from around the U.S. 11/30-12/2, 2011
New Orleans, Louisiana
2059  
POWER-GEN International is the industry leader in providing comprehensive coverage of trends, technologies and issues facing the generation sector. As the need to operate more efficiently and cost-effectively becomes increasingly important, no other event bridges challenges with solutions like POWER-GEN International. 12/13-15, 2011
Las Vegas,
Nevada
5929  

Limited Time Sale - Diesel Fuel Service Cart

Gary Glass - Monday, May 16, 2011


UPDATE: SALE EXPIRED

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