April 13, 2012

MEMORANDUM

To:

Caterpillar Owners Group: M. Skeete (WRB Enterprises), C. Ince (Grenada Electricity Services), C. Francis (Bahamas Electricity Corporation), M. Polonio (Provo Power Company), F. Williams (Turks & Caicos Utilities), M. Riddle (Dominica Electricity Services), D. Parsons (Caribbean Utilities Company), M. Sturr (BMT / U.S. Coast Guard), W. Wah (American Electric Power), J. Ren (Caterpillar)

From: Subject:

G. Thompson (MPR Associates) Meeting Report for Caterpillar Owners Group (COG) Meeting on November 15-16, 2011

Enclosed is the report for the Caterpillar Owners Group meeting held November 15-16, 2011 in San Juan, Puerto Rico. This report documents the discussions held during the meeting. It also documents action items that were identified and assigned during the meeting. Please take a moment to review Appendix C and complete any open action items assigned to you. Enclosure

Caterpillar Owners Group (COG) Meeting Report

November 15-16, 2011 San Juan, PR

320 KING STREET

ALEXANDRIA, VA 22314-3230

703-519-0200

FAX: 703-519-0224

http:\\www.mpr.com

Page 2 of 17

Contents
1. 2. 3. Purpose ................................................................................................................. 4 Adminstrative Details ........................................................................................... 4 Operating Experience........................................................................................... 4 3.1 3608 Fuel Injector Failures Due to Cavitation .............................................................5 3.2 3616 Overhaul ..............................................................................................................6 3.3 Fuel-Related Issues .......................................................................................................7 4. Parts and Vendor Issues ...................................................................................... 9 4.1 Service Letters - Continued Product Improvements (CPI) ...........................................9 4.2 CPI Issues from Recent TC Conference .......................................................................9 4.3 Update on Tier 4 Engine Components and Retro-Fit Options .....................................9 4.4 Caterpillar Acquisition of Motoren-Werke Mannheim ..............................................10 4.5 SpecSizer Tool for Generating Sets ............................................................................10 5. Condition Monitoring / Preventive Maintenance .............................................. 10 5.1 USCG Lube Oil Analysis Program.............................................................................10 5.2 Caterpillar SOS Oil Analysis ......................................................................................11 6. Training ............................................................................................................... 11 6.1 Training by Caterpillar and/or Its Dealers ..................................................................11 6.2 Tour of RIMCO Caterpillar ........................................................................................14 7. COG Budget, Planned / Proposed Tasks and Group Status ........................... 15 7.1 Budget Status ..............................................................................................................15 7.2 Planned / Proposed Tasks ...........................................................................................15 7.3 Status of COG .............................................................................................................15 8. Closing Items ...................................................................................................... 15 8.1 Review of Action Items ..............................................................................................15 8.2 COG Email Signature .................................................................................................15 8.3 Deadlines for Issue of Meeting Agenda and Minutes ................................................15

Page 3 of 17 8.4 Frequency of Meetings ...............................................................................................16 8.5 Next Meeting Date and Location ................................................................................16 8.6 Election of New COG Chairman ................................................................................16

Page 4 of 17 April 13, 2012

MEETING REPORT

Date: Place: Subject: Attendees:

November 15-16, 2011 Carib Hilton, San Juan, Puerto Rico Caterpillar Owners Group (COG) Meeting See Appendix A

1.

PURPOSE

The purpose of the meeting was to discuss technical issues pertaining to Caterpillar 3500 and 3600-series engines and diesel generators. Summaries of discussions that occurred are presented in the following sections. Appendix B contains a copy of the meeting agenda.

2.

ADMINSTRATIVE DETAILS

The meeting was called to order at 8:25 a.m. on November 15th. Mr. William Wah (AEP), the current chairman of the COG, welcomed attendees. The attendees introduced themselves. Dr. Gary Thompson (MPR) updated attendees on the condition of Mr. Mark O'Connell (MPR), the project manager of the COG, who could not attend the meeting for health reasons. A list of the meeting attendees is included as Appendix A. Mr. Wah reviewed the agenda for the meeting. He also indicated that the minutes for the previous COG meeting in May 2011 had been drafted, but not issued. The approval of the minutes was deferred to allow members to review the draft and provide comments. Mr. Wah reviewed the status of action items assigned during previous COG meetings. These actions, along with the person/organization assigned responsibility for completing them and their current status, are summarized in Appendix C. Mr. Wah stated that he has continued to work on increasing membership in the COG. He stated that the Catawba Nuclear Power Plant was a potential new member, and that he would like to reach out to the plant and invite personnel to attend a future meeting. Mr. Wah asked the meeting attendees if it was OK for him to invite Catawba personnel to a meeting. The attendees were unanimously in favor of Mr. Wah doing so.

3.

OPERATING EXPERIENCE

Members discussed failures that have occurred since the last COG meeting, including troubleshooting, cause determination and compensatory and corrective actions.

Page 5 of 17 3.1 3608 FUEL INJECTOR FAILURES DUE TO CAVITATION

Mr. Matthew Sturr presented information regarding recent failures of fuel injectors on the Caterpillar 3608 Main Diesel Engines (MDEs) of 225' buoy tenders, including the USCGC ELM, USCGC HOLLYHOCK and other ships. A copy of Mr. Sturr's presentation is included in Appendix D. Mr. Sturr reported that on one of the USCGC ELM MDEs, the Cylinder #2 injector failed in the compressed position. This resulted in excessive rocker arm to push rod clearance and caused damage to the push rod and rocker arm button. Mr. Chris Francis asked about the condition of the camshaft lobe for the affected fuel injection pump. Mr. Sturr responded that the cam survived; however, part of the rocker arm assembly was "mushroomed" by the push rod, and the pushrod and rocker arm assembly had to be replaced. Mr. Justin Providence asked how long the engine ran with the stuck injector. Mr. Tim Cotton responded that he was not sure and that he would have to ask. Mr. Providence added that the individual exhaust temperature probes should have picked up the stuck injector. Mr. Dale Jacobs responded that the injector could have been stuck for a few minutes before the ship realized there was a problem. He added that a similar problem also occurred on another USCG ship and the entire cylinder suffered damage. The cause of the injector failures was first thought to be the result of water contamination in fuel tanks. The USCG investigated this cause, and considered cleaning fuel tanks as a potential solution. Mr. Sturr reported that the injector from the USCGC ELM was sent to Mr. Bob Hall (Caterpillar) for inspection. Mr. Hall determined that the injector failure was due to cavitation damage from insufficient fuel pressure and fuel aeration. During the meeting, Mr. Hall added that 3500-series engines are less sensitive to fuel pressure variations than 3600-series engines due to difference in injector design. The USCG is working closely with Caterpillar to determine a solution for the problem. Specifically, Mr. Sturr asked Mr. Hall if Caterpillar wanted a platform to study the cavitation issue. Mr. Hall stated that Caterpillar would like to identify an engine where cavitation is a recurring problem, and then use that engine for testing. He added that they would like to make adjustments to the engine to make cavitation occur and stop, and take fuel pressure readings at various places during both. Mr. Hall presented a check sheet showing the locations where fuel pressure readings would be taken, and the recommended fuel pressures at each location. A copy of Mr. Hall's presentation is included as Appendix E. Mr. Sturr stated that the USCGC ELM and/or HOLLYHOCK may be available for Caterpillar to use for fuel pressure testing. Mr. Hall requested that Mr. Sturr provide the injector failure rate for these two ships, as well as any available reports related to the failures. Messrs. Sturr, Hall and Mike Weiland (Caterpillar) discussed what gauges would be required to make the fuel pressure measurements on the USCG engines. Mr. Sturr asked for the part number for a gauge that could be used. Mr. Weiland replied that he would provide the part number. Finally, Mr. Sturr stated that the USCG would be interested in a booster pump option for the fuel system as a potential way of mitigating the injector failures. He added that Caterpillar might be able to learn something from Mustique since they have booster pumps (but on a C175 engine, not a 3600-series engine). Mr. Michael Polonio stated that he is also interested in the cavitation issue, and that he planned to collect fuel pressure data for all of the 3600-series engines at Fortis TCI to send to Caterpillar.

Page 6 of 17 Mr. Hall asked Mr. Polonio if Fortis TCI was experiencing fuel injector seizures, to which Mr. Polonio answered "Yes." Mr. Robert Gruszkowski (USCG) stated that the USCG is having more problems with remanufactured injectors than new injectors. Mr. Hall replied that remanufactured injectors use a new plunger and barrel set; however, this may have been a valid concern in the past because the remanufacturing procedure was not strictly followed. He also reminded attendees that all 3600-series injectors experience some level of cavitation. 3.2 3616 OVERHAUL

Mr. Francis presented information regarding the recent overhaul of one of the two Caterpillar 3616 engines at Bahamas Electricity Corporation's (BEC) Marsh Harbour power plant on the Great Abaco Island. A copy of Mr. Francis' presentation is included in Appendix F. Mr. Francis stated that BEC has two Caterpillar 3616 generating units. The units were installed in 2001 and are rated at 4.4 MW each. Mr. Francis stated that the engines have had a number of problems recently, including (1) that they would not start (fuel coolers needed to be added), (2) their turbochargers needed to be remanufactured, (3) lube oil was found in the cooling system (due to faulty oil coolers), and (4) high lube oil consumption. He added that BEC is currently in the process of completing the second major overhaul of the engines. Mr. Francis stated that BEC is currently concerned with high lube oil consumption on the MH#9 3616 engine. He stated that the unit had to be de-rated to 4.2 MW due to the oil consumption. Mr. Francis stated that no unusual wear of engine components that could lead to excessive oil consumption was found when the engine was disassembled for overhaul. He asked the group for possible reasons for the excessive lube oil consumption. Mr. Hall stated that Caterpillar recommends cylinder heads with 30 valve seats in high ambient temperature applications (such as in the Caribbean) rather than heads with 20 valve seats. Mr. Polonio stated that Fortis TCI had problems with excessive lube oil consumption when using heads with 20 valve seats on their Caterpillar engines. He added that the plant is now using heads with 30 valve seats on the engines and the excessive lube oil consumption has stopped. Mr. Polonio stated that excessive lube oil consumption can occur if the oil mister is not properly adjusted and that it was very important for BEC to verify this. Mr. Osorio stated that he knows that BEC is using heads with 30 valve seats on the engine. Mr. Hall responded that the cause of the excessive lube oil consumption was probably not the type of cylinder head used. Mr. Osorio stated that the MH#9 engine at BEC had an oil consumption of 0.724 gal/hr at 100% load, which is a normal value. Mr. Osorio provided information for estimating lube oil consumption, as well as the data for BEC's lube oil consumption. These are provided in Appendix G. Mr. Providence stated that data from before and after the recent overhaul was needed to determine if there was, and continues to be, a lube oil consumption problem. Mr. Polonio stated that unless the level of wear is significant and visible, you cannot simply check the running surface of cylinder liners and make a conclusion about their contribution to excessive oil consumption.

Page 7 of 17

Mr. Francis stated that he wondered if the problem was related to the oil mister pump. Mr. Sturr stated that there is a procedure for properly calibrating the pump. Mr. Hall stated that the oil mister pump can be disconnected when using cylinder heads with 20 valve seats. He added that if this is done when using cylinder heads with 30 valve seats, then you need to check for valve recession. Mr. Polonio stated that if oil misters are adjusted and operating properly, then there is no need to disconnect them, regardless of which heads are being used. Mr. Hall responded that this was correct. Mr. Sturr stated that the USCG would like to disconnect the oil misters on the main engines of 225' buoy tenders. He added that he thought these engines would be good candidates for having the misters disconnected. Mr. Hall agreed. Mr. Francis asked Mr. Hall if excessive oil consumption could occur for some other reason. Mr. Hall responded that he learned from his experience with engines on Turks & Caicos that valve guttering will occur when using cylinder heads with 20 valve seats in high ambient conditions. He added that engines will automatically come with 20 valve seat heads unless a customer specifically requests heads with 30 valve seats. Mr. Francis asked what BEC should do if excessive lube oil consumption continues after the engine overhaul. Mr. Osorio stated that BEC first needed data to support that there really is high oil consumption. Mr. Hall stated that it is not recommended to operate engines at a constant, steady load when using cyclic heads. He added that if this is done, then inspections should be performed to confirm that valve recession is not occurring. 3.3 FUEL-RELATED ISSUES

Mr. Polonio presented information regarding Fortis TCI's experience with dirty fuel and the importance of fuel tank monitoring and maintenance. A copy of Mr. Polonio's presentation is included in Appendix H. Mr. Polonio stated that Fortis TCI's power plant is in Providenciales, which is the largest city in the Turks & Caicos Islands. For a long time, the plant used Caterpillar 3612 and 3616 generator sets for baseload power, supplemented by 3500-series trailer units. Recently the plant added an 8.7 MW Wrtsil generating unit. Mr. Polonio stated that the power plant in Providenciales has experienced fuel-related problems for some time. The problems included a high rate of fuel filter blockages and need for replacement, and a high rate of injector failures. Prior to the addition of the Wrtsil unit, Fortis TCI blamed Caterpillar for the fuel problems. However, when the fuel problems also affected the new Wrtsil unit, the plant realized that Caterpillar was not the problem. Mr. Polonio stated that the plant recently added a new 400,000 gal fuel tank, which provides fuel for approximately 10 days of continuous operation (~40,000 gal used per day). The old tank farm at the plant consisted of four 25,000 gal day tanks, which together only allowed for 2.5 days of continuous operation.

Page 8 of 17 Mr. Polonio stated that he asked plant personnel when was the last time the old tanks were cleaned. He added that no one could remember when they were last cleaned. Mr. Polonio stated that one of the tanks was isolated for cleaning and it was found to be full of sludge, etc. He added that since the volume of the day tanks was small (emptied every 2.5 days), the sludge in the tanks was constantly being stirred up and fed to the fuel filters. Mr. Polonio stated that fuel had been consistently sampled from the tanks and sent out for analysis. However, the samples were taken from a convenient location that was not near the bottom of the tank. Mr. Polonio stated that the results for all fuel samples came back as good, which was not surprising because the samples were not representative of the tank contents. Mr. Polonio stated that he now uses a thief sampler to sample fuel from tanks. The thief sampler allows representative samples to be taken from anywhere in the volume of fuel. Mr. Polonio stated that fuel sampled from the day tanks was much cleaner (lighter) after the tanks were cleaned. He added that he later noticed that the fuel sampled from the tanks began to get dirtier/darker again. Mr. Polonio stated that he suspected his fuel supplier's tanks were also dirty. To test this theory, he used the thief sampler to sample fuel from the supplier's tanks. These fuel samples were tested and were confirmed to be dirty. Mr. Ed Guevara (USCG) noted that there must be a stability issue with the fuel. Mr. Polonio stated that the plant was trusting that the fuel going into and coming out of the tanks was OK. It now knows that proper fuel sampling and periodic tank cleaning is critical. Mr. Cotton noted problems with the tank setup at Fortis TCI (shown in photos in the presentation in Appendix G), specifically that the tanks have a small volume and are above ground. As a result, they may be subject to temperature drops at night and condensation inside the tanks. Mr. Polonio stated that the Shell now deposits fuel into the 400,000 gal tank, and that there is a pipeline to the four 25,000 gal tanks, which are now used as day tanks. The fuel delivered by Shell originates in the Bahamas. Mr. Polonio stated that he has requested a profile of the supplier tanks. Mr. Providence stated that Mustique has a 10,000 gal tank, which contains enough fuel for 4.5 days of operation. He added that when fuel deliveries are made, three representatives (one from each involved party) are present and three fuel samples are taken. Mr. Polonio stated that it is important to take control of the entire fuel delivery process. Mr. Cotton stated that fuel stability and contamination is a big problem with marine fuel supplies on USCG ships. Mr. Vlez stated that he is aware of large fuel tanks in Puerto Rico that are simply refilled after the level drops to a set point. He added that sludge may have been at the bottom of these tanks for 10-15 years. Mr. Guevara provided the group with information on fuel stability. He stated that it is important to perform a fuel stability test if storing fuel for a long period of time, as well as if paraffinic and naphlalenic fuels are mixed. He added that fuel stability guidance is provided in ISO 8217 DMA (Distillate Marine Grade A). Mr. Guevara accepted an action to upload ISO 8217 DMA information to the COG Projectview site.

Page 9 of 17

Mr. Sturr stated that the USCG is constantly having fuel issues. He added that the USCG now has a dedicated fuel expert who used to be with U.S. Navy. Mr. Wah stated that D.C. Cook has 60,000 gal fuel tanks. The tanks are very clean because of checks that are imposed on the fuel supplier. Mr. Wah also stated that a reason that the fuel in AEP's tanks are very clean is that it turns fuel deliveries away. He added he realizes that plants on the Caribbean islands may not have this option. Mr. Wah showed to the group tables containing AEP's fuel specification requirements. A copy of these tables is included in Appendix I.

4.

PARTS AND VENDOR ISSUES

Members discussed parts obsolescence, quality and availability issues, etc. This discussion included presentations by Caterpillar. 4.1 SERVICE LETTERS - CONTINUED PRODUCT IMPROVEMENTS (CPI)

Mr. Ren stated that service letters come from the CPI process. He added that he had prepared a list of service letters for the 2010-2011 time period. Mr. Wah asked if customers have access to service letter via sis.cat.com. Mr. Osorio replied that they do not. Mr. Ren stated that he would provide the list of service letters to the group. 4.2 CPI ISSUES FROM RECENT TC CONFERENCE

Mr. Ren provided feedback from a recent TC conference regarding how Caterpillar approaches and resolves CPI issues. He stated that each CPI issue includes a problem statement, a root cause investigation, and preparation of a Permanent Corrective Action (PCA). He added that CPI issues sometimes also include other things, for example, a field support plan. Mr. Ren used the new factory torque setting for the fuel injector case-to-body (to eliminate overstressing and cracking in the threads of the body) as an example of a successful CPI process. Mr. Wah stated that the example helps illustrate that Caterpillar has a rigorous process for addressing and correcting problems. Mr. Ren responded that Caterpillar takes all failures seriously, and that customer satisfaction was the most important part of their business. Mr. Ren stated that he would provide the new factory torque setting for the fuel injector case-tobody to the group. 4.3 UPDATE ON TIER 4 ENGINE COMPONENTS AND RETRO-FIT OPTIONS

Mr. Ren provided a brief update on engine components and retro-fit options related to new Tier 4 emissions standards. He stated that he had put together a list of website links containing information on various Caterpillar-related topics, and that one of the links covers emission reduction. A copy of the list generated by Mr. Ren is provided in Attachment J.

Page 10 of 17 4.4 CATERPILLAR ACQUISITION OF MOTOREN-WERKE MANNHEIM

Mr. Ren provided information on Caterpillar's recent acquisition of Motoren-Werke Mannheim (MWM). He stated that MWM produces gas engines, which is the main reason why Caterpillar wanted to acquire it. He added that Caterpillar would like MWM to maintain its identity and that at first Caterpillar and MWM will be run as two separate companies. Eventually, Caterpillar wants MWM to sell products through the Caterpillar dealer network; however, it does not want that addition to overwhelm the network. A copy of the Caterpillar press release regarding the acquisition is included in Appendix K. 4.5 SPECSIZER TOOL FOR GENERATING SETS

Mr. Ren provided information on Caterpillar's SpecSizer software for determining the "best fit" generator set based on various input criteria. Files provided by Mr. Ren related to SpecSizer are included in Appendix L. Also, an interactive Microsoft Excel-based "Help" file has been uploaded to the COG ProjectView web site.

5.

CONDITION MONITORING / PREVENTIVE MAINTENANCE

Members discussed reliability improvements, planned maintenance changes and asset management strategy updates, including parameters monitored, preventive maintenance frequency optimization and critical spare parts strategy. 5.1 USCG LUBE OIL ANALYSIS PROGRAM

Mr. Guevara presented information on the USCG's lube oil analysis program. A copy of Mr. Guevara's presentation is included in Appendix M. Mr. Guevara stated that he would like to improve the USCG's lube oil analysis program. He stated that an effective program can detect engine problems early and reduce the extent and cost of failures. He added that the potential cost savings from an effective program are large. Mr. Guevara reported that the USCG currently only performs on-shore testing of lube oil. Three different laboratories are used. There is no consistency in the results provided by the labs, and there is currently no central database for storing test results. Mr. Guevara stated that an effective program required the use of both ship-board testing using hand-held equipment and on-shore testing at a commercial laboratory (preferably ISO certified). Mr. Cotton stated that in 20 years of oil analysis, the USCG has never caught a single-point catastrophic failure. Based on this, he stated he did not understand why the USCG was looking to spend $500,000 per year on oil analysis. Mr. Polonio stated that in his experience, oil analysis can be beneficial if it is done right. He stated that Fortis TCI has used oil analysis results to identify engine problems in an early stage of development. He added that lube oil samples need to be collected consistently and labeled well, and the analysis results analyzed in detail. Mr. Jacobs stated that implementing an effective lube oil analysis program on ships is difficult. Specifically, samples are taken once per week; however, three samples can go out for analysis at

Page 11 of 17 the same time because of how infrequently mail is sent out from the ship. Mr. Gruszkowski stated that the benefits of oil analysis are also negated by the high frequency of lube oil changes on the ships (every 500 hours). Mr. Guevara stated that the above points illustrate the importance of having good on-board oil analysis capabilities. He added that lube oil analysis, even with the best program implementation and results, will not identify every catastrophic failure before it occurs. 5.2 CATERPILLAR SOS OIL ANALYSIS

Mr. Wah initiated a discussion about Caterpillar's SOS oil analysis program. He stated that he wanted to have a lube oil sample analyzed in the program; however, this did not occur because a Caterpillar representative was not permitted to collect the sample due to plant security. Instead, the sample was collected by AEP personnel and sent to Herguth Laboratories for analysis. Mr. Wah showed Herguth's analysis results to the group (the results are included in Appendix N). Mr. Weiland stated that Caterpillar does not need to collect a sample for it to be analyzed by the SOS program. He added that AEP can collect the sample and send it to Caterpillar. Mr. Weiland also noted that wear metal parameters that are quantified in an SOS oil analysis are based on Caterpillar's global experience and are proprietary. He also stated that some important wear metals are not listed in the Herguth reports. Mr. Wah stated that he would pursue SOS analysis of lube oil from D.C. Cook's Caterpillar engine with his local dealer.

6.
6.1

TRAINING
TRAINING BY CATERPILLAR AND/OR ITS DEALERS

In response to a request for an update to Action Item #13 from the December 2010 COG meeting, Mr. Vlez stated the RIMCO provides training within its territory as requested by utilities. Mr. Wah asked if he would have to contact his local dealer for training. Mr. Vlez responded "Yes." Mr. Polonio stated that some dealers are too small to offer training, and asked if training could be coordinated for multiple groups at the same time. e.g., a regional course. Mr. Vlez stated that RIMCO could handle 4-8 people for training in their facility. Training could also be held at a remote site, e.g., the recent 3600-series training that RIMCO held at DOMLEC for two people. Mr. Polonio stated that Fortis TCI is interested in sending employees for training, and that he needed to know when training classes would be held. Mr. Vlez stated that Mr. Polonio should make a training request, and RIMCO will work with M&E Ltd. to arrange the training. Mr. Vlez added that if RIMCO has space available in upcoming training classes, he can pass on the number of available spaces to Mr. Osorio so he can announce the openings to utilities in the M&E Ltd. region. Mr. Vlez stated that 3600-series training would be held in April 2012. Mr. Wah stated that it would be nice to know when training spots are open.

Page 12 of 17

Mr. Ren asked Mr. Vlez how extensive is the training provided by RIMCO. He stated that he asked because Caterpillar does not want end users doing hardcore internal work on engines. Mr. Vlez responded that RIMCO does whatever training a utility asks for. He added that RIMCO has a core training program, but can also provide information and training for additional items, as requested. Mr. Ren stated that Caterpillar does not want customers performing work for which they do not have expertise or the proper tools. He added that this is especially critical if a product is still covered under warranty. Mr. Providence stated that all customers should be given the same information. He added that knowledge is power, and all customers should know what is OK and not OK to do. Mr. Sturr stated that for the USCG, only CAT-certified technicians should be working on engines since Caterpillar may not honor a warranty if a noncertified person performs the work. He added that when subcontracting out the work, it is often difficult getting certified personnel. The USCG usually chooses the cheapest option, which could end up being someone like "Mom & Pop Katerpillar." Mr. Guevara stated that he expects there are different levels of certification. He asked Mr. Vlez if RIMCO provides training and issues different levels of certification. In response, Mr. Vlez showed an example of a training agenda prepared for a St. Maarten utility, which was conducted over a period of four days at RIMCO. He added that after this training was completed, the utility asked for a "second level" of training as a follow-up. He stated that the cost of the training was US$4500. Mr. Francis asked about RIMCO providing training for BEC. Mr. Vlez stated that the BEC personnel could travel to RIMCO or that RIMCO could travel to the Bahamas. He added that for either option, BEC would need to coordinate the training through M&E Ltd. since they are BEC's local dealer. Mr. Osorio stated that M&E Ltd. does not have all of the special tools required for 3600-series training (e.g., for a major overhaul) and typically will use a utility's tools. Mr. Wah stated that at AEP, a factory representative will come in and direct/supervise AEP personnel, who will perform the work on the engine. He added that for work on Cooper Bessemer engines, two factory representatives would be dispatched, one for the day shift and one for the night shift. Mr. Vlez stated that training styles and information would be different for each utility. Mr. Osorio stated that for recent overhauls at BEC, M&E Ltd used BEC personnel for some labor, cleaning, etc. He added that when performing overhauls, one lead technician is needed to perform work, as well as to supervise what other personnel are doing. He stated that M&E Ltd. does not have the facilities and resources to perform extended training; however, he can work with RIMCO to coordinate the training, if requested. Mr. Francis asked about training for fuel injectors. Mr. Vlez stated that RIMCO does not provide training for injectors for liability reasons. Mr. Ren asked Mr. Vlez if RIMCO provides training for overhauls. Mr. Vlez responded "Yes." Mr. Providence asked why there is a need for extensive training. He stated that engine design has not changed much, and utilities should already have a core of trained staff (engineers, mechanics, fitters) to perform most work. He added that training should only normally be

Page 13 of 17 required for new updates. If a utility has an engineer (or engineers) on staff with an extensive fundamental knowledge of engines and significant experience, then only the additional knowledge of specifics and what tools to use should be needed. He asked why training does not cover only the specifics. Mr. Ren stated that Caterpillar is a world-wide organization and does not have the resources to provide training to customers themselves. He added that because of a lack of resources, Caterpillar even finds it difficult to provide all of the necessary training to its own dealers. Mr. Gruszkowski stated that the USCG's approach to training/maintenance is to provide specific training to support organic resources. He added that technicians needed to be qualified and current. He stated that for post-warranty issues, if specific information can be pushed to these organic resources, then this frees up resources for Caterpillar to work on bigger issues. Otherwise, the Caterpillar resources are always tied up with smaller, less important issues. For warranty issues, Caterpillar should be involved with everything, no matter how small. Mr. Polonio stated that training is viewed as a win-win scenario at Fortis TCI. He stated that Caterpillar used to handle certification programs in Peoria. This was preferred since Caterpillar knows what level of training people need. He added that the problem now is that the training of the next generation of personnel is being performed by the older generation, who are no longer certified. He stated that a training program is needed, and the program should state what training is needed to be certified to a certain level. He added that there is a need to get employees up to a consistent level of training/knowledge. Mr. Vlez stated that RIMCO likes to perform training for utility personnel; however, it needs to train its own personnel and there is not much time left to train others. He added that the needs of each utility are different, which is also a problem when trying to provide training. Mr. Osorio stated that M&E Ltd. cannot issue a "certification" with training due to liability issues. He added that if a certification is desired, then Caterpillar should provide the training. Mr. Ren stated that Caterpillar also will not issue a training certification due to liability issues. Mr. Polonio stated that he was not focused on certifications, but rather was focused on knowledge. He added that any training should include a testing aspect. Mr. Guevara stated that general knowledge/training is needed before specific training is provided. He stated that many people go out on USCG ships without any general knowledge or training. He added that engineers, etc. need to know the basics first, or specifics will not help out much. Mr. Ren stated that the USCG needs to talk to dealers in the U.S. regarding training. Dealers in the Caribbean do not have enough resources to support the USCG, except maybe for the USCG assets in Puerto Rico. He added that for Caribbean utilities, only RIMCO (no offense to M&E Ltd.) is set up to provide the level of training needed. Mr. Jacobs stated that training for the USCG can differ depending on what a specific dealer can and does provide. He stated that there needs to be a standard within Caterpillar, e.g., training for 3500-series engines includes the following ... . Mr. Ren stated that Caterpillar pushes responsibility for training to its dealers. To receive a standardized level of training, an organization should choose one dealer for all training. Mr. Jacobs stated that this can be difficult for the USCG since ships often cross regional dealer boundaries. Mr. Ren stated that training

Page 14 of 17 cannot be exactly the same at different dealers. Messrs. Jacobs and Providence stated that the core fundamentals of any training should be the same at different dealers, though. Mr. Ren stated that RIMCO has a training course structure set up. Each organization needs to go to its local dealer to discuss what their own training program contains. Mr. Wah stated that personnel used to be able to go directly to Caterpillar for training. Mr. Ren responded that Caterpillar no longer has the resources to provide training. There are now too many products in numerous regions of the world, and as a result, Caterpillar has to rely heavily on its dealer network. Mr. Sturr stated that the USCG developed "CAT 101" in conjunction with Caterpillar, and that it is available on the COG Projectview site. Mr. Jacobs discussed additional issues regarding the Defense Products group of the USCG. He stated that some engines are restricted because they are defense-related, and dealers cannot look up information/parts for restricted engine serial numbers. Mr. Gruszkowski asked Mr. Ren if Caterpillar still maintains the training materials that it used in the 1970s and 1980s. Mr. Francis stated that personnel no longer receive certification for training by Caterpillar. He asked the USCG members what they receive when they get training from dealers. Mr. Cotton responded that they receive a "certificate of analysis." Mr. Francis asked if Caterpillar recognizes this certificate. Mr. Ren responded "No" and asked Mr. Francis why having a training certification is necessary. He added that Caterpillar will not honor training certificates issued to a 2nd party (the dealer providing the training is the 1st party) due to liability concerns. Mr. Francis responded that certification may be important within an organization for promotions, raises, etc. Mr. Ren stated that training (or a training certificate) does not really mean anything. If an engine is under warranty, then Caterpillar should be performing the work. If the engine is out of warranty, then it is the customer's engine to work on and repair or damage. Mr. Ren stated that he has prepared a list of core training topics for Caterpillar dealers. To become "certified," it would take 3-5 years to complete all of the recommended courses on the list. He stated that there is not one single training class that you can take to become certified. Mr. Ren stated that Caterpillar not only does not have the resources to provide training to customers, it does not have resources to provide training to all of its dealer's technicians. As a result, Caterpillar has to tell dealers that some of technicians are not authorized to go out to customers and provide service. Mr. Ren stated that not all people who have been trained to train are good teachers. He stated that Caterpillar has "trainer trainers" whose mission is to train the dealer's trainers to be good teachers. 6.2 TOUR OF RIMCO CATERPILLAR

Members participated in a tour of the RIMCO Caterpillar facility on the morning of Wednesday, November 16, 2011. Members were able to see the wide range of products and services that RIMCO is able to offer Caterpillar clients in Puerto Rico and the surrounding Caribbean area.

Page 15 of 17

7.
7.1

COG BUDGET, PLANNED / PROPOSED TASKS AND GROUP STATUS

BUDGET STATUS

Dr. Thompson stated that as of the meeting, only two members had paid the COG dues for 2011. Timely payment of dues by all members is key to the effectiveness and longevity of the owners' group. Please work to have outstanding dues paid as soon as possible. 7.2 PLANNED / PROPOSED TASKS

Mr. Wah stated that it would be helpful for the group to review minimum training standards recommended by Caterpillar and used at each utility. Mr. Wah recommended that the group contract with MPR to perform the review. Dr. Thompson accepted an action for MPR to provide a proposal for the review by the next meeting.

7.3

STATUS OF COG

Mr. Wah stated that he thought the status of the group was good. He apologized for MPR and himself being behind schedule on preparing the minutes from the previous meeting and the agenda for the current meeting. He stated that he was pleased with the group's discussion and thought that it had good technical content.

8.
8.1

CLOSING ITEMS
REVIEW OF ACTION ITEMS

Dr. Thompson reviewed the list of action items assigned during the meeting. The list of items is included in Appendix C. 8.2 COG EMAIL SIGNATURE

Mr. Wah requested that "www.cog.mpr.com" be added to the signature of COG-related emails. 8.3 DEADLINES FOR ISSUE OF MEETING AGENDA AND MINUTES

Mr. Wah requested that the COG and MPR set deadlines for the issuing of meeting minutes, solicitation of meeting topics for an upcoming meeting, and the issuing of a draft meeting agenda. The following deadlines were agreed to: Meeting minutes - Issued within 60 days after the meeting ends

Page 16 of 17 8.4 Agenda topics - Email request sent out 45 days prior to start of next meeting; members/attendees to respond with topics during next 15 days Draft agenda - Emailed to members 30 days prior to start of next meeting

FREQUENCY OF MEETINGS

Mr. Wah asked members if meeting twice per year was too frequent. Most members replied that having two meetings per year was acceptable, and that the round table discussion should be more efficient and preferably limited to one day. Mr. Ren stated that he questioned the value of semiannual meetings because many members did not submit questions or concerns for discussion at the meeting. He added that it would be valuable to have members prepare presentations describing operating experiences, best practices and other topics. 8.5 NEXT MEETING DATE AND LOCATION

The group agreed that the next meeting of the Caterpillar Owners' Group will be held in Lafayette, Indiana. The target schedule for the meeting is May 15-16, 2012. Mr. Ren stated that it should be OK to schedule the meeting for this week. He added that a concern was scheduling the meeting around the Indianapolis 500 race, during which hotel vacancies are scarce. A tour of Caterpillar's 3516 production facility may be conducted on the morning of Wednesday, May 16th. 8.6 ELECTION OF NEW COG CHAIRMAN

Mr. Wah asked for volunteers to be considered for election as the new COG chairman. Mr. Polonio also suggested, for continuity sake, that an assistant chairman be elected no later than one year prior to the current chairman stepping down and that the assistant chair automatically move in to the chairman role (i.e., a chair-in-waiting). Mr. Wah indicated that a charter revision would be required to define the role of the assistant chairman and the rules of succession. He stated that he would revise the charter and send out a draft for review and signatures. The COG selected Messrs. Sturr and Providence as the new chairman and assistant chairman, respectively.

Page 17 of 17 List of Appendices

A B C D E F G H

List of Attendees Meeting Agenda Action Items USCG Presentation - 3608 Fuel Injector Failures Due to Cavitation Caterpillar - Typical Diesel System Pressure Check Sheet BEC Presentation- 3616 Overhaul Caterpillar - Estimating Lube Oil Consumption - General Information and BEC Data Fortis TCI Presentation - Effect of Dirty Fuel and Importance of Fuel Tank Monitoring and Maintenance

I J K L M N

AEP - Fuel Specification Requirements List of Caterpillar Website Links Caterpillar - Press Release for Acquisition of MWM Caterpillar - SpecSizer Software Information USCG Presentation - Lube Oil Analysis Program Herguth Laboratory Reports - D.C. Cook Lube Oil Samples

A List of Attendees

A-1

CATERPILLAR OWNERS GROUP MEETING ATTENDANCE LIST November 15-16, 2011 San Juan, PR
PHONE 757-628-4502 757-628-4359 510-437-5902 242-302-1245 510-437-5951 410-762-6616 765-448-5311 269-465-5901 x1316 757-628-4545 242-376-5701 649-332-1274 784-488-8621 713-895-4531 410-762-6480 410-762-6364 703-519-0431 787-273-5710 269-465-5901 x1795 309-578-4562 John.DiFrancesco@uscg.mil CMFrancis@BahamasElectricity.com Robert.J.Gruszkowski@uscg.mil Edgardo.S.Guevara@uscg.mil HallRJ@cat.com TMHutchinson@aep.com Dale.T.Jacobs@uscg.mil josorio@me-ltd.com mpolonio@ppcltd.tc justin@mustique.vc ReneJC@cat.com Gary.J.Sponholz@uscg.mil Matthew.P.Sturr@uscg.mil gthompson@mpr.com MAVelez@Rimco-Inc.com WDWah@aep.com Weiland_Michael_D@cat.com Timothy.H.Cotton@uscg.mil Noel.Cabrera@uscg.mil EMAIL

NAME

COMPANY / STATION

Noel Cabrera

USCG SFLC Norfolk

Tim Cotton

USCG SFLC Norfolk

John DiFrancesco

USCGC WAESCHE

Chris Francis

Bahamas Electricity Corp

Robert Gruszkowski

USCG SFLC Alameda

Ed Guevara

USCG Baltimore SFLC/ESD/MPM

Bob Hall (by phone)

Caterpillar

Tim Hutchinson

AEP / D.C. Cook Nuclear Plant

Dale Jacobs

USCG SFLC Assist

Juan Osorio

Machinery & Energy Ltd.

Michael Polonio

Fortis TCI

Justin Providence

Mustique Company Ltd.

Jay Ren

Caterpillar

Gary Sponholz

USCG Baltimore SFLC

Matt Sturr

USCG SFLC Main Propulsion

Gary Thompson

MPR Associates

Miguel Vlez

Rimco, Inc.

William Wah

AEP / D.C. Cook Nuclear Plant

Mike Weiland (by phone)

Caterpillar

A-2

B Meeting Agenda

B-1

10 November 2011

CATERPILLAR OWNERS GROUP MEETING AGENDA

Dates: Tuesday - Wednesday 15-16 November 2011 8 am - 5 pm (Tuesday) 9:30 am - 11 am (Wednesday) Caribe Hilton (Tuesday) 1 San Geronimo Street, San Juan, Puerto Rico 00901 RIMCO (Cat), Inc. (Wednesday) John F. Kennedy Ave, Km 3.7, San Juan, Puerto Rico Subject: Attendees: Purpose: Caterpillar Owners Group Semi-Annual Meeting COG Members, Caterpillar / Dealer Representatives, and Project Manager Discuss technical issues associated with Caterpillar Engines / Electrical Generation and discuss 2011 COG tasks. 1. Review operating experience to improve COG diesel engine / generator reliability. 2. Identify and assign projects that will benefit CAT equipment reliability. 3. Provide technical reports and/or evaluations to facilitate technical exchanges. 4. Conduct technical training or plant tour as scheduled.

Location:

Objectives:

Note to Members: If possible, please develop a PowerPoint presentation using the below agenda item numbers, discussing developments at your facility(s). AGENDA: 1. Opening and Administrative Details Topic a) Introductions b) Agenda Review c) Review & Approve Previous COG Meeting Minutes d) Updates on COG Action Items e) COG e-mail List Processor Update f) Potential New COG Members Discussion Leader Chairman MPR MPR MPR MPR Chairman

2. Operating Experience (OE) Discuss any significant failures since last meeting. Areas for discussion consideration include identification of problem (troubleshooting), cause determination, compensatory actions, and corrective actions. Topic a) 3608 Fuel Injector Failures Due to Cavitation b) 3616 Overhaul Discussion Leader USCG BEC

3. Parts and Vendor Issues Areas for discussion consideration include fuel oil developments, parts obsolescence, parts quality, parts availability, etc. Topic Caterpillar / Dealer Presentations Continuous Product Improvements Released Service Letters Update on Tier 4 Engine Components and Retro-Fit Options Impact of CAT Acquisition of Motoren-Werke Mannheim SpecSizer Tool for Generating Sets Caterpillar Updates from Last TC Conference Discussion Leader CAT / RIMCO CAT / RIMCO CAT / RIMCO CAT CAT / RIMCO R. Hall CAT

a) b) c) d) e) f)

4. Condition Monitoring / Preventive Maintenance Discuss reliability improvements, planned maintenance changes, asset management strategy updates, etc. Areas for discussion consideration include parameters monitored, PM frequency optimization, critical spares strategy, etc. Topic a) USCG Lube Oil Analysis Program b) Oil Analysis DC Cook vs. CAT SOS Parameters c) Generator Bearings Configuration, Alarm Settings and Maintenance Discussion Leader USCG AEP USCG

5. Other Technical Topics Discuss topics such as designed upgrades, regulatory issues, operating limits, etc. Topic Plant Response to Extreme Weather Situations How Members Use Their Equipment AEP How Members Use Their Equipment U.S. Coast Guard Plant Equipment List (e.g., Model, S/N) Update Needed? SIS Access and Questions Use of Electronic Meeting Technology for Future Meetings. Use of COG Website Messages, e-mail Signatures, etc. Discussion Leader All AEP USCG All All USCG All

a) b) c) d) e) f) g)

6. Training Areas for consideration include guidance report developments, classroom training, working meetings to develop maintenance guides, etc. Topic a) Dealer Solution Network and a Data Entry and Processing Demonstration (during Tour?) 7. COG Budget Topic a) Budget Status b) Planned / Proposed Tasks c) Status of COG Discussion Leader MPR MPR Chairman Discussion Leader RIMCO

8. Closing Topic a) Review & Assignment of Meeting Commitments / Action Items b) Addition of www.cog.mpr.com in Signature of COG e-mails c) Deadlines for Completion of Meeting Agenda and Minutes d) Frequency of Meetings e) Next Meeting Dates, Locations & Subjects Lafayette in Summer of 2012? Please be prepared to submit items for discussion at the next meeting. f) Election of New COG Chairman g) Adjourn Meeting h) Tour of RIMCO (Wednesday) Discussion Leader Chairman / MPR All All All All

All Chairman All

C Action Items

C-1

ACTION ITEMS FROM DECEMBER 2010 CATERPILLAR OWNERS' GROUP MEETING

# 1

Action Provide Service Information System Q&A session at next meeting

Assigned to Caterpillar

Status Incomplete Complete; Mr. Sturr asked that Mr. O'Connell was given a new action to send the location of the spreadsheet on the website to members. Mr. Sturr accepted a new action to investigate better way to access newly post information on the Projectview site. Complete Complete; Mr. Wah stated that the group is now recognized by the Google search engine. Incomplete; Mr. Sturr stated that the group needed to determine how it wants to use the GOC website and design a new site around what is wanted. Members stated that a message forum style would be preferred, and that forum subgroups and alert messages would be helpful. Mr. Sturr accepted a new action to take the lead on developing a new site with assistance from Mr. Cotton and MPR. Complete Incomplete; Mr. Wah stated that he believed the action had been completed. Dr. Thompson will confirm with Mr. O'Connell that the action has been completed. Mr. O'Connell was given a new action to add an "Update Date" column to Equipment Data Sheet. Complete Incomplete Incomplete

Add DSN spreadsheet to COG website

O'Connell

3 4

Bring table name cards to next meeting Coordinate Google search for public COG website

O'Connell O'Connell

Determine options for COG message board

O'Connell

Provide update on 3516 high 6 exhaust temperature issue at next meeting

Francis

7 Post configuration data on website

O'Connell

Provide information on aftercooler cleaning Change generator arrangement 9 number field to generator model number on configuration data sheet 8 10 Develop plan for organizing documents on COG website

Happe / Williams O'Connell Sturr

C-2

# 11

Action

Assigned to O'Connell Hall

Status Complete Complete Complete; RIMCO will try to notify group of open seats when they are available. Max is 8 per session. The group discussed at length opportunities for training by Caterpillar and/or its dealers at the November 2011 meeting see Section 6.1 for a summary of the discussion. Complete Complete Complete

Add new attendees to COG email list and website Provide presentation on issues 12 raised by members to COG

13

Arranging 3600 training for technicians

Vlez / Osorio

Send configuration data for USCG engines Remove Wes Fassnacht from email 15 list and website Send 2011 task statement letters to 16 members 14

Sturr O'Connell O'Connell

C-3

ACTION ITEMS FROM MAY 2011 CATERPILLAR OWNERS' GROUP MEETING

# 1

Action Supply Serial Number to CAT to see if turbo adapter can be applied

Assigned to Francis / BEC

Status Complete Complete; Mr. Osorio stated that M&E is having problems getting cylinder heads on time, in particular for the new C175 engine. Mr. Ren stated that members need to be proactive when the time for an overhaul is approaching and make a "reservation" with their dealer. Mr. Ren also stated that he needed specific dates to figure out what happened with the delay in the delivery of heads to BEC. Complete; Mr. Vlez stated that he had contacted Mr. Tim Cresswell, the head of emissions for Caterpillar, and received a response email from him. Mr. Wah stated that he had a copy of the email and would provide it to members. Complete; Mr. Ren provided a summary of the conference to members at the current meeting.

Status of 3500 remanufactured head availability / turn around BEC had noted long lead times

CAT / M&E Ltd.

Send copy of U.S.A. EPA rules (40 CFR 63 ) to RIMCO

Wah / AEP

Provide copy of 2011 Global Power Systems Technical Communicator Conference agenda to members

Ren / CAT

C-4

ACTION ITEMS FROM NOVEMBER 2011 CATERPILLAR OWNERS' GROUP MEETING

# 1

Action Send location of DSN reporting form on ProjectView site to members Investigate better way to access newly post information on ProjectView site Investigate development of new COG website / discussion forum Add "Update Date" column to Equipment Data Sheet Provide access to ProjectView site to Jay Ren Upload ISO 8217 DMA information to ProjectView site

Assigned to MPR

Status Complete

Sturr

Incomplete

Sturr / Cotton / MPR

Incomplete

MPR

Incomplete

MPR

Complete

Guevara

Incomplete

Provide injector failure rates, failure reports and completed fuel pressure data 7 sheets for USCGC ELM and HOLLYHOCK to Bob Hall 8 9 10 Provide completed fuel pressure data sheet to Bob Hall Provide part number for appropriate fuel pressure gauge to Matt Sturr Share MWM acquisition press release with group Provide list of web link resources (from presentation) to group Provide list of 2010-2011 service letters to group Provide new factory fuel injector case-tobody torque value to group

Sturr

Incomplete

Polonio Weiland Ren

Incomplete Incomplete Incomplete

11

Ren

Incomplete

12

Ren

Incomplete

13

Ren

Incomplete

Provide proposal for review of minimum 14 training standards to group by next meeting

MPR

Incomplete

C-5

Action

Assigned to

Status

Revise charter to reflect new election 15 procedure and succession rule(s) for vice-chairman/chairman 16 Add new attendees to email list server and ProjectView site

Wah

Incomplete

MPR

Complete

For future meetings, add new attendees (who have indicated they will attend the 17 meeting) to email list server and ProjectView site prior to the meeting 18 Issue draft of meeting minutes within 60 days of meeting adjournment

MPR

Incomplete

MPR

Complete

Submit proposed agenda topics to MPR 19 no later than 45 days prior to start of meeting Issue draft meeting agenda for 20 comments no longer than 30 days prior to start of meeting

All members

Incomplete

MPR

Incomplete

C-6

D USCG Presentation - 3608 Fuel Injector Failures

Due to Cavitation

D-1

USCG225 WLBMDE3608FuelInjectorFailures

ISSUE: March 2011 225'WLB USCGC204 ELM E.O. CWO J. Ellis requested assistance with ascertaining g cause of fuel injector j failures on the Caterpillar p 3608 MDE's, , as described in Casualty Report# 11021:

AMPN/NO.2 AMPN/NO 2 CYLINDER INJECTOR FAILED IN THE COMPRESSED POSITION CAUSING EXCESSIVE ROCKER ARM TO PUSH ROD CLEARANCE, WHICH ALLOWED THE PUSH ROD TO COME LOOSE FROM THE ROCKER ARM CAUSING DAMAGE TO THE PUSH ROD AND ROCKER ARM BUTTON

AMPN/REQUESTIBCTPLARRANGEFORTHEDAMAGEDINJECTORTOBE ANALYZEDTODETERMINETHECAUSEOFTHEFAILURE FAILURE.

USCG225WLBMDE3608FuelOilPiping

SENR359904SystemsOperation FuelSystemOperation

USCGC-204 ELM 225WLB Class-A Caterpillar 3608

#2 CYLINDER INJECTOR ON #2 MDE S/N 8LL00008

Injector P/N 1OR1252 S/N 08010811. Installed September 2008 upon center section overhaul. Failure indication: pyro excess temp alarm sounded. Failed: 20May2011. Hours at failure: 4,560. Other injector failures: #3 CYL 09Mar11 Hours 4,093, #4 CYL 20Nov09. Fuel pressure to injectors 60-70 psi.

#3 CYLINDER INJECTOR ON #2 MDE S/N 8LL00008

Injector P/N 1OR1252 S/N 08010815. Installed September 2008 upon center section overhaul. Failure indication: pyro excess temp alarm sounded. Failed: 09Mar2011. Hours at failure: 4,093. Other injector failures: #2 CYL 20May2011 Hours 4,560, #4 CYL 20Nov09. Fuel pressure to injectors 60-70 psi.

#8 CYLINDER INJECTOR ON #1 MDE S/N 8LL00007

Injector P/N 1OR1252 S/N 09150817 Installed September 2008 upon center section overhaul overhaul. Installed Failure indication: pyro excess temp alarm sounded. Failed: 27May2011. Hours at failure: 4,668. No other injectors replaced on this MDE. Fuel pressure to injectors 60-70 psi.

USCGC-HOLLYHOCK 2009

USCGC-HOLLYHOCK USCGC HOLLYHOCK 2010

PHOTOSFROMUSCGCELMFUELOILWATER SEPARATORPRIMARYFILTER,SECONDARY FILTER, FI T R,AN ANDPR PRESSURE SSUR CONTRO CONTROLVA VALVE V

Top pofServiceTank

BottomofServiceTank

FuelPrimingPump

ToSecondaryFilterBank

FromRacorHousing

FuelTransferPump

SecondaryFilterBanks

FuelSupplyfrom Transfer/PrimingPump

FilterOutlet DifferentialPSI Gauge

EngineFuelPSI

Supplyfrom xfer/priming f / i i pumps OuttoInjectors

SecondaryFilterBankSelector

Wealwaysrunonboth

ToFuelSupplyInjectorRail FromInjectorReturnRail

FuelPressureRegulator?

SecondaryFilter Differential

lPressure EngineFuel

#2MDERacorBanks #1MDERacorBank

WaterIndicatorGauge NewVacuumGauge

#2MDEStrainerVacuum gauges

OLDOOCVacuumGauge

#2MDEStrainers WaterIndicator sensor

Waterindicatorgaugejustwired andtested.VacuumgaugeOOC, installednewvacuumgaugeson filteroutletpiping.

N Vacuum New V Gauge G

Newcables,110VAC.Waterindicatorfrom thegauge/lightjustterminatedinthejunction box.

E Caterpillar - Typical Diesel System Pressure

Check Sheet

E-1

Typical Diesel System Pressure Check Sheet

Measurement Locations

If a filter or separator is used between the main tank and day tank take inlet and out pressure of the filter or separator.

If a filter or separator is used between the day tank and the engine transfer pump take inlet and outlet pressure measurements at that filter.

Take inlet pressure and temperature at the engine inlet. Reference SEBD9307

Take inlet and outlet pressure at the secondary filters that are mounted on the engine. This is typically standard measurements taken on Cat engine monitoring systems.

Take pressure at pressure regulator port. See attached Diagram.

Take return pressure after the regulator.

If a fuel cooler is used in the return fuel line take a pressure measurement before and after the cooler.

Fuel Pressure Recommendations

Inlet Fuel Pressure to the Primary Filter (at rated speed and load).

Not less than -20 kPa (-3 psi) gauge & no greater than 100 kPa (14.5 psi) gauge; 50 kPa (7.25 psi) gauge if the priming pump is used.

Primary and Secondary Differential Pressure. 75 kPa (10.8 psi)

MUI Fuel System Pressure (set @ rated speed and load). 550 kPa +/- 50 kPa (80 psi +/- 7 psi)

Return Fuel Line Restriction Pressure Should not exceed 350 kPa ( (51 psi) p ) at rated speed p and load

Check Sheet
E i Engine
Injectors on engine transfer pump
Outlet Pressure _________ kPa I l t Pressure Inlet P ______ kPa Inlet Temperature ______ deg C Inlet Pressure ______ kPa Pressure at Regulator ______ kPa

Main Storage Tank

Inlet Pressure _______ kPa

on engine secondary filter

on engine i pressure regulator

O tl t Pressure Outlet P _________ kPa

filter / separator

Outlet Pressure _________ kPa

Outlet Pressure _________ kPa

primary filter / separator

Inlet Pressure ______ kPa

Inlet Pressure ______ kPa

D T Day Tank k

Return to ( (circle one) ) 1) main tank 2) day tank

Outlet Pressure _________ kPa

fuel cooler

F BEC Presentation- 3616 Overhaul

F-1

2*3616MACHINES RATEDFOR4.4MW S INSTALLED2001 ENGINESWOULDNOTSTART/FUELCOOLERSADDED TURBOCHARGERS!REMANED" LUBEOILINCOOLINGSYSTEM/FAULTYOILCOOLERS HIGHOILCONSUMPTION INPROCESSOFCOMPLETING2ND,MAJOROVERHAULS CONCERN (1) PRESENTLYMH#93616ISCONSUMINGEXCESS AMOUTOFLUBEOIL,ONDISASSEMBLYDIDNOTSEEANY NOTICABLEFAULTOREXCESSIVEWEARON COMPONENTS.



G Caterpillar - Estimating Lube Oil Consumption General Information and BEC Data

G-1

CHART FOR CALCULATE ESTIMATED OIL CONSUMPTION/HOURS WITH LOAD FACTOR

BRAKE SPECIFIC OIL CONSUMPTION BSOC (LB/BHP-HR) DENSITY OF OIL (LB/GAL)

0.0008 7.5

NORMAL:0.0008 MAXIMUM:0.0036 NORMALFORCATOIL:7.5

UNIT GAL/HR

MODEL

SN

ENGINE BHP

LOAD FACTOR (%) 100% 100%

HOURS TO CALCULA TE 1 1

ESTIMAT E OIL GALLON S

G9 G10

3616 1PD00368 3616 1PD00369

6,786 6,786

0.724 0.724

0.72 0.72

inputLoadFactor

Hours

H Fortis TCI Presentation - Effect of Dirty Fuel and

Importance of Fuel Tank Monitoring and Maintenance

H-1

Energy for Good

FORTIS TCI COG Presentation on Effect of Dirty Fuel and importance of Fuel Tank Monitoring & Maintenancentation title]

Energy for Good

[ [presentation t ti title] titl ]

FORTIS TCI

COG Presentation on Effect of Dirty Fuel and importance of Fuel Tank Monitoring & Maintenance

Npvember 2011

B k Background dT To P Problem bl

Consistently High fuel filter blockage and replacement rate

High fuel injector failure rate.

Energy for Good

[ [presentation t ti title] titl ]

10

11

12

13

Root Cause & Problem Resolution

Dirt accumulation in fuel tanks due to in frequent and irregular cleaning which flows thru to engines

Incorrect tools and techniques for storage tank sampling and maintenance

L Lack k of f significant i ifi tf fuel l storage t at t plant site and insufficient time for fuel settlement
14

Dirt accumulation and infrequent l i f t t k t li

Root Cause & Problem Resolution

Increase awareness of importance & impact of fuel on engine performance. performance

Improve knowledge and commitment to storage tank monitoring and maintenance .

15

B Beautiful tif l By B Nature N t

16

AEP - Fuel Specification Requirements

I-1

Information

12-THP-6020-CHM-307

Rev. 16

Page 9 of 88

EMERGENCY DIESEL FUEL OIL 5 ACCEPTANCE CRITERIA Table 1 - Emergency Diesel Fuel Oil Tanker Truck Parameters
PARAMETER Clear & Bright Appearance (1) (4) [TS SR 3.8.3.2 &
5.5.11.a.3] Color [TS SR 3.8.3.2 & 5.5.11.a.3] [Ref. 8.2.1o]

ASTM # D4176-82 Method A D 1500 D1298-80 D93 D445

SAMPLE FREQUENCY Prior to adding new fuel to the storage tanks Prior to adding new fuel to the storage tanks Prior to adding the new fuel to the storage tanks Prior to adding new fuel to the storage tanks Prior to adding new fuel to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks Within 31 days after new fuel is added to the storage tanks

LIMIT Pass #5 0.82 ! 0.88 60/60F 1.9 ! 4.1 cSt @ 40C 0.05 Vol.% -6.7C or 20F 0.35% 0.01% 282.2 ! 338C or 540 - 640F

ATT # 11 16 10 13 14 OR 19 15

Specific Gravity
[TS SR 3.8.3.2 & 5.5.11.a.1]

Flash Point
[TS SR 3.8.3.2 & 5.5.11.a.2]

51.67C or 125F

Kinematic Viscosity
[TS SR 3.8.3.2 & 5.5.11.a.2]

Water & Sediment

[TS SR 3.8.3.2 & 5.5.11.b]

D1796 D2500 D524 D482 D86 D129 or D2622-82 D130 D976

Cloud Point
[TS SR 3.8.3.2 & 5.5.11.b]

Carbon Residue on 10% Residuum

[TS SR 3.8.3.2 & 5.5.11.b]

Ash Weight
[TS SR 3.8.3.2 & 5.5.11.b]

Distillation Temperature 90% Point [TS SR 3.8.3.2 & 5.5.11.b] Sulfur Weight
[TS SR 3.8.3.2 & 5.5.11.b]

0.5% [TS 5.5.11.a.2] 0.3% (2) 3

Copper Strip Corrosion

[TS SR 3.8.3.2 & 5.5.11.b]

Cetane Number (3)

[TS SR 3.8.3.2 & 5.5.11.b]

40

(1) A condition in which the fuel contains no visible water drops or particles and is free of haze or cloudiness. (2) Department of Natural Resources Permit limit. Typical Sulfur % content of Cook fuel oil is < 0.05%. (3) Where cetane number by Method D613 is not available, D976 may be used as an approximation. Where there is a disagreement, Method D613 shall be the preferred method. (4) Ensure fuel oil is color #5 or less to validate Clear & Bright results. [Ref. 8.2.1g]

Information

12-THP-6020-CHM-307

Rev. 16

Page 10 of 88

EMERGENCY DIESEL FUEL OIL

Table 2 ! Emergency Diesel Fuel Oil Sample Parameters PARAMETER Particulate Contamination
[TS 5.5.11.c, SR 3.8.3.2]

ASTM # D2276-83 Method A D2276-83

SAMPLE FREQUENCY 1 / 31 Days 1 / 10 years

LIMIT < 10 mg/L < 10 mg/L

ATT # 12 12

Particulate Contamination (1)

[TRM TSR 8.8.2.1] (1) TRS 8.8.2.1 reads: !Clean each fuel oil storage tank by: a. Draining fuel oil storage tank, removing the accumulated sediment, and cleaning the tank; OR b. Agitate the fuel oil in the storage tank while pumping the oil from the bottom of the tank through a 5-micron filter, and back to the opposite end of the tank. Three consecutive samples shall be taken and analyzed in accordance with ASTM D2276-83. If the contaminant level in any of the samples is greater than 10 mg per liter, the agitation, filtration, and sampling processes shall be repeated. If the contaminant level remains above 10 mg per liter after 3 iterations, the draining, and cleaning method described in TRS 8.8.2.1.a." Therefore the particulate contamination surveillance requirement every 10 years is performed only if option !b" is being performed.

Table 3 - Emergency Diesel Fuel Oil Tank Dip Sample Parameters PARAMETER Visible Accumulated Water
[TS SR 3.8.3.3]

ASTM # ---

SAMPLE FREQUENCY 1 / 31 Days

LIMIT PASS

ATT #

Table 4 - Diesel Driven Fire Pump Fuel Oil Tank Parameters PARAMETER Kinematic Viscosity
[TRM TRS 8.7.5.8]

ASTM # D445

SAMPLE FREQUENCY 1 / 92 Days

LIMITS 1.9 # 4.1 cSt @ 40C PASS 0.05 Vol.%

Visible Accumulated Water (1) Water & Sediment

--D1796

1 / 92 Days 1 / 92 Days

ATT # 14 OR 19 --15

[TRM TRS 8.7.5.8] (1) Remove any visible water found and obtain an additional sample for water and sediment

Information

12-THP-6020-CHM-307

Rev. 16

Page 11 of 88

EMERGENCY DIESEL FUEL OIL Table 5 ! Security Diesel Fuel Oil Tank Parameters PARAMETER Visible Accumulated Water (1) Water & Sediment
(1) Remove any found.

ASTM # --D1796

SAMPLE FREQUENCY 1 / 92 Days 1 / 92 Days

LIMITS PASS 0.05 Vol.%

ATT # --15

Table 6 ! Supplemental Emergency Diesel Fuel Oil Tanker Truck Parameters PARAMETER Clear & Bright Appearance Color Specific Gravity Flash Point Kinematic Viscosity ASTM # D4176-82 Method A D 1500 D1298-80 D93 D445 SAMPLE FREQUENCY Prior to adding new fuel to the storage tanks Prior to adding new fuel to the storage tanks Prior to adding the new fuel to the storage tanks Prior to adding new fuel to the storage tanks Prior to adding new fuel to the storage tanks LIMIT Pass #5 0.82 ! 0.88 60/60F 51.67C or 125F 1.9 ! 4.1 cSt @ 40C ATT # 11 16 10 13 14 OR 19

Table 7 ! Supplemental Emergency Diesel Fuel Oil Tank Dip Sample Parameters PARAMETER Visible Accumulated Water Water & Sediment ASTM # --D1796 SAMPLE FREQUENCY 1 / 31 Days Diagnostic LIMIT PASS < 0.05 % Vol. 15 ATT #

Information

12-THP-6020-CHM-307

Rev. 16

Page 12 of 88

EMERGENCY DIESEL FUEL OIL Table 8 - Emergency Diesel Fuel Oil Tank Annual Test Parameters
PARAMETER Clear & Bright Appearance Color Specific Gravity Flash Point Kinematic Viscosity ASTM # D4176-82 Method A D 1500 D1298-80 D93 D445 SAMPLE FREQUENCY Annually from each EDG storage tank transfer pump. Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump Annually from each EDG storage tank transfer pump ATT # 11 16 10 13 14 OR 19 15 Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite Offsite

Water & Sediment Cloud Point Carbon Residue on 10% Residue Ash Weight Distillation Temperature 90% Point Sulfur Weight Copper Strip Corrosion Cetane Number Lubricity Biodiesel Oxidation Stability Calorific Value Density Hydrocarbon types [% volume] aromatics, olefins, lubricates

D1796 D2500 D524 D482 D86 D129 or D2622-82 D130 D976

List of Caterpillar Website Links

J-1

http://www.cat.com/

November15, 2011

2011 Cat Owners Group Meeting

Caterpillar Power Generation Resource Center www.catelectricpowerinfo.com/pr Power Generation http://www.cat.com/power-generation Emissions Reduction http://www.cat.com/power-generation/generator-sets/emissions Emission Retrofits http://www.cat.com/engines/emissions-solutions Electric Power SpecSizer http://www.cat.com/powergeneration/specsizer Registration Form Free Copy https://specsizerrequest.csesoftware.com/specsizerrequestform.aspx

K Caterpillar - Press Release for Acquisition of

MWM

K-1

News
October 22, 2010

Caterpillar contact Europe: Switzerland: Eric Amstutz Public Affairs, Geneva Office: +41 22 849 4466 Mobile: +41 78 833 44 66 amstutz_eric_m@cat.com Caterpillar contact North America: Jim Dugan Corporate Public Affairs Office: 309-494-4100 Mobile: 309-360-7311 dugan_jim@cat.com
FOR IMMEDIATE RELEASE

3i contact Germany, Austria: Simon Steiner Office: + 49 69 921874 65 Mobile: +49 172 30 68 688 ssteiner@heringschuppener.com

3i contact United Kingdom: Isabel Unsworth Office: +44 207 975 3190 isabel.unsworth@3i.com

Caterpillar to Buy 3i-Backed MWM Significantly Expanding Customer Options for Sustainable Power Generation Solutions
PEORIA, Ill. / LONDON, U.K. Caterpillar Inc. (NYSE: CAT) has signed an agreement to acquire MWM Holding GmbH (MWM or the Company) from 3i and funds managed by 3i. Headquartered in Mannheim, Germany, MWM is a leading global supplier of highly sustainable alternative engines. With the acquisition of MWM, Caterpillar will significantly expand customer options for sustainable power generation solutions. The total transaction value amounts to 580 million (approximately $810 million) and will be paid in cash. MWM, which stands for Motoren-Werke Mannheim, can draw on more than 135 years of experience in the development and optimization of combustion engines for natural gas, special gases and diesel. MWM is recognized for its leading technology and product strength, particularly for its highly efficient range of engines, combined heat and power and trigeneration

(more)

-2-

solutions capable of operating on a wide range of gaseous fuels including natural gas, biogas, mine gas and industrial waste gas, said Caterpillar CEO Doug Oberhelman. This is a natural complement to Caterpillars existing diesel and gas power generation business and demonstrates our commitment to continued investment in sustainable products and industries, Oberhelman added. We are very pleased about the development MWM experienced over the last three years. In close collaboration with the MWM management and its employees, we developed and implemented a broad number of strategic and operational improvement initiatives. We also made significant investments in the Companys production facilities, research and development platform and distribution network. Today, MWM has a highly skilled and motivated workforce, best-in-class products as well as a very efficient sales organization and production facilities, said Peter Wirtz, partner and managing director of 3i Germany. Beyond our accomplished mission of transforming MWMs positioning, we strongly believe in the long-term success of the Company under Caterpillars ownership, Wirtz continued. Following the repositioning of MWM over the three years since 3is investment in the company, 3i will recognize an internal rate of return in excess of 25 percent and generate a 2.2x return on its investment. We highly appreciate 3is support and believe that Caterpillar provides the best prospects for the next step of our development, given its worldwide network which will open up new distribution and growth opportunities to us, said Peter Grosch, chairman of MWM. MWM will become part of Caterpillars Electric Power Division (EPD), which supplies natural gas and diesel generator sets and integrated power systems involved in the generation, control and supply of electricity. EPD operates in more than 50 locations around the world. The integration of MWM will result in important synergies leveraging the two companies existing product ranges, advanced engine technologies, research and development resources, manufacturing, distribution and customer support capabilities.
The gas engines industry is a great fit for Caterpillars energy and electric power

systems business. Together with the two companies premium products, technology and global distribution network, our comprehensive offerings will deliver sustainable power

(more)

-3-

system solutions for our global customers, said Bill Rohner, Caterpillar vice president with responsibility for Electric Power. The acquisition is expected to close in the coming months, pending final regulatory approvals.

About Caterpillar: For more than 85 years, Caterpillar Inc. has been making progress possible and driving positive and sustainable change on every continent. With 2009 sales and revenues of $32.396 billion, Caterpillar is the worlds leading manufacturer of construction and mining equipment, diesel and natural gas engines, industrial gas turbines and dieselelectric locomotives. The company also is a leading services provider through Caterpillar Financial Services, Caterpillar Remanufacturing Services, Caterpillar Logistics Services and Progress Rail Services. More information is available at: http://www.cat.com. About 3i: 3i is an international investor focused on Private Equity, Infrastructure and Debt Management, investing in Europe, Asia and North America. Our competitive advantage comes from our international network and the strength and breadth of our business relationships. These underpin the value that we deliver to our portfolio, shareholders and fund investors. More information is available at: http://www.3i.com. About MWM: MWM GmbH is one of the worlds leading providers of highly efficient and sustainable energy generation plants. Based in Mannheim, Germany, the enterprise can look back on more than 135 years of experience in the development and optimization of combustion engines for natural gas, special gases and diesel fuel. Understanding of the value chain, engineering competence and innovative drive make MWM a reliable partner who develops and produces solutions tailored to the individual needs of its customers. With over 1,100 employees across 11 subsidiary companies worldwide, the company has focused on ecologically progressive solutions for producing "renewable energy". More information is available at: http://www.mwm.net.
Forward-Looking Statements Certain statements in this press release relate to future events and expectations and, as such, constitute forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. These statements are subject to known and unknown factors that may cause actual results of Caterpillar Inc. to be different from those expressed or implied in the forward-looking statements. Words such as believe, estimate, will be, will, would, expect, anticipate, plan, project, intend, could, should or other similar words or expressions often identify forward-looking statements. All statements other than statements of historical fact are forward-looking statements, including, without limitation, statements regarding our outlook, projections, forecasts or trend descriptions. These statements do not guarantee future performance, and Caterpillar does not undertake to update its forward-looking statements. It is important to note that actual results of the company may differ materially from those described or implied in such forward-looking statements based on a number of factors, including, but not limited to: (i) economic volatility in the global economy generally and in capital and credit markets; (ii) Caterpillars ability to generate cash from operations, secure external funding for operations and manage liquidity needs; (iii) adverse changes in the economic conditions of the industries or markets Caterpillar serves; (more)

-4(iv) government regulations or policies, including those affecting interest rates, liquidity, access to capital and government spending on infrastructure development; (v) commodity price increases and/or limited availability of raw materials and component products, including steel; (vi) compliance costs associated with environmental laws and regulations; (vii) Caterpillars and Cat Financials ability to maintain their respective credit ratings, material increases in either companys cost of borrowing or an inability of either company to access capital markets; (viii) financial condition and credit worthiness of Cat Financials customers; (ix) material adverse changes in our customers access to liquidity and capital; (x) market acceptance of Caterpillars products and services; (xi) effects of changes in the competitive environment, which may include decreased market share, lack of acceptance of price increases, and/or negative changes to our geographic and product mix of sales; (xii) Caterpillars ability to successfully implement Caterpillar Production System or other productivity initiatives; (xiii) international trade and investment policies, such as import quotas, capital controls or tariffs; (xiv) failure of Caterpillar or Cat Financial to comply with financial covenants in their respective credit facilities; (xv) adverse changes in sourcing practices for our dealers or original equipment manufacturers; (xvi) additional tax expense or exposure; (xvii) political and economic risks associated with our global operations, including changes in laws, regulations or government policies, currency restrictions, restrictions on repatriation of earnings, burdensome tariffs or quotas, national and international conflict, including terrorist acts and political and economic instability or civil unrest in the countries in which Caterpillar operates; (xviii) currency fluctuations, particularly increases and decreases in the U.S. dollar against other currencies; (xix) increased payment obligations under our pension plans; (xx) inability to successfully integrate and realize expected benefits from acquisitions; (xxi) significant legal proceedings, claims, lawsuits or investigations; (xxii) imposition of significant costs or restrictions due to the enactment and implementation of health care reform legislation and proposed financial regulation legislation; (xxiii) changes in accounting standards or adoption of new accounting standards; (xxiv) adverse effects of natural disasters; and (xxv) other factors described in more detail under Item 1A. Risk Factors in Part I of our Form 10-K filed with the SEC on February 19, 2010 for the year ended December 31, 2009 and in Part II of our Form 10-Q filed with the SEC on May 3, 2010 for the quarter ended March 31, 2010. These filings are available on our website at www.cat.com/sec_filings.

Caterpillar Public Release

L Caterpillar - SpecSizer Software Information

L-1

A Brief guide to interpreting a SpecSizer GenSet Sizing

SpecSizer determines the Best Fit genset based on examining several parameters, then selecting a genset that satisfies all of them. While some of the math may be complex, the basic principals are straightforward. Details about the selected row on the Generator Selection grid should be compared to the site summary values in the Load Analysis Summary at the bottom of the screen.

Note the dual pairs of columns above for Genset EkW and kVA. The leftmost columns, labeled Factory, are the advertised ratings found in TMI, Price Lists, or on Spec Sheets. The next two columns, labeled Site., are the ratings available on the site as described by the user. So, a factory rating of 1000 EkW may only be capable of 825 EkW at 9000 feet. Thus, rating selections MUST be made from the Site columns, not the Factory columns. ENGINE: As an absolute minimum, the Site GenSet EkW must equal or exceed Final Running kW. Another Must Do is that the engine must meet any EPA certifications that may be required. Next, the engine must be large enough for the Maximum Peak SkW. In a single-step site, the Peak SkW is the step SkW. In a multiple step scenario, the Peak SkW is the summation of the running kW thru the current step, plus the step SkW for the oncoming step. Depending on Electric Power BriefguidetoSpecSizerGenSetSizing.doc 11/11/2011

the load arrangement, this will often - but not always - happen during the last step. Regardless, the Maximum Peak SkW is the highest Peak SkW, no matter which step it occurs in. This is the final engine criterion, unless the user selects Frequency Limited sizing. In this case, SpecSizer will select an engine that can accept the largest step SkW that will not result in a frequency dip in excess of approximately 10%. This is an internal calculation, not visible to the user. Single-step, Frequency Limited sizing usually results in selecting a large genset. ALTERNATOR: Alternator selections are different than engine selections in that the results of undersizing arent always immediately obvious. Undersizing an engine can result in an inability to reach rated speed, or even stall. On the other hand, undersizing an alternator may not be discovered until the insulation fails prematurely, thousands of hours later. As an absolute minimum, the alternator must be large enough to carry the site running kVA. Thus, the Site GenSet kVA must equal or exceed the Final Running kVA. In line with industry standards, the GenSet Site kVA is that available at 0.8 power factor. Thus, the Site GenSet kVA is equal to the Site GenSet EkW divided by 0.8, and represents a minimum kVA for that GenSet package. Caterpillar Gensets are available with one or more oversize alternators to account for low power factors, unbalanced loads, non-linear loads, or restrictive voltage dips. Thus the Generator Selection tab column Site Alternator kVA represents the kVA of the included Alternator, derated if necessary for site ambient conditions or voltage selection. It will often exceed, but never be less than the Site GenSet kVA. As mentioned above, the alternator must also have sufficient capacity for any unbalanced load. SpecSizer will balance single-phase loads as equally as possible, but will scale the final running kVA as necessary to account for the most heavily loaded phase. Another factor requiring alternator capacity is non-linear load. Examples include battery chargers, fluorescent lights, and many others. The Final Running kVA represents the nameplate kVA of all connected loads. The Maximum Non-Linear RkVA represents the nameplate kVA of all connected non-linear loads, but does not include any oversizing allowance. The Maximum Non-Linear TkVA includes the nameplate kVA of all connected nonlinear loads, but also includes an allowance for the severity of non-linearity of each of the loads in the site scenario. Thus, the last kVA check is to select a Site Alternator kVA that equals or exceeds the Maximum Non-Linear TkVA. The final check for an acceptable alternator is the transient effect of voltage dip. Each load step (if more than one) is likely to have a different voltage dip. In addition, each load step may have a different voltage dip limit (for example, Gas discharge lights shouldnt see a dip over 20% to avoid extinguishing). Therefore, the selected GenSet should not have a voltage dip in any step that exceeds the voltage dip limit for that step. In summary, the Best Fit GenSet is the smallest GenSet that meets all of the above criteria.

Electric Power

BriefguidetoSpecSizerGenSetSizing.doc

11/11/2011

SpecSizer

Intermittent Motors & the Intermittent Step

3-Phase Motor, Single Phase Motor, 3 Phase Air Conditioning, Single Phase Air Conditioning, Centrifugal Pump, Elevator All motors that will start intermittently may be marked intermittent. The intermittent step can cluster motors from multiple steps into one step. The intermittent step is calculated as though the selected intermittent motors (motors checked as intermittent on load dialogs) have all been shut down, and then restarted simultaneously. The intermittent algorithm then collects these loads, sorts them by inrush kVA (descending), and adds them to the intermittent step until the SkVA equals the user!s chosen (on Project Parameters tab) percent of intermittent SkVA (default 25%). In no case will it select less than the two biggest loads, assuming there are two or more.
Note: Percent of Intermittent Motors is a diversity factor for competitive sizing. It is very conservative to assume that all intermittent loads start at once.

Range: 25%-100%

The Intermittent Step

The intermittent step does not "over" size; it will "correct" size. When sizing a genset, the intermittent step does not use the Fdip/Vdip limit of the last intermittent load, but uses the Fdip/Vdip limits in effect following the FINAL user-defined load STEP, which may be much more restrictive. The intermittent step doe not add to the max running kW/kVA, but it often increases starting kW/kVA, perhaps when max Fdip and/or Vdip limits may have been re-set to low values (more restrictive response limits) before the intermittent step. Example: A 100 hp intermittent motor is started in step 1 with a 35% Vdip limit, then 20 kW of gas discharge lights is started in step 2 with a 20% Vdip limit. SpecSizer selects a genset using a Vdip limit of 35% for step 1, and a Vdip limit of 20% for step 2. Any additional loads, including intermittent ones, now have a 20% Vdip limit. The intermittent step will begin with only the lights operating (the 100 hp motor is assumed to be stopped), then it will re-start the 100 hp motor using the correct 20% Vdip limit (from the lights). This will very likely increase the genset size. On the other hand, if step 2 is a 20 kW resistive load with a 35% Vdip limit, the intermittent step might not upsize the genset.

Example: Step 2 - Gas Discharge Lighting load, 20% Vdip

Intermittent Step = 20% Vdip

Example: Step 2 Gas Discharge Lighting load, 20% Vdip

250 EkW genset selected with 20% Step 2 voltage dip and 20% Intermittent Step Vdip

This note indicates why the next smaller genset failed.

Example: Step 2 - Resistive load, 35% Vdip

Intermittent Step = 35% Vdip

Example: Step 2 - Resistive load, 35% Vdip

230 EkW genset selected with 35% Step 2 voltage dip and 35% Intermittent Step Vdip

This note indicates why the next smaller genset failed.

Mixed 3-Phase and Single-Phase Loads

SpecSizer tries to simplify the 3-phase / single-phase issue by doing some of the work for the user in a 3-phase site. 1) 3-phase loads are obviously entered as three phase loads; examples are 3-phase motors, centrifugal pumps, air conditioners, elevators, and medical loads. 2) Some loads are single phase, the most obvious being single phase motors. These are entered without describing which phase, because SpecSizer distributes them as equally as possible. For example, three motors at 5 hp, 5 hp, and 7.5 hp would be entered as three loads. SpecSizer would size the engine for enough hp for 17.5 motor hp (5+5+7.5), and size the alternator for the highest loaded phase (7.5 hp in this example). We do not presently have a single-phase air conditioner model. 3) Some loads are available as single or 3-phase, such as welders or battery chargers. SpecSizer treats them as described above, depending on the number of phases. 4) A few loads (lights, Office Equipment) are treated as "distributed 3-phase". Although they are single-phase loads, they are entered as a single load and SpecSizer automatically distributes them equally between the 3 phases.

So, for the user's load list: * Lights should be entered in total, and they will be assumed to be equally distributed. * Receptacle Loads are entered in total as Office Equipment, and are assumed to be equally distributed. * Single Phase Air Conditioners are entered as Single Phase Motors, at 2 HP per ton. * Single Phase Motors entered will be automatically distributed between phases as equally as possible. * SpecSizer does not have a single-phase medical load model or, at present, a work-a-round. (The Miscellaneous model is three phase). The only choice is to use a 3-phase Medical Load.

May 24, 2006 (SJB)

SpecSizer Sizing Attributes

A Review of the SpecSizer Technical White Paper

Sizing Basics - Generator Set Sizing Parameters

Generator set sizing consists of modeling the engine (starting kW & running kW), alternator (starting kVA/voltage dip & running kVA) and excitation system (non-linear (non linear loads determine SE vs. PM) Parameters of each must be taken into consideration when sizing for a potential load generator kVA & engine kW Starting/step kW & running kW Starting/step kVA/voltage dip & running kVA non-linear loads determine SE vs. PM Frequency limited vs. conventional: frequency dip Site conditions Generator set must meet system needs in both steady state (running) and transient (starting) conditions

One company.! A multitude of solutions.

Engine Parameters

Rated kW Engine must have sufficient kW to carry the load during Steady state operation Sizing must allow for future growth in the system Starting kW Engine must have capacity to start loads with acceptable dip in frequency Two basic limits to frequency dip NFPA110 Start all loads without stalling (SpecSizer/Conventional sizing method) ISO8528 Limited frequency dip, loads started without assistance of turbo charging (SpecSizer/Frequency Limited sizing method)

One company.! A multitude of solutions.

Alternator Parameters

Rated kVA Alternator must have sufficient kVA to carry the load during steady state operation within temperature rise limits Sizing must allow for future growth in the system Must account for any non linear or unbalanced loads on the system that can cause added temperature rise Starting kVA Alternator must have capacity to start loads with acceptable voltage dip Sizing must account for voltage dip seen on all loads for each starting step Alternator excitation must be permanent magnet when site conditions are complex enough

One company.! A multitude of solutions.

Sizing Tool Comparison Non-Linear Loads

Non-Linear loads harmful effects Alternator heating Waveform Wa eform distortion reflected to other connected loads SpecSizer accounts for both potential effects Cummins PowerSuite uses a single factor PowerSuite supports less non-linear loads

One company. A multitude of solutions.

Sizing Tool Comparison Non-Linear Loads

Example: 6 Pulse Inverter Comparison SpecSizer vs. Power Suite

SpecSizer p (kVA) ( )
Heating Distortion Linear * 1.1 1.4 1.15 1.6 13 1.3 13 1.3 1.15 1.15 1.15 1.15 1.15 1.15 Linear 1.15 1.15 1.3 max 1.6 max 1.4 1.4 Linear 1.15 1.6 1.3 1.6 Linear * Linear * 1.15 1.6 Non-Linear Factor Linear * 1.4 Load Not supported Load Not supported 1 1 Load Not supported Linear 1 1 1 Linear 1.4 1 Linear * Linear * PWM 1.4; other 2.0

Non o Linear ea factors acto s for o 6 pulse devices without filters

Power Suite ( (kW) )

Air Conditioner Battery Charger Elevator Induction Furnace (Thyristor) Fluorescent Lights Gas Discharge Lights Ultraviolet Lights Incandescent Lights Medical Loads Miscellaneous Loads Office Equipment Resistive UPS Welder Single Phase Motors Three Phase Motors Variable Frequency Drives *

One company.! A multitude of solutions.

Sizing Tool Comparison Allowable Voltage Dip

Excessive voltage dip seen as a result of starting loads can negatively effect the system Gas Discharge Lighting <20% Fire Pump <15% Medical and UPS Loads <10% Relay Contactors <30% SpecSizer allows for voltage dip limits to be set for each load, Power Suite does not

One company.! A multitude of solutions.

Sizing Tool Comparison Allowable Voltage Dip

Allowable Voltage Dip Defaults SpecSizer vs. Power Suite

SpecSizer 30 30 20 30 30 20 30 30 10 0 30 30 30 10 30 25 20 30 15 35 10 0 35 35 35 35 35 35 35 35 15 35 Load Not supported Load Not supported 35 35 35 Load Not supported Power Suite

Load Type

Air Conditioner C Battery Charger Elevator

Induction Furnace (Thyristor) Fluorescent Lights

Gas Discharge Lights Ultraviolet Lights

Incandescent Lights Medical Loads

Miscellaneous Loads Office Equipment

Resistive UPS

Welder Single Phase Motors

Single Phase Motor - VFD Three Phase Motors

Fire Pumps

One company.! A multitude of solutions.

Sizing Tool Comparison Load Starting kW

Large loads result in voltage drop when starting Starting kVA Generator sets use voltage regulator that reduce voltage to allow for better transient frequency response for the engine (Volts/Hz regulator)

One company.! A multitude of solutions.

Sizing Tool Comparison Load Starting kW

Sustained Voltage Dip voltage that the alternator will recover to if the locked rotor load is continuously applied, assuming a synchronous driver. Power Suite translates an assumed 10% voltage dip into the effective kW, assigning it as 0.81 of the actual load kW Result: Power Suite assigns 81kW starting load for a 100kW load SpecSizer does not utilize effective kW as the connected large load actually created the voltage dip dip. i i.e. e a 100kW load is assigned 100kW in the program

One company.! A multitude of solutions.

Sizing Tool Comparison Phase Unbalance

Unbalanced single phase loads on a 3 phase system can cause alternator heating Motors Welders Battery chargers SpecSizer accounts for and sizes accordingly when unbalance exists due to a large single phase load Power Suite assumes all single phase loads are balanced, regardless of size or number of loads

One company. A multitude of solutions.

Sizing Tool Comparison Lightly Loaded/IEC Motors

Lightly Loaded Motors Loaded motor needs 2-3 times running KW to start Unloaded or lightly lightl loaded motors start more q quickly ickl and therefore require less allowance for starting KW SpecSizer assumes a 15% reduction, Power Suite assumes 40%

IEC Motors IEC Motors are frequently more demanding to start than NEMA motors SpecSizer includes both IEC and NEMA motors, Power Suite includes only NEMA motors

One company.! A multitude of solutions.

Sizing Tool Comparison Solid State Motor SkW

Starting kW = Inrush kW for across the line motor starts (Cat, Cummins mostly same) Solid State (VFD) drives result in a differing scenario where St ti kW Inrush Starting I h kW Power Suite does not take this into account and uses Inrush kW for solid state motor starters creating the potential for an undersized generator set (Cat uses approximately the average power demand throughout
Motor Demand kW
50 hp Induction Motor 80 NEMA B Default NEMA_B_Default 70 60 50 40 30 20 10 0
0.6 0.8 1.0 1.2

the motor start which is about the power required at ~60 or 65% motor speed.)

Motor Demand kW

50 hp Induction Motor

120

NEMA_B_Default

100

Across_the_Line

Current Limit 200%

80

Motor D Demand Kw

40

20

Motor D Demand Kw

60

0.0

0.2

0.4

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Speed - PU

Speed - PU

One company.! A multitude of solutions.

Sizing Tool Comparison Percent of Intermittent Motors

Loads are placed in the program in steps that represent how they will be added to the system Some motor loads, loads such as air conditioners or elevators, elevators cycle off/on after started SpecSizer includes a unique feature that allows the user to specify the % of the intermittent motors that would start at one time

One company. A multitude of solutions.

Sizing Tool Comparison Percent of Intermittent Motors

Example 100 room motel with individual A/C units per room All intermittent SpecSizer allows the program to size using a variable % of the intermittent motors actually starting at the same time Power Suite uses worst case/most conservative assumption of all A/C units starting at once, greatly increasing the generator set size

One company.! A multitude of solutions.

Press Release

For Worldwide Release: October 20, 2011

Release Number: EEPR0511

Caterpillar Releases Updated SpecSizer Generator Set Sizing and Specifying Software Tool
PEORIA, IL Caterpillar Inc. announces today the introduction of a new version of SpecSizer, the popular software tool that helps engineers select a competitively sized generator set for electric power projects.

Available now for PC users, SpecSizer version 2.7.0 features an optimized 20-Step Wizard that automatically calculates the least number of steps for building a load scenario. The 20-Step Wizard collects loads, evaluates voltage dip and load demands, and then organizes the loads into steps to help users select a generator set with an optimal rating and footprint that minimizes costs. Along with voltage dip and skVA, the tool now provides an additional method for sizing based on customer-specific frequency dips. SpecSizer has been updated with technical specifications on several new Cat power systems introduced this year, including generator sets, Automatic Transfer Switches (ATS), Switchgear and Uninterruptible Power Systems (UPS). The latest version of SpecSizer also features Olympian generator sets for markets outside North America, including open generator sets with improved derate capability as well as enclosed units.

In addition to the generator set sizing analysis, SpecSizer provides a concise, customizable text document or guide specification that is dynamically linked to any program-selected or userselected generator set. SpecSizer also produces a project sizing report with engine, alternator and generator set technical data and a transient performance report that can be distributed electronically.

SpecSizer p Training g

Current version: 2.5 Data Date - February 2010

Discussion Topics

! New SpecSizer development features version 2.5 (January 2010) back to version 2.2 (May 2008)

! SpecSizer p tabs, , menu options, p , icons

! SpecS SpecSizer e competitive co pet t e s sizing g opt options o s

! FAQ"s FAQ s

FAQ s

Percent Intermittent Motors

Intermittent motors are those that may start and stop randomly after all other loads are started started. An example would be an elevator motor motor. These motors may cause disturbances that interfere with already running loads that are sensitive to voltage dip. In order to account for this issue, SpecSizer places all motors marked intermittent into an "Intermittent Step#, as well as their planned starting p g step. p Then, , the effect of starting g these motors is compared p to the limits of engine power and alternator SkVA.

Assuming that all intermittent motors start at once can greatly increase the size of the selected g generator set. Since this condition is unlikely y to occur in practice it is often sufficient to select the largest intermittent motor as intermittent when adding them in the Load Scenario tab. Alternatively, the percentage of intermittent motors assumed to start simultaneously can be specified in the Project Parameters tab. Based on the starting requirements of each intermittent motor only the largest motors motors, up to the specified the percentage of intermittent motors but not less than the two largest motors, are assigned to the intermittent step.

Intermittent Step

"The intermittent step is calculated as though the selected intermittent motors have all been shut down, , then restarted simultaneously. y The frequency q y dip p and voltage g dip p limits in effect following g the final user-defined load step are used for the intermittent step."

The intermittent step can cluster motors from multiple steps into one step. When sizing a genset, it doesn't add to the max running kW/kVA, but it often increases starting kW/kVA, perhaps with more restrictive response limits.

The intermittent step uses the Fdip/Vdip limit of the final user defined STEP, which may be much more restrictive than the Fdip/Vdip of the last intermittent load.

! !

As an example, p , if you y start a 100 hp p intermittent motor in step p 1 with a 35% Vdip p limit, , then start 20 kW of gas discharge lights in step 2 with a 20% Vdip limit. SpecSizer picks a genset using a Vdip limit of 35% for step 1, and a Vdip limit of 20% for step 2. Any additional loads, including intermittent ones, now have a 20% Vdip limit. The intermittent step will begin with only the lights operating (the 100 hp motor is assumed to be stopped), then it will re-start the 100 hp motor using the correct 20% Vdip limit (from the lights). This will very likely increase the genset size. On the other hand hand, if step 2 is a 20 kW resistive load with a 35% Vdip limit limit, the intermittent step might not upsize the genset.

The intermittent step will not specify less than two motors, even if the lowest percentage specified (again...25% is the lowest... specified on Project Parameters) would be require one motor.

Peak SkVA / Peak SkW

For each step, SpecSizer sums the running load of all previous steps with i h the h starting i l load d of f the h current step. Th The result l i is the h peak SkVA / SkW for the current step. Loads are summed arithmetically (kW) or vectorially (kVA).

The highest peak load for all steps in the scenario is one of the parameters used in the sizing selection. This is often, but not y , in the last step. p For example, p , assume a four step p scenario: always, If a large across-the-line motor starts in step three, and step four is a modest resistive load, the peak starting load might occur in step 3, not step 4.

Regenerative Loads

Any lifting device (e.g. hoist, elevator, crane), when lowering it's load, will generate electricity and try to drive the alternator faster faster. The max safe regenerative power is the sum of engine friction power, fan power, generator losses, any other genset parasitic loads, and any actual loads (lights, etc). If you apply more regenerative power than this to the genset, it will overspeed, because the governor cannot reduce engine power to below zero. In addition, switchgear controls may be set to sense reverse current current, and trip the genset off-line off line when a very small amount of reverse current is detected, even if the genset could manage it (extra caution should be taken for Standby genset applications). The only fully safe practice is to ensure that there is enough positive load on the genset to absorb any connected regenerative loads.

Reverse power ( R (parasitic) iti ) load(s) l d( ) of f a generator t set t are decreasing d i as a percent t of f rated kw as power ratings and efficiencies are increased using same/similar iron. Some gensets' parasitic load may be down to or below 10%. Even if a generator is capable of absorbing the power, electrical protective relaying will alarm and/or trip at values as low as 3%. If reverse power trips off the generator set, the site is back to b i without being ith t power. Caution C ti should h ld b be exercised i d on all ll regenerative ti l loads, d not t only l when they exceed a certain percentage of rated source capability.

90% Sustained Voltage Dip

When an alternator is driven by a synchronous driver, it cannot change speed when load is applied. Alternator spec sheets typically specify their transient voltage recovery under this condition. The voltage dip is defined as synchronous (constant speed) voltage dip or sometimes instantaneous voltage dip since it occurs and recovers very quickly typically a small fraction of a second. Some competitors recommend sizing with a voltage dip of 35% or more, although they acknowledge that the starter may have to be mechanically restrained. Caterpillar prefers no more than 30% voltage dip to avoid these problems. However, Caterpillar alternators are designed to accept t kVA loads l d resulting lti in i a voltage lt dip di of f 35% or more, and d still till recover t to f full ll rated t d voltage lt without delay (see above example curves for 10%-35% dip). These same competitors quote a motor starting kVA that would load the alternator to the point that the excitation system cannot restore the voltage to more than 90% of rated voltage (see the example 90% sustained voltage curve above). Secondly their spec includes the statement that the generator set shall be capable of Secondly, recovering to a minimum of 90% of rated voltage following application of the specified kVA load at near zero power factor. This near zero power factor is not representative of any real load, but is probably required to avoid risk of generator set stall. While such a load condition demonstrates a very high kVA capability, the (undefined) instantaneous voltage dip is likely to be so high as to result in relay dropout, motor starter malfunction, or other serious problems. bl Finally, they use this 90% voltage to reduce the inferred starting load to 81%, thus potentially sizing smaller if starting kW is high. Since 100% load caused the voltage dip, it appears to be either circular reasoning or double-counting to reduce the starting load in this way. Therefore, Caterpillar does not quote this artificially high kVA capability, nor potentially undersize by reducing the calculated starting kW.
5 0 -5 -10 -15 -20 -25 -30 -35 -40 0 5 Voltage Dip - %

S Synchronous h V Voltage lt Dip Di

10

15 Time units 10% dip 20% dip 30% dip 35% dip

20

25

30

90% sustained voltage

Stabilization Between Steps

Isn't up p to the p program g Consultants setting up the site and load steps at installation must account for Engine should have maybe 10 10-15 15 seconds between steps (SpecSizer load bank tests) Genset speed and voltage should have had time to recover to t rated t d values l

If a high load is applied before genset recovery, it could mean stall If a small ll load l di is applied li d b before f genset t recovery, it may not t mean stall, but the predicted Fdip & Vdip will likely be incorrect

Delta Connections

SpecSizer does not support delta connection which is why h 120/240V i is not ti in S SpecSizer. Si I Instead t d 120/208V wye can be used for 120/240V delta containing only 3phase loads, provided the loads are entered in kW and kVA and not Amps

Enter loads as either kVA, kW or HP

Avoid using g Amps p as this requires q conversion from 240V delta to the equivalent 208V wye. Single-phase loads are also a problem. If the single-phase load is small (<5%) of the genset rating!should be okay but if larger, probably y need to size it manually y will p

Why no ratings lower than 230 EkW?

139/240V is not in the PEPCNN pricelist and therefore does not appear in i S SpecSizer Si

Motor SkW/SkVA Reductions

SpecSizer allows starting a motor unloaded" providing a 15% reduction in SkW when a user selects this feature feature. If a reduction in SkVA is desired, choose one of the reduced starting methods, e.g. VFD, Autotransformer, etc. Review of the Inrush SkW and Inrush SkW will indicate a comparison between these features

Direct on line - user can select loaded or unloaded

Star-delta, autotransformer, resistance, reactance, soft-starter assumes motor is unloaded

Inverter drive - applies to both loaded and unloaded starts

Genset Recovery Time

The transient performance displayed on the Generator Set Selection tab bi is the h Fdi Fdip, Vdi Vdip 1 and d Vdi Vdip 2 of f the h L Load(s). d( ) S SpecSizer Si d does not predict recovery time for the Load(s), because of the impact of motor load inertia on motor start time, and the almost unlimited number of motors the user can specify.

The transient performance displayed on the Project Sizing Report is p, Vdip p and RT of the g genset SpecSizer p recommended for the the Fdip, user's site specifications and load scenario. It is provided at each 25% load change up to full load on a resistive block load test done at the factory.

Standards

Specifying!generator!sets!for!voltage!and!frequency!transient!response There!are!two!specifications!that!influence!generator!set!sizing,!ISO8528-5!and!NFPA!110.!NFPA! 110!is!more!of!a!North!American!spec,!whereas!ISO8528-5!is!a!world-wide!standard.!Both!spec! performance!of!a!generator!set.!NFPA!110!specifies!that!a!generator!must!start!and!pick!up!fullrated!load!and!maintain!stable!voltage!and!frequency.!ISO8528-5!defines!operating!limit!values! f for!performance!classes,!such!as!G2,!for!critical!generator!set!sizing!parameters!" f l h G2 f iti l t t i i t t transient! i t frequency!deviation!(dip),!transient!voltage!deviation!(dip),!and!frequency!and!voltage!recovery! time.

SpecSizer!provides!the!sizing!control!necessary!to!meet!any!bid!specification!between!a!range!of! 10 40%!voltage!and!frequency!dip.!An!exception!would!be!electrical!loads!that!require!more! 10!" 40% voltage and frequency dip An exception would be electrical loads that require more conservatism!for!life!and!safety.!SpecSizer!is!capable.!SpecSizer!is!flexible.!SpecSizer!will!size! the!most!accurate,!most!competitive!generator!set!for!your!bid!specification.

Influencing Parameters Genset Transient Response

turbo, fuel injector

Si ite

Alternator Eng gine

speed rpm / frequency (50Hz / 60Hz)

Primary: 1 Engine Design & Displacement 2 Engine Power Density (BMEP at price list rating) 3 Fuel (liquid vs. gas) 4 Alternator Design & DL (e.g. Kgmotor & Kgblock) 5 Voltage Regulator p / Gain 6 a Slope 7 b Knee frequency 8 c PID leads / lags 9 Load Scenario 10 a Type & size of loads 11 b Power Factor (e.g. lights vs. motor) 12 Site Ambient conditions & Cooling Capacity radiator size, fan speed

Secondary:

13 Engine Governor Design

14 GenSet Inertia (Engine & Alternator)

aftercooler, compression ratio with AB-C series engine redesign, enclosure alternator voltage adjustment (dial down e.g. e g 480V to 416V)

Influencing ue c g Parameters a a ete s Ge Genset set Transient a s e t Response espo se

Tertiary: Alt t Voltage V lt (e.g. ( 240 v vs. 600 v) ) 15 Alternator 16 Alternator Exciter type alternator lt t voltage lt design d i

Note about Item 4 - Alternator Design: Alternator inertia slows genset deceleration rate rate, thus more inertia tends to reduce Fdip (frequency dip) Alternator reactance influences instantaneous voltage dip; less voltage dip tends to increase Fdip

Changing from an SR4 to a larger SR4 increases inertia, and decreases instantaneous Vdip (voltage dip) , the Fdip p effects of an oversize SR4 tend to cancel, giving g g a modest change g in Fdip p Thus,

Changing from an SR4 to an SR5 reduces inertia and reduces instantaneous Vdip Thus, the Fdip effects of changing from an SR4 to an SR5 are additive, increasing Fdip

Summary of Effects of Changing from SR4 to SR5 1) Reduced Vdip 1 (alternator-only or synchronous voltage dip) 2) Increased Fdip 3) Increased Vdip2 (frequency-induced or engine-induced voltage dip) 4) Higher winding temperatures 5) Lower vibration tolerance @ higher temperature 6) Shorter insulation life @ higher temperature (roughly factor of four) 7) 5 & 6 combine to reduce tolerance to harsh environment (e.g. rock crushers, coastal)

2 First introduced in 2006, SpecSizer has been downloaded by more than 5,300 registered users in 138 countries. SpecSizer provides sizing and support in eight languages, including English, Chinese Mandarin, French, German, Italian, Portuguese, Russian and Spanish.

Current users of SpecSizer will receive prompts to auto-update their software, while new users may request a free download of the SpecSizer software by visiting www.cat.com/powergeneration/specsizer.

Caterpillar is a leader in the power generation marketplace with power systems engineered to deliver unmatched durability, reliability and value. The company offers worldwide product support, with parts and service available globally through the Caterpillar authorized service and dealer network. In addition, dealer service technicians are trained to service every aspect of Cat equipment.

For more information, visit www.catelectricpowerinfo.com/pr or e-mail cat_power@cat.com. To interact with other power generation professionals in our online community, register at www.catelectricpowerinfo.com/connect.

###

About Caterpillar For more than 80 years, Caterpillar Inc. has been making progress possible and driving positive and sustainable change on every continent. With 2010 sales and revenues of $42.6 billion, Caterpillar is a technology leader and the worlds leading manufacturer of construction and mining equipment, clean diesel and natural gas engines and industrial gas turbines.

More information is available at www.cat.com.

CAT, CATERPILLAR, their respective logos, OLYMPIAN, Caterpillar Yellow, the Power Edge trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

SpecSizer Training
Th Through h version i 2 2.5 5
Data Date - January 2010

Discussion Topics

! New SpecSizer development features version 2.5 (January 2010) back to version 2.2 (May 2008)

! SpecSizer p tabs, , menu options, p , icons

! SpecS SpecSizer e competitive co pet t e s sizing g opt options o s

! FAQs

SpecSizer Operation

! ! ! ! !

Importance of Accurate Sizing SpecSizer Tabs S SpecSizer Si M Menu C Commands d SpecSizer Icons Competitive Sizing Features

" " " " " "

Restricted Fdips / Vdips Reduced Voltage Starters Unloaded, Low Inertia Motors Volts / Hz Optimization Alternator Thermal Limits link 10 step Wizard

! Help files

" Large L 3 3-Phase Ph M Motors t " Transformers " Load Dialogs

Genset Sizing g

! Importance of Accurate Genset Sizing

" When generator sets are accurately sized for a specific installation, they should perform efficiently while meeting the various operating demands p p y sized g generator sets can result in added costs or at that site. Improperly inadequate performance.

Warranty ! Under-sizing can be expensive if generator sets must be added or replaced

to meet job site requirements. Site installations with accessory equipment will have been designed around a smaller job site footprint.

Lost Sales

Warranty a a ty

! Over Over-sizing sizing adds unnecessary costs since larger or higher rating generator sets were purchased, resulting in a competitive price disadvantage in the bid process. ! In addition, oversized engines operating continuously at light load are prone t cylinder to li d b bore and d li liner glazing. l i

SpecSizer p Tabs

! ( (4) ) Tabs

" Project Parameters tab: Site Conditions " Load Scenario tab: Loads & Load Steps " Generator Set Selection tab

! (3) Tabs

" Load Analysis Summary " Starting & Selection Analysis " Alternator Frame Options

! Guide Spec ! Paralleling

" Technical tab

! Reports: Load Report, Project Sizing Report, Transient Performance Report

Project Parameters tab

! Sizing Variables " Site Conditions

" " " " " " " "

Duty cycle Fuel type Frequency and voltage requirement (electrical supply) Sizing Methodology (ISO8528-5 and NFPA 110) Percent of Intermittent Motors Maximum ambient temperature / Altitude Emissions Certification Voltage Regulator & Slope

Load Scenario tab

! Sizing Variables " Loads and Load Steps/Sequence

" Menu or Icons

Frequency dip (Fdip) and Voltage Dip (Vdip) are displayed on Generator Set Selection tab

! ! ! ! !

amount and types of electrical loads electrical load and motor criteria q g of loads in steps p sequencing maximum allowable voltage dip for each load maximum allowable frequency dip for each load

" Load Analysis Summary

! ! ! ! !

SkW (starting kilowatts) RkW (running kilowatts) SkVA (starting kilovolt amperes) RkVA ( (running i kil kilovolt lt amperes) ) TkVA for non-Linear (considers harmonic heating and waveform distortion)

Generator Set Selection tab

Two additional Sizing Parameters found on Generator Selection tab , Starting & Selection Analysis tab

Voltage Dip (%) and Frequency Dip (%) Transient Response Tool

Factory Genset Tests

Excessive E i voltage lt di dip

dim or flicker lights cause devices to malfunction result in relay tripping

Excessive frequency dip

result in a life and safety y emergency g y

excessive frequency dip can stall a generator set to a state of no recovery.

Generator Set Selection tab

Sizes the Genset

Compares Standard VR Slope to Optimal VR Slope; selects smallest genset

Sub-tabs Load Analysis Summary Starting & Selection Analysis Alternator Frame Options Diagnostics Other Features

Paralleling Guide Spec Customer Sales Support Link

Spec Sheet

Dealer Sales Support Links

Power Net Spec Sheet TMI Web

Selection Criteria

Generator Set Selection tab

Ambient Temperature & Altitude Derate

Derate

Technical Tab

! Sizing Report

" " " "

Load Analysis Summary Generator Set Engine Technical Data Alternator Technical Data

! Load Report

" Permitted Dip " Predicted Dip " Load Analysis

! Maximum Step and Maximum Peak SkVA/SkW ! Final Running kVA/kW ! Step S transient i performance f graph h

! Transient Performance Report

" " " "

Step Fdip and Vdip St transient Step t i t performance f graph h Block Load Transient Performance Table Block Load Transient Performance Graph

Menu Commands

8 languages supported

Menu Commands

File, View, Window, Links, Options, Help

Additional loads TkVA Send to Excel Diagnostics

Menu: Help

Menu Icons

Insert Ste ep New Step

P Save to PDF Send to Excel Wizard

! ! ! ! ! ! ! ! ! ! ! ! ! !

New Project Dialog Open (file) Sa e (file Save Wizard Mode Load Report Send to Excel To provide: Sizing Report Save to PDF Transient Performance Print (file) Print Preview Cut Copy Paste Undo New Step Insert Step

M USCG Presentation - Lube Oil Analysis Program

M-1

USCG OIL ANALYSIS PROGRAM

Edgardo C. Guevara Mechanical Engineer Main Propulsion Branch, NAME SFLC November 4, 2011

USCG FLEET Various Cutters and Other Units

Effective Oil Analysis Program

Improve Lube Oil Quality Management

Measured in two ways

Shipboard (On Site) Testing

On Shore (Laboratory) Testing

- Wet Chemistry (use of chemical reagents) - Handheld Monitor (IR technology)

- Used/New Oil Testing - Wear Particle Analysis (Analytical Ferrography)

Extend equipment longevity and reduce maintenance costs

Two Components of Oil Testing Program

On-Shore Testing complete lab analysis

Shipboard testing handheld tester to check oil condition

Example of how PdM can help estimate failure avoidance costs

Courtesy of Uptime Magazine

Required Testing for Complete Oil Analysis Program

SHIPBOARDTESTING YES YES YES YES YES YES YES NO NO NO NO NO ONSHORE(LAB)TESTING YES YES YES YES YES YES YES YES YES YES YES YES

REQUIREDTESTS

KINEMATICVISCOSITY

TOTALBASENUMBER

TOTALACIDNUMBER

WATERCONTENT

SOOTINDEX

OXIDATION

GLYCOL

FUELDILUTION

SPECTROCHEMICALANALYSIS(ELEMENTAL) PARTICLEQUANTIFIERINDEXORDIRECTREADING FERROGRAPHY

PARTICLECOUNTINGTEST

WEARPARTICLEANALYSIS(ANALYTICALFERROGRAPHY)

Existing Oil Testing Provider/ Shipboard Test Equipment

On-Shore Testing
NOAP labs CAT SOS labs Signum Test lab At present, there is no central database for USCG to receive, analyze , report and archive test results

Shipboard Testing

Falling Ball Tester Kittiwake Oil Test Center Need to implement new testing equipment that does not use chemicals or reagents, easy to use, and more reliable.

Shipboard (On Site) Oil Testing Work Flow

CUTTER PERFORMS REQUIRED TESTING USING ONBOARD TEST EQUIPMENT CUTTER USES ALARM LIMITS TO DETERMINE OIL SUITABILITY OF FOR CONTINUED USE AND TAKE ACTION IF REQD

CUTTER RECEIVES ADDITIONAL GUIDANCE AND TAKE ACTION AS NECESSARY

USCG SME REVIEW AND PROVIDE ADDITIONAL GUIDANCE IF ANY TO CUTTER

CUTTER SENDS ONBOARD TEST RESULTS TO USCG SME FOR REVIEW

On-Shore (Remote) Oil Laboratory Testing Work Flow

OIL LABORATORY PERFORM TESTING AND SEND DATA TO USCG CENTRAL DATABASE

DATA UPLOAD TO USCG DATABASE FOR REVIEW AND ANALYSIS

CUTTER RECEIVES REPORT AND TAKE ACTION AS NECESSARY

USCG SME ARCHIVE RESULTS IN DATABASE FOR HISTORICAL RECORDS

USCG SME SEND REPORT WITH ANALYSIS AND RECOMMENDATIONS TO CUTTER AND PL MANAGER

Use of ISO certified Commercial Oil Laboratory

Centralize all on-shore oil testing using one ISO certified oil laboratory, i.e. ALS Labs, Analysts Inc, Polaris or Predict - higher volume of samples equates to lower price per sample (MSC pays about $11.00 per sample for 30,000 samples annually) Commercial labs also provide sample kits and mailers for shipping directly to them Turn-around time for providing results is typically 1-2 business days upon receipt of sample

Establish Standard Test Slates

Test Slate 1

Viscosity, Water, TBN, Spectrochemical Analysis, Fuel Dilution, Oxidation and Soot Index by IR

Test Slate 2

Viscosity, Water, Spectrochemical Analysis, TAN, Particle Count

Test Slate 3

Viscosity, Water, Spectrochemical Analysis, TAN

Test Slate 4

Viscosity, Water, Spectrochemical Analysis, TAN, Direct Reading Ferrography

Test Slate 5

Viscosity, Water, TBN for diesel engine oils or TAN for non-diesel engine oils, Spectrochemical Analysis

Analytical Ferrography

Wear Particle Analysis

Test Slate 1 Diesel Engines Test Slate 2 Vital Hydraulic Systems and Gas Turbine Engines Test Slate 3 Non-vital Hydraulic Systems, Circulating Oil Systems, Air Compressors, HVAC Compressors, Bearing systems Test Slate 4 Gear oil systems Test Slate 5 New oil testing

Establish central Database for Oil Test Results

Establish central database here at CG to receive data from oil lab and provide messages or reports to the ships Create its own database or use Commercial off the shelf (COTS) database Data remains with CG even if lab change over occurs Single format for data transfer from oil lab USCG SME to provide report with analysis and recommendations directly to cutters and managers

Sample of an Oil Analysis Report

Set Threshold Limits or Alarms

Set threshold limits for test variables pertaining to each application, i.e. high speed engines, medium speed engines, gas turbines, hydraulics, reduction gears, etc.

Example of Oil Property/Contamination Alarm Limits

TURBINE HYDRAULIC CIRCULATING OIL GEAR COMPRESSOR HVAC COMPRESOR ENGINES

PROPERTY

ASTM METHOD

VISC %CHANGE

D 445

10

10

10

25

25

15

TAN* (MG/G)

D 974/D 664

1.0

2.0

2.0

2.0

2.0

0.1**/1.0

TBN DEPLETION %

D 2896

>50

WATER % MAX

D6304

0.1

0.1

0.2

0.2

0.2

0.015**/0.15

0.2

INSOLUBLES % MAX

FTIR

1.0

1.0

2.0

2.5

2.0

2.0

Above New Oil Baseline ** Wax free oils

Example of Alarm Threshold Values

Establish Proper Sample Identification and Sampling Interval

Assign sample point ID (SPID) on equipment being sampled and tested for each vessel to ensure correct laboratory testing, analysis and reporting Assign proper sampling interval for each equipment, i.e., monthly, quarterly, semi-annually, annually, every 500 hours, etc.

Example of Equipment Registration

SPID Number
MONTHLY MONTHLY MONTHLY MONTHLY QUARTERLY QUARTERLY QUARTERLY QUARTERLY

Equipment

Sample Frequency

Lubricant
SHELL GADINIA 40 SHELL GADINIA 40 SHELL ROTELLA T 15W40 SHELL ROTELLA T 15W40 SHELL ROTELLA T 15W40 SHELL ROTELLA T 15W40 SHELL ROTELLA T 15W40 SHELL ROTELLA T 15W40

5581001

#1 MAIN PROPULSION DIESEL ENGINE

5581002

#2 MAIN PROPULSION DIESEL ENGINE

5581003

5581004

5581005 UTILITY BOAT ENGINE

NO.1 SHIP SERVICE DIESEL GENERATOR ENGINE NO.2 SHIP SERVICE DIESEL GENERATOR ENGINE EMERGENCY DIESEL GENERATOR ENGINE

5581006

5581007

PORT RESCUE BOAT ENGINE

5581008

STBD RESCUE BOAT ENGINE

Standard Sampling Guide

Establish standardize oil sampling guide to identify proper sample points and methods of sampling to ensure consistency for proper testing, analysis and trending

Example of Guide for Sampling Standardization

Oil Sampling Points

Engines

Desirable to sample the oil while the engine is at normal operating load and temperature. Desirable to draw sample BEFORE the filter. Filtration wipes out information on component wear and can hide abnormal conditions. Sample from dipstick tube using a vacuum pump within 30 minutes after shutdown is an alternative method.

Establish Effective Onboard Testing Requirements

Establish general shipboard oil testing guidelines for engines, gas turbines, reduction gears and other vital equipment. For example, perform viscosity test using onboard viscometer daily on operating main propulsion and auxiliary diesel engines. If viscosity is out of normal range, perform Total Base Number, Water content and Soot Index. Send sample to oil lab for complete analysis. Introduce the implementation of portable handheld oil tester that uses no chemicals and reagents, i.e. FluidScan handheld monitor with a portable viscometer

New Technology for Shipboard Oil Testing - FluidScan

COTS Device Can Provide Needed Analysis Parameters (with viscometer) No Moving Parts, Rugged No chemicals and solvents needed, only a shop rag for cleanup Multiple Tests (TAN, TBN, water content, soot, oxidation, nitration , sulfation, additive depletion, glycol, incorrect lubricant ) performed simultaneously Minimal sample needed (25 microliters) Simple, Fast ~1-2 minute sampling with Patent Pending Flip-Top Cell On-Device Library of Hundreds of Oils and Fuels On-board SQL database capable to transfer data to external database

and the Q3000 Portable Viscometer

Establish Training Guide

Prepare training module for shipboard and shore side engineers on complete (cradle to grave) lubrication program USCG oil analyst SME to train Product Line Manager engineers in oil analysis and data interpretation

USCG Lubrication Training Program

Lubricant Fundamentals Lubricant Information Sampling techniques Shipboard testing requirements Used Oil Analysis Wear Particle Analysis Data Reporting and Management

Transition from time-based schedule oil changes to actual condition-based oil maintenance

Use Oil Analysis as Predictive Maintenance (PdM) tool

Helps detect potential failures and identify resulting failure avoidance costs - Detect lubricant degradation and component

- Eliminate unnecessary oil changes if oil is determined to be suitable for continued use

Avoid additional waste oil disposal costs

wear before equipment failure will happen

Update NEM 262 and technical standards

Incorporate changes to Naval Engineering Manual Chapter 262 and update technical standards and policies that pertain to lubrication management in USCG fleet

N Herguth Laboratory Reports - D.C. Cook Lube Oil

Samples

N-1

ID: 12-OME-250-SDG1 - Supplemental Diesel Generator 1, (Reciprocating Dsl Page 1 09/20/11 Unit Type : Engine, Diesel (GN_DE001) 10:32:10 Received: 09/16/11 Printed: 09/20/11 Oil Type : SAE 15W-40 (GN_045) Sampled : 09/02/11 Shipped : 09/15/11 P.O. : 1520948

101 Corporate Place, Vallejo, CA 94590 www.herguth.com

Lab Number : V1130406

NORMAL: Sample data is satisfactory. No action is required at this time. Please provide equipment make and model as well as the full name and grade of the lubricant in service. Additional sample is needed to help establish trend. Resample at half normal interval.

Tony Williamson American Electric Power D.C. Cook Nuclear Plant One Cook Place MZ2 Bridgman, MI 49106 ISO 9001:2008 and ISO/IEC 17025:2005 Certified Lab Number Sample Date
Minimum Maximum V1130406 09/02/11
* = exceeds Caution limit

** = exceeds Alarm limit

3.00 12.00 16.80

Comparative Graphic Analysis

TBN

Vis @ 100 Deg C

Iron

Aluminum

Tin

89 7 4 24 15 4 4 3.1 20 50

Silicon

Sodium

PQ WearIndex

Water byKF
Typical Warning Over Max

Under Min

Warning

Typical

Unit Time () Fluid Time () TBN mg KOH/g Vis @ 100 Deg C Metals Iron ppm Aluminum ppm Chromium ppm Copper ppm Lead ppm Tin ppm Nickel ppm Silver ppm Silicon ppm Sodium ppm Boron ppm Zinc ppm Phosphorus ppm Calcium ppm Magnesium ppm Barium ppm Molybdenum ppm Potassium ppm PQ Wear Index Water by KF ppm 50 20 1000

0 0 9.62 14.78 __________ 3 1 <1 <1 <1 1 <1 <0.1 5 2 2 1538 1360 2717 340 <1 1 <3 0 491

Evaluated By: David F. Frycki, CLS - For questions about this report, please call 888-437-4884.

Code :COOKRD American Electric Power

Phone :(269) 465-5901 Fax :(269) 466-2621

erlabgt1.frx Rev. 05/19/11

These results are submitted pursuant to our current Terms, Conditions and Limitations and Laboratory Pricing Policy. No responsibility or liability is assumed for the manner in which these results are used or interpreted.

ID: 12-OME-250-SDG2 - Supplemental Diesel Generator 2, (Reciprocating Dsl Page 1 09/20/11 Unit Type : Engine, Diesel (GN_DE001) 10:32:13 Received: 09/16/11 Printed: 09/20/11 Oil Type : SAE 15W-40 (GN_045) Sampled : 09/02/11 Shipped : 09/15/11 P.O. : 1520948

101 Corporate Place, Vallejo, CA 94590 www.herguth.com

Lab Number : V1130407

NORMAL: Sample data is satisfactory. No action is required at this time. Please provide equipment make and model as well as the full name and grade of the lubricant in service. Additional sample is needed to help establish trend. Resample at half normal interval.

Tony Williamson American Electric Power D.C. Cook Nuclear Plant One Cook Place MZ2 Bridgman, MI 49106 ISO 9001:2008 and ISO/IEC 17025:2005 Certified Lab Number Sample Date
Minimum Maximum V1130407 09/02/11
* = exceeds Caution limit

** = exceeds Alarm limit

3.00 12.00 16.80

Comparative Graphic Analysis

TBN

Vis @ 100 Deg C

Iron

Aluminum

Tin

89 7 4 24 15 4 4 3.1 20 50

Silicon

Sodium

PQ WearIndex

Water byKF
Typical Warning Over Max

Under Min

Warning

Typical

Unit Time () Fluid Time () TBN mg KOH/g Vis @ 100 Deg C Metals Iron ppm Aluminum ppm Chromium ppm Copper ppm Lead ppm Tin ppm Nickel ppm Silver ppm Silicon ppm Sodium ppm Boron ppm Zinc ppm Phosphorus ppm Calcium ppm Magnesium ppm Barium ppm Molybdenum ppm Potassium ppm PQ Wear Index Water by KF ppm 50 20 1000

0 0 10.16 14.77 __________ 3 1 <1 <1 <1 1 <1 <0.1 5 2 1 1355 1220 2545 306 <1 1 <3 0 474

Evaluated By: David F. Frycki, CLS - For questions about this report, please call 888-437-4884.

Code :COOKRD American Electric Power

Phone :(269) 465-5901 Fax :(269) 466-2621

erlabgt1.frx Rev. 05/19/11

These results are submitted pursuant to our current Terms, Conditions and Limitations and Laboratory Pricing Policy. No responsibility or liability is assumed for the manner in which these results are used or interpreted.