2010-08-06: PRESS RELEASE: Diesel TEK announces distribution agreement with Peterbilt Dealerships    

Diesel TEK announces distribution agreement with Peterbilt Dealerships

Las Vegas — August 6, 2010 — Diesel TEK, Inc., (www.dieseltek.com) announced today that it signed a national distribution agreement for the U.S. market with The Larson Group (www.larsongroup.net) who owns and operates Peterbilt dealerships throughout Missouri, Arkansas, Illinois and Indiana.

Diesel TEK, Inc. is an environmental company introducing a line of energy efficiency products to the heavy-duty diesel industry that lower emissions output while increasing power, performance and fuel economy.  Diesel TEK’s initial product introduction is its Diesel TEK Engine Flush System® which will be marketed to the heavy duty diesel industry.

Eric Wheeler, CEO, Diesel TEK, Inc. stated, "The Larson Group, Truck Rods and Peterbilt of Joplin have been serving the heavy duty transportation industry for years.  Their customer service is unsurpassed in the industry.  Their expertise and reputation are exactly what we wanted in a distribution partner to help us introduce Diesel TEK’s new technologies to the trucking and transportation community." 

The Larson Group is one of Peterbilts leading dealership networks.  Their Flagship dealership, Peterbilt of Joplin (Missouri), was voted number one in customer satisfaction (2004), named Midwest Dealer of the Year (2005) and North American Peterbilt Dealer of the Year (2006 and 2009).  They are also the owners of Joplin based Truck Rods (www.truck-rods.com).

Gary Larson, one of the owners of The Larson Group, said, "We are excited with this opportunity to bring Diesel TEK’s innovative Engine Flush System to the US market.  Many rigs we service have elevated soot content and oil contaminants resulting from federally required emission control devices mandated on newer diesel engines.  The Diesel TEK Engine Flush System keeps these trucks running clean and compliments the emission technologies.  Many other clients are holding on to their trucks longer and need the engine flush service to extend their engine life.  Based on our initial customer feedback, Diesel TEK's program should be widely accepted by both fleets and individual owner-operators."

Initial testing of the Diesel TEK Engine Flush System at an EPA & California Air Resource Board certified laboratory, has resulted in a significant reduction in particulate matter and other harmful emissions along with a measurable increase in fuel economy.  A copy of the actual test report is available by request from Diesel TEK or at Peterbilt of Joplin and Truck Rods.

Diesel TEK projects that the significant emissions reduction resulting from their Engine Flush System will improve EGR DPF and DPF sensor operation and enhance the performance of these recently mandated emissions devices.

Diesel TEK expects to have the Engine Flush System available in all 48 states by January 2011.

For more information Lance Miller (702) 870-1600 — lmiller@dieseltek.com.

2010-04-26: Cost and Health Consequences of Air Pollution in California    

Cost and Health Consequences of Air Pollution in California

In this article, authors John A. Romley, Andrew Hackbarth and Dana P. Goldman of Rand Corporation examine how California's failure to meet federal air quality standards has affected hospitalizations and insurers' costs.

Just click on the page image at the right to read the Rand article. To download a printable copy click here to download.

For more information on how Diesel TEK Inc. technology can help mitigate such losses and improve environmental health, E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2010-01-04: Engine flush service and fuel additive    

Engine Flush Service and Fuel Additive

Diesel TEK Engine Flush Service and Diesel TEK Fuel Additive are the two parts of the maintenance program offered by Diesel TEK as a cost-effective solution to increase mileage and lengthen the life of truck engines, even in the face of soaring fuel costs, the company says. The one-two punch of the engine flush plus the fuel additives means better mileage, more power and years of life added to a truck.

The engine flush service removes the diesel particulate matter to improve engine efficiency and reduce wear and tear. It’s now available at an ever-growing number of service centers across the nation.

Heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. The fuel additive causes the fuel to burn longer and cleaner, and adds lubrication.

With the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions.

See the original article: www.etrucker.com

For more information, contact Diesel TEK Inc. E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2009-12-29: PRESS RELEASE: Diesel TEK Retains Investment Banking Firm CB Capital Partners, Inc.    

Diesel TEK Retains Investment Banking Firm CB Capital Partners, Inc.

Diesel TEK, Inc., (www.dieseltek.com) announced today that it has retained the services of CB Capital Partners, Inc. (www.cbcapital.com) of Newport Beach CA. Eric Wheeler, CEO, Diesel TEK, Inc. stated, “CB Capital Partners, Inc. is retained as Diesel TEK, Inc.’s exclusive Investment Banking Firm for the purpose of raising investment capital to begin manufacturing and distribution of the Diesel TEK suite of energy efficient products serving the heavy-duty diesel industry.”

Diesel TEK, Inc. is an environmental company introducing a line of products to increase energy efficiency in the heavy-duty diesel industry and addressing industry compliance with increasing state and federal emission requirements. The Diesel TEK product line results in increased power, performance and fuel economy while lowering emission output of heavy-duty diesel engines.

According to Alex Moen, Sr. Vice President of CB Capital Partners, “Diesel TEK is especially attractive because its technology saves customers money while simultaneously reducing diesel emissions. Diesel TEK is in a first mover position with their technology in a market place that includes every large diesel engine from trucks and trains to ships and power plants.”

Diesel TEK, Inc. expects to have distribution of its diesel engine flush system and technology in over 40 centers across the US marketplace by the 2nd quarter 2010.

"We are impressed with the Diesel TEK management team and see the Company as an emerging leader in the rapidly growing energy efficiencies market," said Chris Baclawski, CEO of CB Capital Partners, Inc. "We are pleased to be assisting them with their capital formation to fund their growth objectives."

About CB Capital Partners, Inc.

CB Capital Partners Inc. is a full-service investment-banking and financial advisory firm headquartered in Newport Beach, California. CB Capital Partners specializes in customized financial advisory assignments including capital raising, debt placements, strategic and financial partnerships, and mergers and acquisitions transactions. Visit http://www.cbcapital.com for more information.

About Diesel TEK, Inc.

Diesel TEK, Inc. is an environmental company dedicated to improving air quality by providing advanced technology products to improve the efficiencies of diesel engines in the heavy-duty transportation industry. Through Diesel TEK’s proprietary technologies, the Company substantially reduces diesel particulates (soot & smoke) while providing the diesel operators with enhanced performance and cost savings through increased fuel economy, reduced maintenance expense, and extend engine life. Visit http://www. dieseltek.com for more information.

2009-04-13: Environmental Efforts - Keep Trucking Profits from Going Up in Smoke    

Keep Trucking Profits from Going Up in Smoke

Environmental Efforts

By Bruce Boyers -- Over The Road Magazine, April 2009

Average citizens don't know how dearly the owner-operators and fleets are paying to keep it all going these days. Thanks to skyrocketing costs of fuel, they're running on a dangerously thinning margin of profitability.

It's not just the fuel cost, however. It's also about what's happening as that fuel runs through the engine. Diesel fuel inherently burns dirty, and common oil filters only catch the larger particles. Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage. So not only are fuel prices gouging the trucker, but the life of the rig is being shortened as it is driven.

nother factor adds to the problem. Diesel fuel has now had its sulfer content considerably lowered to prevent damage to catalytic converters and particulate traps on newer trucks. Sulfur has a high lubrication value, and now that it's mostly gone, the fuel itself introduces a higher-than-ever abrasion factor.

While nothing can be done about the cost of fuel, if there were an easy way to keep all those particles out of the engine and re-introduce the lubricating property to fuel, higher mileage could be obtained and the lives of trucks could be considerably lengthened. And for the first time in a long time, that would mean a wider profit margin for independent truckers and fleets.

According to a study published by General Moters and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a "50% or better increase in the service life of the unit." This means an increas of at least half the life of the vehicle. Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns. A micron is a pretty small measurement; for example, a human hair is four to ten microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life. So if the normal oil filter can't catch them, how can these particles be removed? Some operators are turning to a new technology that effectively provides engine flushes for diesel trucks, completely cleaning those particles out.

While common for automobiles, engine flushes have not existed for trucks in the past. This has to do with the fact that adapters are needed to attach the cleaning machine to the oil-filterr port, and trucks just required too wide a variety of adapters. A company called Diesel TEK has overcome that barrier now, ant their engine flush service is now available at an ever-growing number of service centers across the nation. A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. Needless to say, the results are astonishing.

"I sat there and watched them and I couldn't believe my eyes," said Randy Whitakerr, a fleet driver who recently had the service performed on his truck. "The soot and the junk that was coming out of my engine through the oil compartment was just black, nasty, sludgy looking stuff. And I'm not talking little bitty pieces—there were pieces in there the size of a dime." Randy's truck had over a million miles on it, and normal oil changes cannot remove such particles. You can guess what had built up in that engine.

The results? "Normally when we change our oil in these semis, as soon as you start it up and you drive 50 miles the oil is black because of the simple fact that you can't get all of the oil out of an engine for an oil change," Whitaker said. "But when they were done with that flush, the oil was totally clear, and it took almost theree and a half weeks before my oil showed any color differential. The inside of my motor was as clean or cleaner than a brand spanking new motor."

"Truckers have been amazed," said Paul Varela, owner of General Truck Supplies in Wilmington, California, who delivers the flushing service. "They've noticed less soot coming out the exhaust pipes, and when they checked the dipstick it was pretty clean. They've also noticed a big difference in the mileage."

Whitaker also noticed a major difference in the truck's performance "Before the service, I was getting right around 5.1 or 5.2 miles per gallon," he reported. "On my last trip, I got right at 7 miles to the gallon. My truck also had more power."

The technology for this flushing process was invented by Erik Waelput, currently a principal and Vice President of AEC Group. "The initial idea came out of the study conducted by the Society of Automotive Engineers in the eighties, a study done because of so much high wear on diesel engines," Waelput said. "When they cleaned the engines so that there were not contaminants above ten microns, it basically improved the lifespan of the engine by almost double. Then they went to testing below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It's basically preventative maintenance that will probably double the life of that engine."

It is recommended that this service be performed every third oil change. It takes less than half an hour, so a trucker can be back on the road in no time. The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher.

The engine flush is one of two parts of a good maintenance program. The second is a fuel additive which causes the fuel to burn longer and cleaner, and also add lubrication.

"When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn," said Eric Wheeler, CEO of Diesel TEK, Inc.. "Our Ester-based fuel additive, the second part of the program, causses a longer fuel burn during the combustion cycle so you don't have this quick flash and it is over. It actually continues to burn as the entire combustion process occurs and so there is no unburned fuel remaining."

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck. Of course, with the degree of cleanup obtained from a process like this, another benefit is the reduction of emissions. While truckers are going to care more for the fact that they're getting better mileage and saving money on fuel, as well as the fact that they've lengthened the lives of their breadwinners, they can also take pride in the fact that they're actually having a positive impact on the environment that's whizzing by them night and day along the highways.

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

"The best drivers are looking for everything to make the better profit," Whitaker concluded, "If you're a company driver, you've got to do everything you can to help your boss out, because if he ain't making money, you won't have a job. If someone can't make a profit, he's not going to be able to pay for insurance and he's not going to be able to buy the fuel. Doing this program, upping our fuel mileage any way we can, means there's a little bit bigger profit margin for us and we can keep going."

For more information, contact Diesel TEK Inc. E-mail: info@dieseltek.com or vist the web site: http://www.dieseltek.com.

2009-03-18: Keep Truck Operating Costs from Going Up in Smoke    

Keep Truck Operating Costs from Going Up in Smoke

Fleets are running on a dangerously thinning margin of profitability

By Bruce Boyers -- Associated Construction Publications, 3/18/2009

Medium trucks are a vital link in our troubled economy, enabling service fleets and deliveries all across America. But while goods and services keep on arriving, average citizens don’t know how dearly the owner-operators and fleets are paying to keep it all going.

Thanks to unpredictable diesel fuel costs and increasing emission regulation and laws, fleets are running on a dangerously thinning margin of profitability.

It’s not just the fuel cost, however. It’s also what’s happening as that fuel runs through the engine. Diesel fuel inherently burns dirty, and common oil filters only catch the larger particles. Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage. Not only are fuel prices and emission restrictions gouging owners, but also the life of the truck is being shortened as it is driven.

Diesel fuel has now had its sulfur content considerably lowered to ultra low levels preventing damage to catalytic converters and particulate traps on newer 2007 and beyond vehicles. Sulfur removal is done through a unique hydro treating process that depletes the lubricating value of the new ultra low fuel. While sulfur has little to no lubricating value, the national standard ultra-low sulfur diesel fuel has resulted in a diesel fuel with a higher-than ever abrasion factor.

While there is little that can be done to control the cost of diesel fuel, there is an easy way to keep an engine clean from all those abrasive particles and re-introduce the lubricating properties to diesel fuel. The potential result is more power, higher mileage and the life of the diesel engine considerably lengthened. And for the first time in a long time, that would mean a wider profit margin for independent operators and fleets.

Gunk Inside Your Engine

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck.

According to a study published by General Motors and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a "50 percent or better increase in the service life of the unit." Yes, that means an increase of at least half the life of the vehicle! Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns. In case you haven’t read up on your science lately, a micron is a pretty small measurement; for example, a human hair is four to ten microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life.

So if they can’t be caught by the normal oil filter, how might these particles be removed? A new technology has arrived that cost effectively provides engine flushes for diesel engines, completely cleaning those particles out.

While common for gasoline engines, engine flushes have not been regularly available for diesel engines in the past. This has to do with the fact adapters are needed to attach the cleaning machine to the oil-filter port, and these engines just required too wide a variety of adapters. A company called Diesel TEK has overcome that barrier now, and their engine flush service is now available at an ever-growing number of service centers across the nation. A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters. Needless to say, the results are astonishing.

Current testing of the Diesel TEK Engine Flush System at California Environmental Engineering Laboratories

After completing the Diesel TEK Engine Flush on the test engine, the emissions test showed the following results:

The reduction of hydrocarbons, carbon monoxide and particulate matter coupled with the increase in fuel economy indicates that the clean engine operates more efficiency resulting in more complete combustion of fuel. On road testing supports this theory as drivers regularly report more power and performance with the higher oil pressure and the engine running cooler after being flushed.

"I watched the oil being drained from my truck, and it was really black and very dirty," said Ocea, founder of Travel Wellness, who drives a medium duty diesel truck with a 6.7-liter Cummings Turbo Diesel Engine in conducting her business. "That in itself was amazing, because the truck only had 60,000 miles on it."

The results?

"When they were done, my engine was back to the state it was in when it was brand-new, which I know helps with the life of the engine, and the oil was completely clear."

Ocea also noticed a major difference in the truck’s performance. "My mileage has increased by 3 to 5 miles per gallon," she said. "I’m now getting 21 to 23 gallons on the interstate."

"The thing I really like about Diesel TEK it’s a technology that’s useable right now," Ocea continued. "Unlike biodiesel fuel, it doesn’t cause you to have to go out of your way to try to find a certain kind of fuel because diesel is sold all over America."

The technology for this flushing process was invented by Eric Waelput, currently a principal and vice president of AEC Group. "The initial idea came out of the study conducted by the Society of Automotive Engineers in the 1980s, a study done because of so much high wear on diesel engines," Waelput said. "When they cleaned the engines so that there were no contaminants above 10 microns, it basically improved the lifespan of the engine by almost double. Then they went to testing to below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It’s basically preventative maintenance that will probably double the life of that engine." AEC group has formed a strategic alliance with Diesel TEK for the exclusive licensing of the technology.

It is recommended that this service be performed every third oil change. It takes less than half an hour, so a truck can be back on the road in no time.

Keeping It Squeaky Clean

The engine flush is one of two parts of a good maintenance program. The second is fuel additives which cause the fuel to burn longer and cleaner, and also add lubrication.

"When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn," said Eric Wheeler, CEO of Diesel TEK. "Our fuel additive, the second part of the program, causes the fuel to burn longer during the combustion process. Normally, you get a quick ‘combustion flash’ and the combustion is over. With the Diesel TEK fuel additive the diesel fuel burns throughout the combustion process resulting in more power and fuel economy and fewer emission pollutants in the exhaust."

The Diesel TEK fuel additive is an ester based solution that restores the lubricating characteristics to ultra-low sulfur diesel fuel while it cleans carbon deposits in the combustion chamber and enhances the combustion process.

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck.

About that Environment...

Of course, with the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions. While operators of medium trucks are going to care more for the fact that they’re getting better mileage and saving money on fuel, as well as the fact that they’ve lengthened the lives of their vehicles, they can also take pride in the fact that they’re actually having a positive impact on the environment that’s whizzing by them as they drive.

"I’m very much excited and involved in the Green movement in America right now, so I’m  pleased that I’ve greatly reduced particles going into the air and that I’m helping the environment," said Ocea. "I am already spreading the word in the entertainment industry, in which I work."

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

The Bottom Line

Companies that maintain fleets of medium trucks as well as owner-operators are always looking for ways to improve profit. Regular implementation of a program such as this adds years of life to an engine and improves mileage — meaning a wider cushion for that all-important bottom line.

For more information, visit the web site: www.ceecalif.com in Santa Ana, CA, an EPA & California Air Resource Board certified emissions testing laboratory, was completed in February, 2009 on a 1991 400hp Detroit Series 60 diesel test engine. http://www.dieseltek.com

(Bruce Boyers is an independent writer based in Glendale, CA.)

2009-02-27: Could New Jersey port adopt California Clean Trucks Program?    

Could New Jersey port adopt California Clean Trucks Program?

By Justin Carretta, FleetOwner online news editor
February 27, 2009

The average vehicle age for trucks servicing the Port of New York/New Jersey is more than a decade old and the port is unable to maintain a strong labor force due to low pay and operational inefficiencies, according to a new study completed by professors David Bensman and Yael Bromberg of Rutgers University's School of Management and Labor Relations.

According to the report, the average port trucker drives a vehicle that is 11 years old because they cannot afford to buy or lease low-emission, high-efficiency diesel trucks. The older vehicles pollute at least ten times more than modern trucks while consuming more fuel, costing more to maintain and requiring more frequent repairs.

With the California ports of Los Angeles and Long Beach implementing its Clean Trucks Program (CTP), requiring that trucks servicing the ports release fewer emissions, calls have come to implement similar plans at other U.S. ports.

"I think they could implement a similar plan [to California]," Bensman told FleetOwner. "The EPA [Environmental Protection Agency] would have to say to the Port Authority that they have to contribute towards getting the state into compliance. But it's not going to happen unless there is a public clamor for it."

However, Bensman noted that the port—third largest in the U.S. behind Los Angeles/Long Beach and Houston—is structured somewhat differently than other large ports as it is less involved in intermodal activity, with 85% of the containers that pass through staying in the New York metro area.

The report noted that nearly three-quarters of the approximately 7,000 port truckers that deliver and pick up containers at the ports are independent contractors who are paid on a per-load basis. They make two or three trips a day, spending an average of two unpaid hours waiting on line each trip, Bensman said.

"Since the de-regulation in 1980, port trucking has become so hyper-competitive that it makes it hard to keep a stable labor force," Bensman said. Since they are not allowed to make deliveries for another company, the median driver reported that he changed jobs "once every couple years," with 15% of the drivers reporting they changed jobs several times a year due to pay disputes.

In addition, drivers reported they suffered from high levels of stress, high blood pressure, asthma and work-related chronic health conditions and injuries that their employers usually take no action towards, according to the study.

Bensman said that if drivers were paid for their time rather than by load, it would force better coordination and help the drivers make enough deliveries in a day to get by, ensuring a more stable workforce.

"The truckers' low pay and independent contractor status impede the efficiency of New Jersey's logistics system, causing delays, unpredictable delivery times, highway congestion, congestion within the terminals, air pollution, and missing or lost containers," the report said. "As a consequence, New Jersey's logistics system has built in extra capacity, warehousing costs, and time cushions. The 'just-in-time' logistics model heralded a decade ago has given way to a 'just-in-case' reality. This adds billions of dollars to the cost of doing business in New Jersey."

The complete article can be viewed at: by clicking here.

2009-02-20: Diesel TEK comes up with way to flush diesel engine    

Diesel TEK comes up with way to flush diesel engine

By Bruce Boyers
The Trucker News Services
2/20/2009

GLENDALE, Calif. — Average citizens don’t know how dearly the owner-operators and fleets are paying to keep it all going these days.

Thanks to skyrocketing costs of fuel, they’re running on a dangerously thinning margin of profitability.

It’s not just the fuel costs, however.

It’s also about what’s happening as that fuel runs through the engine.

Diesel fuel inherently burns dirty and common oil filters only catch the larger particles.

Smaller ones go right on through and cause considerable wear and tear on an engine, and many just get permanently lodged in there and do continuous damage.

So not only are fuel prices gouging the trucker, but the life of the rig is being shortened as it is driven.

Another factor adds to the problem.

Diesel fuel has now had its sulfur content considerably lowered to prevent damage to catalytic converters and particulate traps on newer trucks.

Sulfur has a high lubrication value, and now that it’s mostly gone, the fuel itself introduces a higher-than-ever abrasion factor.

While nothing can be done about the cost of fuel, if there were an easy way to keep all those particles out of the engine and re-introduce the lubricating property to fuel, higher mileage could be obtained and the lives of trucks could be considerably lengthened.

And for the first time in a long time, that would mean a wider profit margin for independent truckers and fleets.

According to a study published by General Motors and the Society of Automotive Engineers, an oil filter that catches particulates down to 5 microns will yield a “50 percent or better increase in the service life of the unit.”

This means an increase of at least half the life of the vehicle.

Unfortunately, however, the average oil filter only catches particles that are 25 to 40 microns.

A micron is a pretty small measurement; for example, a human hair is four to 10 microns. Small though they are, these particles circulate through the bearings and polished surfaces of an engine, grinding away its life.

So if the normal oil filter can’t catch them, how can these particles be removed?

Some operators are turning to a new technology that effectively provides engine flushes for diesel trucks, completely cleaning those particles out.

While common for automobiles, engine flushes have not existed for trucks in the past.

This has to do with the fact that adapters are needed to attach the cleaning machine to the oil-filter port, and trucks just required too wide a variety of adapters.

A company called Diesel TEK has overcome that barrier now, and their engine flush service is now available at an ever-growing number of service centers across the nation.

A heated lubricating oil containing concentrated detergents is pumped through the engine, running out through an oil pan plug adapter and then through two 3-micron filters.

Drivers say the results are astonishing. 

“I sat there and watched them and I couldn’t believe my eyes,” said Randy Whitaker, a fleet driver who recently had the service performed on his truck. “The soot and the junk that was coming out of my engine through the oil compartment was just black, nasty, sludgy looking stuff. And I’m not talking little bitty pieces — there were pieces in there the size of a dime.”

Whitaker’s truck had over a million miles on it, and normal oil changes cannot remove such particles. You can guess what had built up in that engine.

The results?

“Normally when we change our oil in these semis, as soon as you start it up and you drive 50 miles the oil is black because of the simple fact that you can’t get all of the oil out of an engine for an oil change,” Whitaker said. “But when they were done with that flush, the oil was totally clear, and it took almost three and half weeks before my oil showed any color differential. The inside of my motor was as clean or cleaner then a brand spanking new motor.”

“Truckers have been amazed,” said Paul Varela, owner of General Truck Supplies in Wilmington, California, who delivers the flushing service. “They’ve noticed less soot coming out the exhaust pipes, and when they checked the dipstick it was pretty clean. They’ve also noticed a big difference in the mileage.”

Whitaker also noticed a major difference in the truck’s performance “Before the service, I was getting right around 5.1 or 5.2 miles per gallon,” he reported. “On my last trip, I got right at 7 miles to the gallon. My truck also had more power.”

The technology for this flushing process was invented by Erik Waelput, currently a principal and vice president of AEC Group.

“The initial idea came out of the study conducted by the Society of Automotive Engineers in the 1980s, a study done because of so much high wear on diesel engines,” Waelput said. “When they cleaned the engines so that there were no contaminants above 10 microns, it basically improved the lifespan of the engine by almost double. Then they went to testing to below three microns, and according to the study if you can filter out particles below three microns and change the oil regularly, you will have no wear on the moving parts of the engine. The fuel economy is improved dramatically because you no longer have any drag or friction. It’s basically preventative maintenance that will probably double the life of that engine.”

It is recommended that this service be performed every third oil change.

It takes less than half an hour, so a trucker can be back on the road in no time.

The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher. 

The engine flush is one of two parts of a good maintenance program.

The second is a fuel additive which cause the fuel to burn longer and cleaner, and also add lubrication.

“When we clean all the particulates out and keep them out, it reduces what the engine has to work harder to burn,” said Eric Wheeler, CEO of Diesel TEK, Inc. “Our Ester -based fuel additive, the second part of the program, causes a longer fuel burn during the combustion cycle so you don’t have this quick flash and it is over. It actually continues to burn as the entire combustion process occurs and so there is no unburned fuel remaining.”

The one-two punch of the engine flush plus the fuel additives mean better mileage, more power and years of life added to a truck, Wheeler said.

Of course, with the degree of clean-up obtained from a process like this, another benefit is the reduction of emissions.

While truckers are going to care more for the fact that they’re getting better mileage and saving money on fuel, as well as the fact that they’ve lengthened the lives of their breadwinners, they can also take pride in the fact that they’re actually having a positive impact on the environment that’s whizzing by them night and day along the highways.

Another environmental plus is the fact that the cleaning solution, once run through trucks, requires no special handling; it can be disposed of right along with waste oil.

 “The best drivers are looking for everything to make the better profit,” Whitaker said. “If you’re a company driver, you’ve got to do everything you can to help your boss out, because if he ain’t making money, you won’t have a job. If someone can’t make a profit, he’s not going to be able to pay for insurance and he’s not going to be able to buy the fuel. Doing this program, upping our fuel mileage any way we can, means there’s a little bit bigger profit margin for us and we can keep on going.”

For more information, go to dieseltek.com or call (866) 924-2009.

The Trucker staff can be reached to comment on this article at editor@thetrucker.com.

2009-02-11: EGR Systems and Lubricating Oil in Diesel Engines    

EGR Systems and Lubricating Oil in Diesel Engines

by David Doyle, CTC Analytical Services

In recent years, engine manufacturers have been required to reduce the levels of nitrogen oxides (NOx) in diesel engine exhaust to meet Tier 3 emission standards required by the Environmental Protection Agency (EPA). One of the reasons for this mandate by the EPA is because NOx has been associated with respiratory disease and cancer. This requirement is accomplished by changes in engine designs that include retarded timing, raised piston rings, selective catalytic reduction and the use of exhaust gas recirculating (EGR).

New engine designs use EGR to control NOx emissions by recirculating exhaust gases back into the combustion chamber to be burned a second time, thereby reducing emissions associated with health risks. The amount of exhaust gas introduced into the combustion chamber will displace oxygen, creating cooler combustion. In doing this, many of the exhaust contaminants end up in the engine lubricating oil.

Diesel engine oils are now exposed to a higher level of contamination that can degrade the oil and damage engine parts. There is concern that exhaust gas recirculation can have a detrimental effect on engine durability and its effects on the oil. Oils exposed to the EGR environment show an increase in soot content, acid number (AN) and viscosity, while the engine and oil are both exposed to corrosive/acidic gases and particle buildup.

Cooled EGR occurs when the engine coolant absorbs exhaust gas heat before entering the combustion chamber. Because the engine coolant takes up the heat from exhaust gases, the engine cooling system runs hotter, therefore the oil gets hotter. Oil oxidation rate doubles with every 18 degrees Fahrenheit. Oil sump temperatures could be running up to 40 degrees hotter.

Engine and oil manufacturers are striving to accommodate the harsh environment brought on by the use of EGR systems. Engine oil manufacturers have reformulated oils to combat the deleterious effects of the EGR environment so they will be able to provide the required protection that current engine designs need. This has led to the latest CI-4/CJ-4 API engine oil ratings, which are currently under the PC-9 designation.

Production of sulfuric acid due to current sulfur levels in diesel fuel and nitric acid from NOx compounds that are recirculated back into the engine through the EGR will require lubricating oils with a higher base number (BN) and detergency to counter-act the damaging effects of these acidic contaminants. The PC-9 oils will therefore have a higher BN and detergency level than in the past. Diesel engines using EGR systems to lubricate oils will also require higher a level of dispersancy because of increased soot loading in the oil. Without increased dispersancy, the higher levels of soot and particulate matter will not stay in suspension in the form of smaller material, increasing wear to liner, ring and valve train.

The new American Petroleum Institute (API) engine oils are expected to be licensed sometime this year. Engine manufacturers are developing tests that will assess the effect of EGR technology, and are developing materials capable of withstanding increased abrasive and corrosive wear. One such test is the Cummins M11 Exhaust Gas Recirculating Test. The test was developed to evaluate engine wear, deposit formation and oil performance of heavy-duty diesel engines with EGR systems during operating conditions. Mack and Caterpillar have also developed tests for evaluating oil and engine performance in an EGR environment.

Oil analysis has become more important than ever. These changes in diesel engine design, which include EGR systems, are pushing the performance requirements of diesel engine lubricating oil. Testing is becoming critical in monitoring the oil's ability to function properly as well as evaluating the health of the engine. Previous soot limits of 1.5 percent were normal in most heavy-duty diesel engines. Soot limits of three percent are now generally accepted, and higher levels are expected in the future.

In addition to the stress that higher temperatures put on the engine oil, mixture with exhaust gases can act as a catalyst for oxidation and nitration (a form of oxidation) in the oil. A routine oil analysis may start showing an unacceptable increase in viscosity when all other parameters and time on the oil appear normal. An improperly operating EGR system can severely aggravate this problem. Waste gate components in an EGR system can be particularly susceptible to surface scuffing damage. If an exhaust gas recirculating system is not operating properly, the lubricating oil can rapidly deteriorate. Sometimes going so far as to turning the oil into an oxidized, acidic sludge.

Used diesel engine oil testing parameters may focus more on infrared analysis (FTIR) for oxidation, nitration and sulfation than in the past. Previously, diesel engines without an EGR system did not have excessive oxidation and nitration problems unless there were significant mechanical problems or poor maintenance. The catalyzing effects of the contaminants introduced into the engine and its lubricant make the oil much more prone to oxidation, nitration and sulphation. This means the application of FTIR analysis will become a more relevant and useful tool for measuring used diesel engine oil life and serviceability.

With the new engine technology involving EGR systems, oil change intervals may suffer even with the advent of the PC-9 formulation. Condition-based oil change intervals based on standard laboratory analysis may be cut back initially because of increases in oxidation contaminants and soot. Oil change intervals will be proven by the lubricant's ability to handle the added stress by maintaining an acceptable level of alkalinity reserve (base number), proper viscosity limits through dispersancy and antioxidants and wear control.

Once again, oil analysis will be a significant determining factor establishing condition-based oil change intervals with the new developments in engine design and oil formulation. Without acquiring new test data under standard oil analysis conditions, it is hard to predict what limits we are likely to see in the future. Some wear metals relating to the liner, ring and valvetrain, such as chromium, may increase. Soot levels are definitely expected to increase well beyond the nominally accepted level of three percent. Other test parameters such as BN, AN, viscosity, oxidation and nitration will keep the same limits; it is simply a question as to how much faster these limits will be reached.

One tool that could be incorporated into an engine lubricating oil system in order to help attain desired extended oil drain intervals is the use of bypass filtration. Standard engine oil filtration is built directly into the oil circulating system. These systems are full-flow because they have to participate in the circulating system's ability to lubricate the engine. Because of the flow rate and filter design, factory full-flow filtration systems may not filter particulates smaller than 15 microns. It is up to the oil to control particulate contaminants and soot. Bypass filtration does not have to directly participate in the lubrication of the engine; it just needs to clean the oil. Therefore, oil is filtered at a much lower flow-rate through a denser medium. Particulate contaminants are then removed at a greater quantity in a smaller size range. The ability to remove a higher level of contaminants via bypass filtration could enhance oil life.

Some engine manufacturers are currently designing a new generation of EGR systems that will help reduce some of the performance and maintenance drawbacks. All this is when heavy-duty truck owners are trying to extend oil drain intervals to limits that were unheard of ten years ago. Currently, the goal of the new API classification is to keep oil drain intervals at their present extended level. With current diesel engine design and emission requirements, oil analysis is going to be an important piece of the puzzle in uncovering what these changes will mean regarding the service life of diesel engine oils to truck fleet owners and maintenance operations in the future.

David Doyle, CTC Analytical Services, "EGR Systems and Lubricating Oil in Diesel Engines". Practicing Oil Analysis Magazine. July 2002

2009-01-07: Keep trucking profits from going up in smoke    

Keep trucking profits from going up in smoke

WEDNESDAY, JANUARY 07, 2009

Diesel TEK Inc. offers a cost effective solution to increase mileage and lengthen the life of truck engines, even in the face of soaring fuel costs. Diesel TEK Engine Flush Service and Diesel TEK Fuel Additive are the two parts of the good maintenance program that the company is offering.

Engine Flush Service removes the diesel particulate matter to improve engine efficiency and reduce wear and tear, while Fuel Additive causes the fuel to burn longer and cleaner, and adds lubrication.

Diesel TEK Inc.

www.dieseltek.com

2009-01-06: Improve Efficiency    

Engine Flush Service and Fuel Additive

Improve Efficiency

Diesel TEK Inc. offers a cost-effective solution to increase mileage and lengthen the life of truck engines, even in the face of soaring fuel costs. Diesel TEK Engine Flush Service and Diesel TEK Fuel Additive are the two parts of the good maintenance program that the company is offering. Engin Flush Service removes the diesel particulate matter to improve engine efficiency and reduce wear and tear.

2008-12-15: CARB adopts engine replacement regulations    

CARB adopts engine-replacement regs

By Justin Carretta, FleetOwner online news editor
December 15, 2008

Regulations adopted Friday by The California Air Resources Board (CARB) will require nearly all truck owners that operate in the state to install diesel exhaust filters on their rigs by 2014, replace engines older than the 2010 model year between 2012 and 2022 according to a staggered implementation schedule, and install fuel-efficient tires and aerodynamic devices on their trailers that lower greenhouse gas emissions and improve fuel economy.

The regulations were made available for public comment in October. According to CARB, the state will offer over $1 billion in funding to help meet the standards. This includes Carl Moyer grants, designated for early or surplus compliance with diesel regulations; Proposition 1B funds, for air quality improvements related to goods movement; and AB 118, which establishes a low-cost truck loan program for early compliance with the truck rule.

"Today's vote marks a milestone in the history of California's air quality," said CARB Chairman Mary Nichols. "The Board's actions will not only help protect the health of 38 million Californians, they will also ensure that California continues strongly on its path to achieving clean air. And in light of today's extremely challenging financial climate, I am also pleased to say that the Governor, legislature and voters have made available more than one billion dollars in grants and loan programs to help truckers and business owners comply with this vital public health measure."

According to CARB, heavy-duty trucks are responsible for 32% of smog-forming emissions and 40% of cancer-causing emissions from diesel mobile sources. The new regulations will reduce diesel emissions by 68% and NOx by 25% by 2014, saving 9,400 lives and reducing health care costs for an estimated public value between $48 billion and $69 billion, it said.

The greenhouse gas reduction measure applies to over 500,000 trailers and the diesel regulation applies to about 900,000 vehicles--400,000 of which are registered in the State and 500,000 that do business in California, CARB said.

Under the regulations, fleets with three vehicles or less are exempt from any cleanup requirements until 2012. In 2012, they would have to clean up one vehicle, although it would not need to meet 2010 engine requirements until 2018. Under the greenhouse gas reduction regulation, fleets with between one and 20 trailers can delay compliance until 2013.

CARB said the total cost of the two regulations would be approximately $15.9 billion. However, it said the truck regulation's $5.5 billion would be spread over 16 years, while the greenhouse gas reduction regulation's $10.4 billion would be more than offset by the fuel savings of $14.7 billion. Yet it noted that while costs for newer fleets would be minimal, for fleets that need to upgrade a significant number of vehicles "the cost will be significantly more substantial," although CARB expects most businesses to pass the costs onto their customers.

Driving Toward a Cleaner California, a coalition of California trucking companies and businesses, has taken a strong stance against the regulations, saying retrofit devices are unverified and have compatibility issues while small businesses will have a tough time surviving if forced to comply.

The Owner-Operators Independent Drivers Assn. (OOIDA) has also been a major opponent of the regulation, especially the state's version of the Environmental Protection Agency's SmartWay program that requires owners to install certified aftermarket products.

"The statewide truck and bus regulation will undoubtedly push many small-business motor carriers and owner-operators out of business," said Joe Rajkovacz, OOIDA regulatory affairs specialist. "While ARB says they believe that supplying financial assistance to in-state motor carriers will soften the blow of this regulation, there is simply not enough money to go around, particularly when one considers that California's state government is running ‘hat in hand' to Washington D.C. for its own bailout."

The complete article can be viewed at: by clicking here.

2008-12-14: Keep trucking profits from going up in smoke    

Keep trucking profits from going up in smoke

December 2008

Diesel TEK Inc. offers a cost effective solution to increase mileage and lengthen the life of truck engines, even in the face of soaring fuel costs. Diesel TEK Engine Flush Service and Diesel TEK Fuel Additive are the two parts of the good maintenance program that the company is offering.

Engine Flush Service removes the diesel particulate matter to improve engine efficiency and reduce wear and tear, while Fuel Additive causes the fuel to burn longer and cleaner, and adds lubrication.

Diesel TEK Inc.
www.dieseltek.com
Circle No. 107

2008-12-11: State could get tough on dirty diesels    

State could get tough on dirty diesels

State's Air Resources Board will vote on costly measures to limit big-rig pollution.

By Margot Roosevelt, Los Angeles Times Staff Writer
December 11, 2008

Two decades ago, Rosa Vielmas, young and hopeful, moved to Riverside County for cleaner air. Goodbye to smoggy East Los Angeles. Hello to Mira Loma, an unincorporated speck of a village, and a one-story stucco bungalow with a yard. "We could see the stars," she recalled.

The complete article can be viewed at: by clicking here.

2008-12-11: California air board adopts a sweeping plan to curb greenhouse gases     

California air board adopts a sweeping plan to curb greenhouse gases

The comprehensive blueprint for fighting global warming, the first in the nation, would cut the state's emissions by 15% within 12 years. It targets virtually every sector of the economy.

By Margot Roosevelt, Los Angeles Times Staff Writer
December 11, 2008

Reporting from Sacramento — California regulators today adopted the nation's first comprehensive plan to slash greenhouse gases, offering it as a model for President-elect Barack Obama, who has pledged an aggressive effort on the national and international stages to combat global warming.

The complete article can be viewed at: by clicking here.

2008-11-12: Trucking Info - Product News    

Diesel Tek™ Offers Engine Flush Service and Fuel Additive.

Diesel Tek™, Las Vegas, is offering its engine flush service and fuel additive as parts of its maintenance program.

The engine flush service removes diesel particulates that are too small to be caught by the average oil filter, according to the company. This improves engine efficiency and reduces wear and tear, while the fuel additive causes the fuel to burn longer and cleaner, and adds lubrication.

The benefits of the engine flush, according to the company, include reduction of emissions and better mileage. The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher. Once run through the trucks, the cleaning fluid can be disposed of right along with waste oil. The process takes half an hour.

Check out the on-line article here: truckinginfo.com

2008-11-10: Trucking Info - Shop & Tools    

Shop & Tools

Diesel Tek™ Offers Engine Flush Service and Fuel Additive.

11/10/2008
Diesel Tek™, Las Vegas, is offering its engine flush service and fuel additive as parts of its maintenance program.

The engine flush service removes diesel particulates that are too small to be caught by the average oil filter, according to the company. This improves engine efficiency and reduces wear and tear, while the fuel additive causes the fuel to burn longer and cleaner, and adds lubrication.

The benefits of the engine flush, according to the company, include reduction of emissions and better mileage. The cleaning solution consists of a light lubricating oil with the same detergents you would find in a high-grade motor oil, only concentrated seven times higher. Once run through the trucks, the cleaning fluid can be disposed of right along with waste oil. The process takes half an hour.

More info: www.dieseltek.com

2008-10-24: New California rules target big-rig pollution    

New California rules target big-rig pollution.

The draft measures from the state Air Resources Board would affect more than 1 million heavy-duty diesel trucks. They are scheduled to take effect in 2010.

By Margo Roosevelt, Los Angeles Times Staff Writer
October 24, 2008

California's Air Resources Board on Friday released long-awaited draft rules to clean up big-rig pollution that can aggravate asthma, cancer and heart disease.

The complete article can be viewed at: by clicking here.

2008-08-20: Port of Long Beach's clean-trucks loan program is criticized    

Port of Long Beach's clean-trucks loan program is criticized

The plan to replace old, polluting rigs with cleaner ones will put low-income drivers deep in debt, a coalition of groups says

By Louis Sahagun, Los Angeles Times Staff Writer
August 20, 2008

A coalition of consumer, immigrant and civil rights groups warned Tuesday that a Port of Long Beach loan program to help thousands of mostly low-income truck drivers replace old, polluting rigs with newer, cleaner-burning vehicles could plunge the truckers into debt.

Port officials counter that the loans are a bargain and that truckers would not be able to afford new rigs without them. But the coalition foresees a wave of "foreclosures on wheels."

In a prepared statement, Julian Bond, chairman of the National Assn. for the Advancement of Colored People, compared the plight of independent port drivers to "farmers in America's Deep South, who worked other people's land for a share of the harvest."

"The worries of the drivers hauling containers don't include washed out fields, rotten seeds or infestations of locusts," Bond said. "Instead, their survival is at risk from spikes in the cost of diesel fuel, burdensome truck maintenance and repair costs, or tires blown from carrying overweight containers on hot summer days."

A coalition report condemning the program arranged by Mercedes-Benz/Daimler Truck Finance was expected to be delivered today to the German Embassy in Washington and to Daimler headquarters in Farmington Hills, Mich.

Under terms of the lease-to-loan program, Daimler has promised to back funding for low-emissions trucks worth more than $100,000 to any independent operator, the report said.

The report also alleged that Daimler predicted many drivers would not be able to make payments and that the company has a strong record of debt collection. Daimler officials could not be reached for comment.

Members of the coalition include the League of United Latin American Citizens, the Consumer Federation of California and the Los Angeles Alliance for a New Economy.

The coalition urged the port to convert its loan program to one similar to the system Daimler created for the Port of Los Angeles.

In that plan, which is strongly supported by the Teamsters and Los Angeles Mayor Antonio Villaraigosa, investments in new trucks will be handled by trucking companies that employ their drivers. In Long Beach, by comparison, individual drivers are being asked to invest in new trucks.

Port of Long Beach spokesman Art Wong said the coalition "had it wrong" with its criticism. He said that the loan program, which requires payments of $500 to $1,000 per month for seven years, was worth about $60,000 to $70,000 for participating drivers. "That's practically giving these trucks away," he said.

The loan programs, which are voluntary, are part of a $2-billion Clean Trucks Program adopted by both ports to slash diesel truck emissions by as much as 80%.

Achieving that goal has been daunting. The coalition's involvement added to the uncertainty facing truckers already overloaded with information, restrictions, mandates, fees and deadlines related to the implementation of the clean trucks program.

Authorities at both ports on Tuesday blamed general confusion for the low number of drivers now expected to submit applications for vehicle loans by the Sept. 4 deadline.

"It's very confusing," said Max Palma, a port driver. "A lot of truckers have no idea what's going on with all these different plans and protests, so they're just going with the flow."

louis.sahagun@latimes.com

2008-07-25: California adopts stiff pollution rules for ships    

California adopts stiff pollution rules for ships

California mandates that oceangoing vessels use cleaner fuels or face costly fines. The shipping industry is displeased.

By Margot Roosevelt, Los Angeles Times Staff Writer
July 25, 2008

California regulators adopted the world's toughest pollution rules for oceangoing vessels Thursday, vowing to improve the health of coastal residents and opening a new front in a long battle with the international shipping industry.

The rules, which take effect in 2009, would require ships within 24 nautical miles of California to burn low-sulfur diesel instead of the tar-like sludge known as bunker fuel. About 2,000 vessels would be affected, including container ships, oil tankers and cruise ships.

International negotiators have struggled for decades to reduce pollution from oceangoing vessels but have been stymied by opposition from shipping conglomerates.

Federal legislation to control vessel emissions in U.S. ports, sponsored by Sens. Barbara Boxer and Dianne Feinstein, both California Democrats, has been opposed by the Bush administration, which favors deferring to future international regulations.

California's new regulation will have a global effect: 43% of all marine freight imported into the United States, much of it from Asia, moves through the ports of Los Angeles and Long Beach.

California "needs to act now," Air Resources Board Chairwoman Mary Nichols said. "We've known for years that a large percentage of onshore pollution comes from activities in the water. Our ports need to expand and modernize, but the adjacent communities are not willing to tolerate the health risks."

The rules could save 3,600 lives in coastal communities over the first six years through reduced respiratory illnesses and heart disease, including a potential 80% drop in cancer risk associated with ship pollutants, according to regulators.

Nichols called the shipping regulation "the single most significant rule the Air Resources Board has adopted in the last five years."

Because prevailing winds blow from west to east in California, ship exhaust accounts for about a fifth of cancer-causing soot particles and half of the sulfur oxides over land.

The remainder is emitted by diesel-powered trucks, construction equipment, locomotives, industrial engines and agricultural pumps, which are all to be subject to stricter regulation as the state seeks to slash the emission of planet-warming greenhouse gases and other pollutants.

The air board estimates that the new shipping rules will save Californians at least $6 billion a year in health-related expenses and will cost the shipping industry between $140 million and $360 million a year.

A typical cargo ship would pay about $30,000 more in fuel costs for each visit, or about $6 per container shipped from Asia to California. That amounts to 0.1 cent per pair of sneakers, the board noted.

Environmentalists and community groups praised the rules.

"This is a huge victory for clean air and public health," said Candice Kim of the Coalition for Clean Air. "Ten Californians die every day due to air pollution from ports and freight transportation."

Shippers fiercely oppose the limits, saying that California lacks jurisdiction to regulate beyond the 3-mile limit of state waters, and that low-sulfur fuel is in short supply, particularly in Asian ports.

The San-Francisco based Pacific Merchant Shipping Assn. last year won a court victory halting the state's previous effort to control shipping pollution by regulating engine emissions. The air board believes that a fuel regulation will stand up to a court challenge, but John McLaurin, the shipping association's president, wrote the board this week that the regulation "simply rehashes and represents old arguments that have already failed to pass judicial muster."

The rules would "govern the internal operation of foreign vessels . . . require the ships to purchase the required fuel in foreign ports, and, in many cases, to retrofit their tanks, piping and engines," McLaurin wrote.

It was unclear Thursday whether the shipping industry would challenge the regulations in court.

California's rule would be implemented in two phases. Beginning July 1, 2009, shippers would be required to use diesel oil with a sulfur limit of 0.5%. On Jan. 1, 2012, that would be reduced to 0.1% sulfur, a level that would cut soot by 83%, sulfur oxides by 95% and nitrogen oxides by 6%.

By contrast, the United Nations' International Maritime Organization allows fuel that is 4.5% sulfur. IMO negotiators will meet in October and are expected to consider new limits, but those would not take effect until 2015 or later.

Shippers asked that the California board defer any action until international rules take effect. In a compromise, the board voted Thursday to allow its executive director to suspend California's regulation "if and when the IMO or the federal government adopts a rule as effective as California's," Nichols said.

Meanwhile, fines for noncompliance would be stiff. Vessels using fuel over the sulfur limit would pay a fee beginning at $45,500 for each visit, with a maximum of $227,500 on the fifth visit.

"In theory, a vessel that makes 10 calls to California would be subject to paying $1,365,000 the first year, and $2,275,000 each subsequent year," the shipping association protested.

Board officials said that international law allows California to regulate ship emissions as long as they affect its residents. The board's scientists studied pollution effects out to the 3-mile limit, the 12-mile limit and the 24-mile limit, and found that "emissions from 24 miles out directly impact the majority of our population," Nichols said.

Representatives of the Navy have expressed concern that vessels would be more likely to travel through their offshore testing and training range once the rule is implemented. But Air Resources Board staff pledged to work with Navy officials to address their concerns.

margot.roosevelt@latimes.com