Patrick Vanhonacker André Marqueteeken

Transcription

1 TIP4-CT Page 1 of 27 QCITY issued: December 29, 2008 DELIVERABLE D5.3 CONTRACT N PROJECT N ACRONYM TITLE TIP4-CT FP QCITY Quiet City Transport Subproject 5 Design & implementation of solutions at validation sites Work Package 5.3 Brussels - Quiet tram vehicles on quiet tracks Written by Performance report of applied squeal measures - Brussels Tom Vanhonacker Patrick Vanhonacker André Marqueteeken Date of issue of this report December 29,2008 PROJECT CO-ORDINATOR Acoustic Control ACL SE PARTNERS Accon ACC DE Akron AKR BE Alfa Products & Technologies APT BE Banverket BAN SE Composite Damping Material CDM BE Havenbedrijf Oostende HOOS BE Frateur de Pourcq FDP BE Goodyear GOOD LU Head Acoustics HAC DE Heijmans Infra HEIJ BE Royal Institute of Technology KTH SE Vlaamse Vervoersmaatschappij DE LIJN LIJN BE Lucchini Sidermeccanica LUC IT NCC Roads NCC SE Stockholm Environmental & Health Administration SEA SE Société des Transports Intercommunaux de Bruxelles STIB BE Netherlands Organisation for Applied Scientific Research TNO NL Trafikkontoret Göteborg TRAF SE Tram SA TRAM GR TT&E Consultants TTE GR University of Cambridge UCAM UK University of Thessaly UTH GR Voestalpine Schienen VAS AT Zbloc Norden ZBN SE Union of European Railway Industries UNIFE BE PROJECT START DATE February 1, 2005 DURATION 48 months Project funded by the European Community under the SIXTH FRAMEWORK PROGRAMME PRIORITY 6 Sustainable development, global change & ecosystems APT STIB

2 TIP4-CT Page 2 of 27 QCITY issued: December 29, 2008 T A B L E O F C O N T E N T S 0 Executive Summary Objective of the deliverable Strategy used and/or a description of the methods (techniques) used with the justification thereof Background info available and the innovative elements which were developed Problems encountered Partners involved and their contribution Conclusions Introduction On board lubrication for squeal noise suppression in Antwerp network Introduction Test setup Infrastructure and vehicle details Vehicle types Testprocedure Processing of measurement data Results Conclusions Wayside lubrication system for squeal Noise suppression at the STIB depot located Av. de l Hippodrome Introduction Lubrication system Measurements site Measurement campaign Measurement equipment Measurements results Conclusion...25 Appendix A Clicomatic System Appendix B Fluilub System

3 TIP4-CT Page 3 of 27 QCITY issued: December 29, E X E C U T I V E S U M M A R Y 0.1 OBJECTIVE OF THE DELIVERABLE The objective of WP5.3 is to develop a general purpose solution for squeal noise reduction for tramways in tight curves. This problem is very common and it leads to many justified complaints from residents: the high frequency squeal noise is disturbing many residents living close to the squealing curve and it is difficult to mitigate this noise in the transmission path and at the receiver. Therefore, a noise reduction at the source is targeted by lubrication of at the wheel/rail interface (on top of the rail). A specific problems is that most rails are embedded in the street (girder rails) and hence there is limited access for lubrication installations. Furthermore, the lubrication should not create safety issues (limited braking and traction). Ease of installation and maintenance of the solution and cost price are important elements in the comparison of solutions. Basically, two types of solution have been evaluated: a fixed lubrication installation at STIB (Brussels) and an on board lubrication at De Lijn (Antwerp). It is the aim to give a final recommendation to the tram network operators and infrastructure managers regarding the optimal solution for dealing with the squeal noise problems. 0.2 STRATEGY USED AND/OR A DESCRIPTION OF THE METHODS (TECHNIQUES) USED WITH THE JUSTIFICATION THEREOF Analysis of solution types Analysis of available hardware : wayside and on board; Analysis of available lubrication fluids; Selection of solutions for validation. Detailed design of a wayside solution Contacts with tramway operator and solution provider; Detailed design of solution in front of Brussels tramway depot; Selection of operational options (e.g. manual lubrication for testing purposes). Definition of the on board solution Contacts with tramway operator and solution provider; Selection of operational options (e.g. number of vehicles to be treated, max. curve diameter for treatment). Implementation Installation of wayside system; Installation of on board system. Validation measurements Squeal noise measurements during tram passage; Conclusions.

4 TIP4-CT Page 4 of 27 QCITY issued: December 29, BACKGROUND INFO AVAILABLE AND THE INNOVATIVE ELEMENTS WHICH WERE DEVELOPED A broad general knowledge was available within the project: results of the EC 5 th FP project Squeal and results from lubrication testing in the US (APTA). Although rail lubrication in itself is not innovative, its application to the top of rail is challenging: only a limited amount of grease can be used in order not to create safety issues. Lubrication has been validated as a final and effective solution to solve squeal noise problems and the amount and interval of lubrication application has been identified. This is innovative and it will greatly help the operators in optimising the impact of the solution and in minimising its cost. 0.4 PROBLEMS ENCOUNTERED No major problems were encountered. Some maintenance and installation imperfections have been identified with the wayside installation at STIB but these problems are manufacturer dependent and are not of strategic importance. 0.5 PARTNERS INVOLVED AND THEIR CONTRIBUTION The following partners were/are involved: STIB: for detailed design and implementation of wayside solution. Alfa Products & Technologies (APT): for noise measurements (wayside and on board system), for analysis of solution types, for contacts with operator De Lijn regarding all validation testing with the on board system. 0.6 CONCLUSIONS Both lubrication methods (on board and wayside) are very effective at eliminating the squeal noise. The on-board lubrication is relatively low cost (less than 3000 per vehicle investment cost, limited maintenance in the depot and limited use of lubrication fluid). It has to be installed only in maximum one out of eight vehicles running on the specific tramline. It is flexible: only the curves with a diameter below an adjustable value are lubricated. The vehicles to be equipped with the on board lubrication system need a compressor unit (available on most recent tram vehicles). The wayside system is more expensive (at least 5000 per installation). Its maintenance can be more problematic since hydraulic cables are embedded into the street pavement. Each curve which exhibits disturbing squeal noise has to be treated. Refilling of lubrication fluid and maintenance have to be done on site. Electric power has to be available on site. For all the above reasons, we strongly recommend the use of an on board lubrication system for solving the squeal noise problem.

5 TIP4-CT Page 5 of 27 QCITY issued: December 29, I N T R O D U C T I O N This deliverable is based upon three technical reports: TR5-3A_APT_36M.pdf dd. September 11, 2007; TR5-3B_APT_36M.pdf dd. October 22, 2007; PR5-3_APT_36M.pdf dd. February 29, A selection of market available reliable solutions for wayside systems is given in Appendix A. Most experience is available with the Clicomatic system. It has been installed and verified a.o. in Salt Lake City (with great success) and in Phoenix. It is now distributed in Europe by Vossloh. Details of the on board system tested at De Lijn are given in Appendix B.

6 TIP4-CT Page 6 of 27 QCITY issued: December 29, O N B O A R D L U B R I C A T I O N F O R S Q U E A L N O I S E S U P P R E S S I O N I N A N T W E R P N E T W O R K 2.1 INTRODUCTION An on board lubrication system is tested in two curves which are squealing heavily when not treated. These curves are installed at the depot of vehicles of De Lijn/Antwerp: called Punt aan de Lijn. The principle is to equip only one bogie of one or two tram vehicles running on a specific tramline with an on board wheel/rail lubrication system. The lubrication system is activated as soon as the tram enters a curve with a small radius. The value of this activation radius is adjustable by a mechanical control device. 2.2 TEST SETUP Figure 2.1 shows the test setup for each of the two curves that are tested: for each curve (S1 and S2) three microphones are installed at 7.5 m of the centre line of the track, spaced 10 m from each other and at a height of 1.2 m above the surface (measurement points N1, N2 and N3) as indicated on figure 2.1.

7 TIP4-CT Page 7 of 27 QCITY issued: December 29, 2008 DRIVING IN PH 7,8 DRIVING OUT PH 10,11,12 PH 9 N1 N2 Radius 18m 10m 10m N3 7.5m PH 1,2 PH 3 7.5m 10m 10m N1 Radius 18m N2 N3 PH6 S2 PH 4,5 S1 DRIVING OUT DRIVING IN Figure 2.1

8 TIP4-CT Page 8 of 27 QCITY issued: December 29, Infrastructure and vehicle details Curve S Curve S2 entrance curve near the depot; rail type NP4 am standard; curve radius: 18 m; concrete trackbed; direct rail fixation: Stedef base plate with rubber rail pad 9 mm, Nabla clip. exit curve ; rail type NP4am HSH (head hardened rail); curve radius: 18 m; concrete trackbed; direct rail fixation: Stedef plate with rubber rail pad 9 mm, Nabla clip Vehicle types Hermelijn number 7205 (Siemens): lubrication system installed. Hermelijn number 7265 (Siemens): no special lubrication system installed. 2.3 TEST PROCEDURE After calibration of the sensors and background measurements, pass by measurements are performed in the directions as indicated on figure 2.1: Driving IN: attacking the curve with driving compartment in front; Driving OUT: attacking the curve with driving compartment at the rear. The test speed is fixed at 10 km/h and is controlled by the driver, based on speed indication-readout. The track was completely dry and heavy squeal noise was heard before lubrication was activated. Testing started at curve S1 riding IN and OUT with vehicle 7205 with dry tracks. After five sequences the lubrication system is punt on, for one driving IN operation and one driving OUT operation, and then the lubrication system is put out and testing resumed with riding IN and OUT the curve for again five times followed by another lubrication run. This sequence was then repeated. The same procedure is performed in curve S2. The influence of the lubrication is visual in the noise measurements. In total, more than 60 pass-bys are recorded.

9 TIP4-CT Page 9 of 27 QCITY issued: December 29, PROCESSING OF MEASUREMENT DATA For each pass by (riding IN and riding OUT) data is sampled from the 3 microphones simultaneously at 48 khz. This data is scaled, weighted with an A weighting filter and analysed in 1/3 octave bands frequency spectra. Figure 2.2 shows an example of these processing results: UPPER PLOT: evolution of the db(a) overall level between 20 Hz 12.5 khz in fast exponential time weighting as function of time. LOWER LEFT: 1/3 octave band analysis at the moment that the maximum global level is reached. The global level is indicated in the legend. LOWER RIGHT: 1/3 octave band analysis averaged over the complete measurement time. In the legend the global level and the SEL level are indicated. DE LIJN 10/08/2007 OVERALL LEVEL (db) Level v ersus time inputf ile: C:\D2S\BACKUPNOK\07B719Qcity\\ rec02 12:14: time (s) Max.Spectrum N db(a)(re.2e-005pa ) N db(a)(re.2e-005pa ) N db(a)(re.2e-005pa ) Point : Overall Leq.Spectrum N1 88/ 102 db(a)(re.2e-005pa ) N2 90.4/ 104 db(a)(re.2e-005pa ) N3 90.2/ 104 db(a)(re.2e-005pa ) /3 OCTAVE BAND RMS LEVEL (db) /3 OCTAVE BAND RMS LEVEL (db) Figure sum K 2K 4K 8K 1/3 OCTAVE BAND CENTER FREQUENCY (HZ) 20 sum K 2K 4K 8K 1/3 OCTAVE BAND CENTER FREQUENCY (HZ)

10 TIP4-CT Page 10 of 27 QCITY issued: December 29, RESULTS Tables 2.1 and 2.2 summarise all measured information for respectively curve S1 and curve S2. The link is made between recording ID number, riding direction (IN or OUT), vehicle, state of the tracks and equivalent, maximum and SEL noise levels for the three microphones. In appendix B of TR5-3A_APT_36M.pdf, all the processing results are presented. The recording ID number is indicated in the title of the upper plot of each figure.

11 TIP4-CT Page 11 of 27 QCITY issued: December 29, 2008 Table 2.1 NOISE LEVEL in db(a), re. 20e-6Pa CURVE S1 Lp(A),eq Lp(A),max SEL recording direction remarks N1 N2 N3 N1 N2 N3 N1 N2 N3 rec02 IN Vehicle :14: rec03 OUT DRY TRACKS 12:15: Rec18 IN DRY TRACKS 12:36: Rec19 OUT DRY TRACKS 12:38: Rec20 IN DRY TRACKS 12:39: Rec21 OUT DRY TRACKS 12:41: Rec22 IN DRY TRACKS 12:42: Rec23 OUT DRY TRACKS 12:43: Rec24 IN DRY TRACKS 12:44: Rec25 OUT DRY TRACKS 12:44: Rec26 IN LUBRIFICATION ON 12:53: Rec27 OUT LUBRIFICATION ON 12:55: Rec28 IN 12:56: Rec29 OUT 12:57: Rec30 IN 12:58: Rec31 OUT 13:02: Rec32 IN 13:03: Rec33 OUT 13:04: Rec34 IN 13:05: Rec35 OUT 13:05: Rec36 IN LUBRIFICATION ON 13:06: Rec37 OUT LUBRIFICATION ON 13:14: Rec38 IN 13:15: Rec39 OUT 13:17: Rec40 IN 13:18: Rec41 OUT 13:18: Rec42 IN 13:19: Rec43 OUT 13:20: Rec44 IN LUBRIFICATION ON 13:21: Rec45 OUT LUBRIFICATION ON 13:27: Rec46 IN 13:28: Rec47 OUT 13:29: Summarised results for curve S1 Table 2.2 NOISE LEVEL in db(a), re. 20e-6Pa CURVE S2 Lp(A),eq Lp(A),max SEL recording direction remarks N1 N2 N3 N1 N2 N3 N1 N2 N3 Rec50 IN Vehicle :08: Rec51 OUT DRY TRACKS 14:13: Rec52 IN DRY TRACKS 14:13: Rec53 OUT DRY TRACKS 14:14: Rec54 IN DRY TRACKS 14:14: Rec55 OUT DRY TRACKS 14:15: Rec56 IN DRY TRACKS 14:15: Rec57 OUT DRY TRACKS 14:16: Rec58 IN DRY TRACKS 14:16: Rec59 OUT DRY TRACKS 14:17: Rec60 IN Vehicle :29: Rec61 OUT DRY TRACKS 14:30: Rec62 IN DRY TRACKS 14:31: Rec63 OUT DRY TRACKS 14:31: Rec64 IN DRY TRACKS 14:31: Rec65 OUT DRY TRACKS 14:32: Rec66 IN DRY TRACKS 14:32: Rec67 OUT DRY TRACKS 14:33: Rec68 IN DRY TRACKS 14:34: Rec69 OUT DRY TRACKS 14:34: Rec70 IN LUBRIFICATION ON 14:34: Rec71 OUT LUBRIFICATION ON 14:39: Rec72 IN 14:40: Rec73 OUT 14:41: Rec74 IN+OUT 14:41: Rec75 IN 14:43: Rec76 OUT 14:43: Rec77 IN 14:44: Rec78 OUT 14:44: Rec79 IN LUBRIFICATION ON 14:45: Rec80 OUT LUBRIFICATION ON 14:51: Rec81 IN 14:52: Rec82 OUT 14:52: Rec83 IN 14:53: Rec84 OUT 14:53: Summarised results for curve S2 Figures 2.3 and 2.4 show the maximum noise level during pass by with indication of the state of the track and the direction of riding (IN or OUT). It is clear to see that after the first lubrication the maximum noise level during pass by reduces more than 16 db, e.g. from 102 db(a) to 85 db(a). The peak at 1250 Hz is eliminated completely.

12 TIP4-CT Page 12 of 27 QCITY issued: December 29, 2008 This level stays low at least after 8 passages without further lubrication. TES TING A T CU R VE S 1: Noise le v el ( Lp,ma x) N1 N2 N IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT act ion Figure 2.3 Results for curve S1 TESTING AT CURVE S2: Noise level (Lp,max) db(a) N1 N2 N DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS DRY TRACKS Vehicle 7265 Vehicle 7205 LUBRIFICATION ON LUBRIFICATION ON LUBRIFICATION ON LUBRIFICATION ON Figure 2.4 IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUTIN+OUT IN OUT IN OUT IN OUT IN OUT IN OUT Results for curve S2 action Impact excitation on wheel and rail and response verification show that a resonance of the wheel at 1250 Hz is excited in the curve (see figures 2.5 and 2.6). In figure 2.5 we see the frequency response during an excitation with a hammer on the wheel, the resonance peak is clearly visual. An excitation on the rail (figure 2.6) shows the absence of this resonance.

13 TIP4-CT Page 13 of 27 QCITY issued: December 29, 2008 DE LIJN 10/08/2007 spectrum 60 inputfile: C:\D2S\BACKUPNOK\Qcity\directrecording\\ Rec48 13:32:20 deltaf=1hz N db(a)(re.2e-005pa ) N db(a)(re.2e-005pa ) N3 70 db(a)(re.2e-005pa ) Point : Overall RMS LEVEL (db) resonance peak at 1250 Hz FREQUENCY (HZ) Figure 2.5 Noise frequency response function with excitation on the wheel

14 TIP4-CT Page 14 of 27 QCITY issued: December 29, 2008 DE LIJN 10/08/2007 spectrum inputfile: C:\D2S\BACKUPNOK\Qcity\directrecording\\ Rec48 13:31:51 deltaf=1hz N db(a)(re.2e-005pa ) N2 67 db(a)(re.2e-005pa ) N db(a)(re.2e-005pa ) Point : Overall RMS LEVEL (db) FREQUENCY (HZ) Figure 2.6 Noise frequency response function for excitation on the rail 2.6 CONCLUSIONS After only one lubrication cycle, the squeal noise level was completely eliminated. The 1250 Hz peak corresponding with the squeal noise was not visible anymore in the measurements, and the squeal noise did not return after 8 passages (4 times IN/OUT) without lubrication. This result was repeated in a second curve with the same radius and vehicle. The on-board lubrication is thus very efficient for reducing squeal noise. It is relatively low cost (less than 3000 per vehicle investment cost) and it has to be installed only in maximum one out of eight vehicles running on the same line.

15 TIP4-CT Page 15 of 27 QCITY issued: December 29, W A Y S I D E L U B R I C A T I O N S Y S T E M F O R S Q U E A L N O I S E S U P P R E S S I O N A T T H E S T I B D E P O T L O C A T E D A V. D E L H I P P O D R O M E 3.1 INTRODUCTION The wayside system for lubrication was developed by Lion Oil. This system is further described hereafter. This system is installed at the entrance of the STIB tram depot located Av. de l Hippodrome (Brussels). A measurement campaign has been carried out to determine the performances of this system with respect to the reduction of squeal noise: these measurements and the results are presented hereafter. 3.2 LUBRICATION SYSTEM It consists in applying before the tram entry in the curve a lubricant in the contact zone between the wheel and the rail, thus limiting the forces of friction generating vibrations and hence noise. The application of the lubricant is done by boring holes in the rail and installing a system of hydraulic cables which connects these holes to a pump further connected to a tank with lubrication fluid. Figure 3.1 Conceptual design of the lubrication system

16 TIP4-CT Page 16 of 27 QCITY issued: December 29, 2008 Figure 3.2 Lubrication system installed on the test site

17 TIP4-CT Page 17 of 27 QCITY issued: December 29, MEASUREMENTS SITE Site photographs before and during installation of wayside lubrication system: Pump

18 TIP4-CT Page 18 of 27 QCITY issued: December 29, 2008 Figures 3.3 Photo s of the site before and during system installation work The system was designed to lubricate at four locations: two in the street and two inside the depot area as one can see on the map presented in Figure 3.4. Locations 1 and 2 lubricate the rails for the trams entering the depot and locations 3 and 4 lubricate for the trams leaving the depot. The rails at location 4 are not being used for the moment. Moreover throughout all the testing, the lubrication at location 1 was defective (and could not be repaired in short time). Consequently, measurements were carried out only close to locations 2 and 3. SITE 4 SITE 3 SITE 1 SITE 2 Figure 3.4 Site plan with indication of lubrication locations

19 TIP4-CT Page 19 of 27 QCITY issued: December 29, MEASUREMENT CAMPAIGN As explained above, we measured the squeal noise at two representative locations for different modes of application of the lubricant: no lubrication: carried out at the beginning and the end of the campaign; lubrication once a day, one day out of two; lubrication once a day, every day. We carried out measurements without lubrication in the beginning and in the end of the campaign to check if the noise levels were identical before and after. Measurements were carried out at least a week after each change of mode (or after cleaning of the site by Lion Oil in the case of modes without lubrication) and as soon as dry weather conditions permitted. All measurements were carried out between 6 am and 9 am. The location of the measurement points is presented on the following figure and photo s. PH3 N1 PH4 N2 PH1 PH2 Figure 3.5 Location of the measurement points

20 TIP4-CT Page 20 of 27 QCITY issued: December 29, 2008 Ph. 3.1 Ph. 3.2 Ph. 3.3 Ph. 3.4

21 TIP4-CT Page 21 of 27 QCITY December 29, MEASUREMENT EQUIPMENT During measurements, the noise signals are directly sampled and stored in the memory of the measurement system. The table below details the material of measurement used. Type Manufacturer Model Sensibility/ gain Frequency band [Hz] resolution Acquisition system Head Acoustics SQUADRIGA bit 4V Conditioner ICP PCB 480E06 1*10* V Calibration system LARSON DAVIS CA250 1 khz measurement band Microphone GRAS 40AD 43.54mV/Pa 20-20KHz (-4dB) resfreq:14khz 148dB (3% dist) Table 3.1 Measurement equipment 3.6 MEASUREMENTS RESULTS The measurement results, obtained in the two reference points (N1 & N2), for three different types of trams, are presented hereunder in third octave band spectra. One can clearly see the peak between 500 and 1000 Hz: this is the peak corresponding with the squeal noise. Measurements have been carried out under following conditions at following dates: : no lubrication; : one lubrication application every two days; : one lubrication application every day. It is clear that the lubrication decreases the squeal frequency peak amplitude significantly or even eliminates the squeal frequency peak in the noise spectrum.

22 TIP4-CT Page 22 of 27 QCITY December 29, 2008 Tram N N N db(a) [re 2e-05 Pa] Figure 3.6 1/3 OCTAVE BAND FREQUENCY (HZ) Tram N N N db(a) [re 2e-05 Pa] Figure 3.7 1/3 OCTAVE BAND FREQUENCY (HZ)

23 TIP4-CT Page 23 of 27 QCITY December 29, 2008 Tram N N N db(a) [re 2e-05 Pa] Figure 3.8 1/3 OCTAVE BAND FREQUENCY (HZ) Tram N N N db(a) [re 2e-05 Pa] Figure 3.9 1/3 OCTAVE BAND FREQUENCY (HZ)

24 TIP4-CT Page 24 of 27 QCITY December 29, 2008 Tram N N N db(a) [re 2e-05 Pa] Figure /3 OCTAVE BAND FREQUENCY (HZ) Tram N N N db(a) [re 2e-05 Pa] Figure /3 OCTAVE BAND FREQUENCY (HZ)

25 TIP4-CT Page 25 of 27 QCITY December 29, 2008 The noise amplitude reduction in db(a) brought by the various modes of lubrication at the squealing frequency in comparison with the situation where no lubrication is applied, are shown in the following table: mode of lubrication 1 application every 2 days 1 application every day T2000: N1 T2000: N2 T3000: N1 T3000: N2 T4000: N1 T4000: N Table 3.2 Reduction (in db(a)) of the squeal noise amplitude in function of the mode of lubrication of the rail One sees in this table that the Tram 3000 and Tram 4000 types are very sensitive to lubrication even with the first limited mode of lubrication while the Tram 2000 has an important squeal reduction only with the second mode of lubrication (once a day). 3.7 CONCLUSION In conclusion, we can say that the wayside lubrication is very effective: it decreases the squeal noise amplitude with minimum 16 db(a) when the rail is lubricated only once a day. Unfortunately, before and during the measurement campaign, the system of manufacturer Lion Oil proved not to be very reliable. Other systems in use (see appendix A) are more reliable and give satisfaction to its users. The wayside system is more expensive than the on board system (at least 5000 per installation). Its maintenance can be more problematic since hydraulic cables are embedded into the street pavement. Each curve which exhibits disturbing squeal noise has to be treated. Refilling of lubrication fluid and maintenance have to be done on site. Electric power has to be available on site.

26 TIP4-CT Page 26 of 27 QCITY December 29, 2008 A P P E N D I X A C L I C O M A T I C S Y S T E M

27

28

29

30

31

32

33

34

35

36

37 TIP4-CT Page 27 of 27 QCITY December 29, 2008 A P P E N D I X B - F L U I L U B S Y S T E M

38

39

40

41

42

43

44

45