these Open Championship Clubs choose to relief grind - Pitchcare

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Technical “The words ‘gas oil’ or ‘red diesel’ in themselves are generic terms that mean nothing and everything at the same time” calorific value, increased corrosion rates and damaged filters • a reduced cold-weather handling performance • an increased incidence of microbiological growth - the ‘diesel bug’- leading to sludge problems, blocked filters and fuel starvation • the promotion of ‘layering effects’ in bulk storage • a much reduced fuel shelf life which can lead to sludge from fuel oxidation products • increased deposit forming tendencies This last point is critical as it can lead to restricted flow in the injection system, which in common-rail engines, where injection pressures are extremely high and spray patterns complex, can result in catastrophic failure of the injectors themselves. In terms of vehicle performance and engine operability, it is probably the fuel’s cetane number (the measure of how readily diesel fuel burns under compression - in general terms, the higher the number the better) that is having the most profound effect. At a cetane number of 45, red diesel is below DERV by 6 points and engines expecting to burn DERV often struggle, with typical symptoms being power loss, “We are out of step with the rest of Europe, which uses DERV produced to EN590” 120 PC FEBRUARY/MARCH 2012 intermittent idle, excessive smoking and general ‘rough running’. Here, in the UK and Ireland, we are out of step with the rest of Europe, which uses DERV produced to EN590 with a minimum cetane number of 51 to power its off-road vehicles: given the constraints and expectations being placed on them, global engine manufacturers are reluctant to supply or calibrate engines just for the UK and Ireland. What Is Being Delivered As Red Diesel? Red diesel should be supplied according to BS2869:A2 gas oil, but recent evidence suggests that fuel distributors or end-users rarely see a detailed delivery note or a certificate of analysis to this effect, and much is taken at face value and on trust. The words ‘gas oil’ or ‘red diesel’ in themselves are generic terms that mean nothing and everything at the same time and, whilst it is not a legal requirement to provide a specification, without one the consumer is blind to what he is receiving. Much is also made of the supply of ‘FAME-free fuel’ (i.e. containing no biodiesel). This is increasingly a tough claim to make. As has been explained, biodiesel can be included in both red diesel and DERV and, indeed, all road fuel should contain a minimum of 5% renewable content by April 2013 under the Road Transport Fuel Obligation. It should be assumed, therefore, that biodiesel is present already throughout the UK’s diesel pool, at least by the effects of co-mingling, unless your supplier is prepared to put it in writing that it is not. Note also that some parts of Europe allow B20 fuel (20% biodiesel content), and the more often that fuel is moved around Europe and imported into the UK (as is increasingly the case), then the more likelihood of an increased bio-content in the UK diesel supply. Another common claim is that red diesel is simply DERV with a red dye added, and you are getting ‘premium fuel’ at red diesel pricing. If you are lucky, this may be the case but, again, it can’t be assumed, and our recent evidence is that the UK’s refineries continue to produce two distinct products or are importing increasing quantities of low grade diesel for use as gas oil. In summary, therefore, there is now huge potential for variability in the off-road bulk fuel, and fuel-quality related problems continue to emerge on a routine basis. In addition, it is difficult for consumers to discover what is being delivered. The Department for Transport’s ‘Fuel Quality Directive Gas Oil Requirements’ suggests that fuel stocks are turned over at least every six
months, and this advice is echoed by various other sources. Vehicle manufacturers and suppliers now specify the expected fuel quality and/or required fuel additives in the vehicle manuals, and are increasingly prickly about warranty claims made for a vehicle run on non-approved fuel, especially if it involves the exhaust after treatment. Fuel additives and conditioners are available in different forms from a number of companies. They set out to do several jobs, either as problemspecific individual fuel treatments or as broadspectrum products. Typically, additives can do one or more of the following: • Raise the fuel cetane number, usually to a minimum of 51 • Increase fuel lubricity – the ‘oilyness’ of the product • Dissolve and remove deposits from the injection system components • Counter fuel oxidation during storage • Encourage water to come out of suspension in the fuel so existing water traps can remove it • Lower the temperature at which waxing starts to occur • Counter any increase in microbiological activity within the fuel The use of such additives is now commonplace in the agricultural and construction sectors and, whether you regard them as positive benefits, necessary evils or insurance policies, they are worth a closer look. Technical “The more often that fuel is moved around Europe and imported into the UK, then the more likelihood of an increased bio-content in the UK diesel supply” FuelAdditiveScienceTechnologiesLtd Unit29AtchamBusinessPark UptonMagna Sh Shrewsbury b ShropshireSY44UG Tel:01743761415 Fax:01743761075 sales@fastexocet.co.uk sales@fastexocet.co.uk • Rough RoughRunning? Running? ••PowerLoss? Power Loss? ••BugContamination? Bug Contamination? •WaterPickUp? •EngineDamage? WeHavetheSolutions...Contactyourlocalmachineryorfuelsupplier Or Orcontactusdirecton01743761415 contact us direct on 01743 761415 Visit our website at www.fastexocet.co.uk FEBRUARY/MARCH 2012 PC 121
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SERVING THE TURFCARE INDUSTRY KEYNO
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WELCOME TO pitchcare 2012 - and all
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Andy Gray, Southampton FC Artificia
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Reverting to farmland! The Norfolk
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Amenity-specific NSK revamped More
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Launching Spring 2012 www.ransomesj
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getting the MBE, without doubt. It
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THE REAL STARS OF WEST HAM, WIMBLED
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time. He also was the man who donat
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eason we run the electric triplex a
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times. Cycle times are then modifie
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easonable £12,000. And so Parkston
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Controlled burning of scrub Fairway
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However, in collaboration with the
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after Kerry defeated Cork in last y
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involved various management strateg
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convincing the greens committee to
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As editor of Pitchcare, I am fortun
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Golf In October last year, Ian Robs
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Golf As the course has 100% floodli
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Golf turn, pays for the course. Our
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thought, at the time, the greens we
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Augusta National levels of crickete
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You don’t often hear a golfer say
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THE NEW LT3340. HEAVY-DUTY MOWING F
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natural pitches artificial pitches
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one area? Clubs are then likely to
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also of the RFU and a number of ins
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“Artificial rugby pitches must be
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Rootzone top-up The concept for a N
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Winter Sports With Southampton flyi
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Winter Sports Professional lights s
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Winter Sports “Our most worrying
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Winter Sports 68 PC FEBRUARY/MARCH
Page 72 and 73: Winter Sports ViewPoint Our anonymo
Page 74 and 75: Summer Sports - Bowls Expectations
Page 76 and 77: Summer Sports - Bowls Rainbird irri
Page 78 and 79: Summer Sports - Bowls When it comes
Page 80 and 81: Summer Sports - Bowls “Consistenc
Page 82 and 83: Summer Sports - Cricket “No, I’
Page 84 and 85: Summer Sports - Cricket trimming of
Page 86 and 87: Summer Sports - Cricket SMITH famil
Page 88 and 89: Schools & Colleges After thirty yea
Page 90 and 91: Schools & Colleges One of Chris Edw
Page 92 and 93: Schools & Colleges Ransomes 305 a g
Page 94 and 95: Schools & Colleges Neville Johnson
Page 96 and 97: Schools & Colleges Head Groundsman
Page 98 and 99: Schools & Colleges Joe Cooper’s l
Page 100 and 101: Schools & Colleges Look through any
Page 102 and 103: Equestrian Craig Williamson “This
Page 104 and 105: Equestrian The home straight from t
Page 106 and 107: Technical Seed germination is one o
Page 108 and 109: Technical Trees represent an import
Page 110 and 111: Technical Giant Polypore heaviness
Page 112 and 113: Technical Normally carried out unde
Page 114 and 115: Technical Choosing the right sand c
Page 116 and 117: Technical which is determined by th
Page 118 and 119: Technical In this final article in
Page 120 and 121: Technical “In order to tie the go
Page 124 and 125: Technical MONTHLY Diaries I STILL s
Page 126: Technical Aeration and sweeping Aer
Page 129 and 130: 2. The “threat” scenario If the
Page 131 and 132: Alongside our General Sports Turf M
Page 133 and 134: one I had not predicted, but I stil
Page 135 and 136: “There are many different covers
Page 137 and 138: come of it. They’d look at it and
Page 139 and 140: since day one. Barry is, essentiall
Page 141 and 142: Gravel banding is a secondary drain
Page 143 and 144: Ideal for use around tree bases Jap
Page 145 and 146: present a key challenge. “Typical
Page 147 and 148: Quote me happy “... they are comi
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these Open Championship Clubs choose to relief grind - Pitchcare

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