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dmccanna

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  1. I'd also like to keep this in ANOTHER perspective. I tried to attach a pdf file to read and for reference but my one page was to big so I cut and paste it below. Sorry for the formatting! If anyone would like a copy of the document just email me and I will forward to you. DEF is used in another converter where it treats the exhaust before exiting the tail pipe. It is dosed PRESENTLY at 1% you can do your own calculations. The EPA is requiring even more stringent standards in 2013 (I believe) where the dosage will go to 2% per gallon of fuel. Yes it has been used for years in Europe. Yes it is just hunky dory for an automobile, truck or even an RV if you drive a lot of miles per year. But that is where the discussion begins. Most people drive 5 to 8000 miles per year in their coach. If you fill the DEF tank it will take you 2 years 2 consume the DEF. But there is the problem FOR US. DEF will spoil if stored over 85 some degrees......I wonder if that could be a problem for those of us that spend multiple months in hot weather? Because if it spoils it triggers the computer to run the engine in a default mode max 50 mph and if you don't get the bad fluid out it will cripple the engine at 5 mph until you do. Of course the RV manufacturers did not take this into consideration so when you buy the new DEF RV be sure to see how difficult it is to remove the DEF tank as there is not a drain. The ones I looked at were a bear so keep that in mind. It also freezes so they have that figured out also by including ANOTHER heater in the DEF tank. Store bought DEF at $14.00 for 2.5 gallons and has a 2 year lifespan if not opened. SOOOOOO after you calculate the amount of miles you are going to drive can you can figure the amount of DEF that is required so you effectively run out at the end of your trip. You could store it in the freezer or refrigerator if the DW does not mind. That will extend the life of it and will make sure it is not spoiled when you go to use it. Flying J bulk storage may be cheaper but understand it is open to the air and can sit in hot temperatures degrading the material. See the reading material below. Better mileage they claim, WELL I read a post from someone with a 2010 coach like mine (mine is an 2008 but same engine) that was getting exceptional mileage at almost 9 mpg. Of course people drive differently and maybe I would get better mileage if I drove his but I get routinely over 10 mpg sooooooooooooo I am not going to buy the "well it gets better fuel economy routine." I am tired of all the smoke that is generated on subjects to blow up our butts when the EPA wants us to swallow another pill. I am not saying that this whole idea is not good BUT I AM SAYING that as usual the engineers DID NOT think this all through. At least they could have provided a drain on the bottom of the stupid DEF tank but I GUESS that is asking too much. Personally I am glad to hear some of the manufacturers are offering the Navastar engines if you request them. I was told that Tiffin (I did not confirm the info) would install a Maxforce engine on their house built frame assembly. And some others are doing the same but haven't seen the literature. Sponsored by: Contents Executive Summary Fleets, diesel vehicle owners and truckstops are soon going to be introduced to a product that aims to help clean the air of harmful pollutants and may hold the promise of increasing fuel mileage. Beginning in 2010, most new diesel-burning vehicles will be outfitted with a pre-exhaust treatment system that requires regular replenishment by a specially prepared liquid called Diesel Exhaust Fluid (DEF). As this informational paper will describe, DEF is derived from urea and requires special dispensing equipment, employee training and certification processes to maintain purity. A full discussion of these handling requirements will be accompanied by details on how DEF will make its way to market and projections of its future demand. Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing Although urea is a widely produced chemical compound used for years by the agriculture industry to infuse nitrogen into soil, the term “diesel exhaust fluid” (DEF), a specific composition of urea for application in transportation, only recently entered the lexicon of the U.S. fleet industry with the advent of a particular type of clean exhaust system called Selective Catalytic Reduction (SCR). Since 2006, DEF (known as AdBlue in Europe) has been a familiar product in Europe where strict limits on the amount of air pollutants permitted from diesel exhaust have been in place longer than in the U.S. DEF will be required in most 2010 diesel vehicles in order to replenish the clean exhaust systems using SCR. Because these systems are sensitive and the material must remain pure, quality and training are key concerns for anyone marketing or handling DEF. Distribution networks and certification systems are being established to meet the anticipated need for quality DEF through truckstops and retail outlets and to accommodate a wide variety of dispensing options. This White Paper will provide a complete picture of DEF’s history, the political background that’s driving demand, how it is produced, distributed, safely handled, stored, dispensed and likely to be priced. And it’ll indicate the future of DEF in the U.S., projecting future demand for the product and characterizing its role in improving fuel mileage in fleets and helping to clean the air. A Service of OPIS White Papers whitepapers.opisnet.com © 2009 OPIS Chapter 1-Policy Drivers..................... 2-3 Chapter 2-The European Experience... 4 Chapter 3-Production........................... 4 Chapter 4-Quality................................. 5-7 Chapter 5-Storage Challenges.............. 7 Chapter 6-Distribution......................... 8 Chapter 7-Dispensing........................... 9-10 Chapter 8-Retailing.............................. 11-12 About the Sponsors.............................. 13 Chapter 1-Policy Drivers Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 2 Clean Air Act EPA’s mission is to protect human health and the environment. To achieve this mission, EPA implements a variety of programs under the Clean Air Act that focus on: * reducing outdoor, or ambient, concentrations of air pollutants that cause smog, haze, acid rain, and other problems; * reducing emissions of toxic air pollutants that are known to, or are suspected of, causing cancer or other serious health effects; and * phasing out production and use of chemicals that destroy stratospheric ozone. These pollutants come from stationary sources (like chemical plants, gas stations, and powerplants) and mobile sources (like cars, trucks, and planes). In 1990, Congress passed and President George H.W. Bush signed amendments to the Clean Air Act that directed the U.S. Environmental Protection Agency (EPA) to regulate air pollutants from a variety of industrial and commercial sources including motor vehicles. Among the air pollutants EPA regulates under the authority of the Clean Air Act are particulate matter (PM) and nitrogen oxides (NOx), byproducts of diesel exhaust that are precursors to smog. PM has been linked to higher incidences of childhood asthma, among other health hazards. The more sulfur motor fuel contains, the more PM it produces when burned. NOx is produced during the process of hightemperature combustion such as is present in a motor vehicle engine, and can react with sunlight along with volatile organic compounds to form smog. The regulatory instrument by which EPA regulates PM under CAA authority is the National Ambient Air Quality Standard (NAAQS). It sets a PM maximum limit of 10 micrometers in air samples taken over a 24-hour period (PM10). Five other criteria air contaminants are regulated under NAAQS: lead, nitrogen oxide (NOx), sulfur dioxide, carbon monoxide and ozone. The agency set its Tier 2 tailpipe emissions limits on these six criteria contaminants. In order to meet the PM10 and NOx limits on diesel exhaust under Tier 2, EPA gave engine manufacturers the choice of which technology platform they’d like to adopt in order to cut emissions of PM and NOx from their vehicle exhaust systems. The three technologies that emerged were SCR, Exhaust Gas Recirculation (EGR) and Lean NOx Trap. By fall of 2008, most had chosen SCR. Navistar/International was the notable exception, choosing to instead deploy EGR throughout its 2010 model trucks. Chapter 1-Policy Drivers (cont.) Exhaust treatment systems work hand in hand with reductions in the amount of sulfur in diesel fuel to reduce PM and NOx. As of 2006, all diesel fuel for on-road use in the U.S. must contain no more than 15 parts-per-million (ppm) of sulfur. This super-clean diesel fuel is known as Ultra-Low-Sulfur Diesel (ULSD). Large-scale SCR systems are used at some coal-fired power generation plants to reduce NOx emissions. Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 3 Key Acronyms DEF Diesel Exhaust Fluid SCR Selective Catalytic Reduction EPA Environmental Protection Agency CAA Clean Air Act PM particulate matter NOx Nitrogen Oxides NAAQS National Ambient Air Quality Standards EGR Exhaust Gas Recirculation PPM parts per million ULSD Ultra-Low Sulfur Diesel ISO International Organization of Standardization AUS aqueous urea solution COA Certificate of Assurance API American Petroleum Institute Companies that have adopted SCR and EGR. SCR Volvo Detroit Diesel Cummins PACCAR Mack Daimler Mercedes Benz EGR Navistar/International Chapter 2-The European Experience Chapter 3-Production Starting in the early 1990s, the European Union (EU) member states began to ratchet down the amount of sulfur allowed in motor fuel and the amount of NOx that could be emitted from exhaust systems. Adoption of pre-exhaust treatment systems such as SCR began in 2006. As a result, operators of EU fleets have had a two-year headstart using DEF to replenish their SCR systems. In Europe, original equipment manufacturers use the trademark term AdBlue to describe automotive-grade DEF. Although initially AdBlue supply chain integration costs were high, operational efficiencies quickly came into play and prices became more economical. Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 4 The U.S. and Canada are net importers of agricultural grade urea, largely distributed by barge. However, DEF will largely be sourced from domestic facilities which are already established in North America. A single Anhydrous Ammonia/urea/DEF plant costs approximately $2 billion to build from the ground up so it is unlikely that new plants will be coming on line to supply the U.S. truck fleet. Since product quality is paramount for DEF, production needs to be close to its target market to cut down on aging and/or contamination concerns. To make DEF: Step 1 - Producers start with natural gas as a feedstock. Step 2 - They then synthesize that into ammonia and CO2, “cracking” and reforming it just as refiners would gasoline or diesel out of crude oil. Step 3 - Ammonia is coupled with CO2 to form urea. Step 4 - The urea is then blended with very pure, deionized water to make a 32.5% solution of urea (the remainder is water). Chapter 4-Quality The DEF production process is done to ISO-22241 standards and best produced under very strict protocols, such that automotivegrade DEF certified product meets or exceeds the ISO-22241 standard. Producers then issue a Certificate of Analysis (COA) that guarantees the quality of the DEF down to the minutest detail. Without the COA, the solution is only industrial-grade urea. Certified laboratories will check for the DEF’s purity and concentration and monitor all of the specific elements within the product needed to maintain quality. Two specific quality issues can arise unless the strictest guidelines are adhered to: • Purity – product impurities can detrimentally affect the after-treatment systems’ performance and void vehicle warranty guarantees due to premature catalyst deactivation and/or fouling of prefilters and injector nozzles, to identify a few. • Concentration – delivering the right amount of urea to the exhaust stream is critical to ensure the vehicle meets the tailpipe emissions target required by EPA’s Tier 2 standards. Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 5 Chapter 4-Quality (cont.) Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 6 The ISO-22241 specification is very strict and rules out the use of agricultural and industrial grade urea as a substitute for DEF. Also, the presence of formaldehyde found in most urea renders it unfit for DEF production. ISO-22241 also governs the integrity of DEF through the supply chain. Purity and concentration must be maintained to the vehicle and through the dispensing equipment, storage and handling, including any small packaging for DEF. Supply-chain partners must undergo a rigorous process to handle the fluid properly. The American Petroleum Institute (API) will certify DEF and will provide labels for DEF containers indicating the product is certified. Those labels are being drafted by the SCR Stakeholders Group. Certification is likely to include some quality assurance training for supply chain partners including retailers. Samples can be pulled anywhere in the supply chain to ensure DEF with the API label meets the stringent quality requirements. Contrary to some beliefs, DEF is not an additive, and is not mixed with diesel fuel. In a vehicle outfitted with an SCR system, DEF has a separate on-board tank (6-10 gallons on light-duty vehicles; 10-30 gallons on heavy-duty vehicles). From its storage tank, DEF is pumped through a filter and injector and then, into the exhaust stream. Injectors are very sensitive, making purity extremely important, as any un-dissolved material may clog filters or injectors. Additionally, dissolved material can result in premature SCR catalyst failure. Filters in the SCR system must function for at least a minimum amount of time in order to meet EPA’s Tier 2 specifications. Premature failure will activate the on-board vehicle diagnostics systems, dramatically reducing vehicle performance. Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 7 Sensors in DEF tanks will notify the driver if volume is low or if the product concentration is not of good quality. Another sensor will indicate if the NOx level in the tailpipe exhaust is too high. These sensors will need to be maintained by fleet owners. In the aftertreatment system, the heat from the exhaust hydrolyzes the urea into two components: anhydrous ammonia and CO2. This gas mixture of ammonia and NOx passes across the catalyst and reduces them to elemental nitrogen and water, harmless since air is composed of 78% elemental nitrogen. The additional CO2 emitted due to urea decomposition is offset by enhanced fuel economy. A gallon of diesel emits 10 times more CO2 than a gallon of DEF. Chapter 4-Quality (cont.) Chapter 5-Storage Challenges A key specification in the ISO-22241 standard is the DEF product’s urea concentration. To ensure product stability, DEF producers, buyers, retailers and users should store the fluid at temperatures between 12°F-86°F (10°C-30°C). Doing so ensures a DEF shelf-life of at least one (1) year. Storage temperatures higher than 86°F will detrimentally affect urea concentration and below 12 ° F, DEF will begin to crystallize. Both of these circumstances could render the product out of specification and unfit for sale. It is generally accepted that DEF will have a 1-year shelf-life if stored between 86°F (30°C) and 12° F (-11 ° C). If it is stored at temperatures above 86°F (30°C), the shelf-life will be reduced. Chapter 6-Distribution Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 8 DEF will at least initially come into the fleet marketplace through truckstops along interstate routes and through truck terminals. Although DEF production is centered East of the Rockies, there are plans to transload DEF by rail to the West Coast as needed. Eventually, product could be transported in higher concentrations and then diluted in regions that are farther away from production facilities if quality can be maintained. Urea-based reductants are already being sold and distributed across North America, for NOx reductions in stationary SCR applications. A key to distribution across the country will be the movement of urea products to terminal locations in most metropolitan cities. Like in Europe, existing, large chemical distribution facilities will act as these terminal locations. Facilities already exist which are ISO certified, have massive liquid storage capacity, blending, rail, and their own fleet of tanker trucks. Urea products for other markets are already being distributed through these facilities. Fuel oil distributors will likely vend DEF in bulk tanker and mini-bulk quantities. The 275-gallon tote can be put into a “cupboard” at a fuel island and hooked to a dispensing pump for retail at service locations. Major pump equipment manufacturers have developed pump-island DEF dispensers. The primary distribution point will be chemical distribution companies which will provide DEF in bulk tanker and mini-bulk quantities. This is the model in Europe where chemical distributors have compatible assets such as stainless tankers. Fuel oil distributors will supplement the distribution chain in select markets and geographical areas. Chapter 7-Dispensing Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 9 Different pack sizes and configurations are being designed and range from small bottles, to totes and drums to bulk dispensers. Typical configurations include 275-gallon totes, 55-gallon drums, 2.5 gallon bottles, 2.0-gallon bottles and 1-gallon bottles. High-density polyethylene can be used in bottle packages but larger containers should be stainless steel or other ISO 22241-approved materials in order to avoid contamination. Engine makers plan to dose DEF at a rate of 2%, or 2-gallons of DEF for every 100-gallons of diesel fuel. A heavy-duty truck with an average fuel economy of 6 MPG could travel 600 miles on that same 100-gallons of diesel fuel. That same trip would therefore only take around 2-gallons of DEF. That would give the truck a reasonable number of miles to get to a larger DEF dispensing facility to refill. Fuel oil distributors will likely vend DEF in bulk tanker and mini-bulk quantities. The 275-gallon tote and mini-bulk tanks (up to a few thousand gallons) can be put into a “cupboard” at a fuel island and hooked to a dispensing pump for retail at service locations. Major pump equipment manufacturers have developed pump-island DEF dispensers. These can be hooked up to either above-ground or belowground DEF tanks. However, the product does need to be heated if it is stored above-ground because it will crystallize at 12°F (-11°C) or about the same temperature as diesel. Chapter 7-Dispensing (cont.) Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 10 For smaller locations and service bays, smaller dispensing equipment may be appropriate. There will be stand-alone units of 1,000 to 2,000 gal for retail installation. That will be tied to the companies POS (Point of Sale) technology, making the transaction part of the overall sales experience. This dispensing equipment may be in line with existing fuel island or stand-alone units. This equipment will provide fueling from diesel type dispensers, and special nozzles are being considered to prevent the possibility of introducing DEF into the diesel tank. Chapter 8-Retailing Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 11 Potential markets for DEF include heavy and medium-duty vehicles as well as light-duty vehicles. For heavy-duty and mediumduty vehicles, DEF demand will be filled like fuel is: through bulk dispensers. A typical vehicle in this class should consume more than 500 gal/year and about 90-95% of DEF sales will come from this class of vehicle. On-board DEF tanks typically have a volume of 20-30 gallons. Light-duty vehicles will have demand filled like a lubricant: in gallon packs. A typical vehicle would consume about nine gal/year and the market-share of this class is likely to range from 5-10%. Service intervals may be synchronized with oil change cycles. Vehicle owners can add their own DEF much like they would top off their windshield wiper fluid. Corporate Average Fuel Economy standard increases may drive more light-duty vehicle manufacturers to pursue a more aggressive SCR rollout in order to take advantage of the greater fuel economy offered by these clean exhaust systems. Off-highway vehicles will need to meet EPA Tier 2 tailpipe emission standards by 2014. Additional demand from retrofitted diesel vehicles is expected to emerge as well. Annual DEF volumes could reach more than 725 million gallons by 2015 at current fleet turnover rates, according to the Engine Manufacturers Association. It conducted a survey based on input from all major engine makers based on engine sales forecasts, vehicle miles traveled and dosing rates (2-4% of diesel fuel volumes). North American SCR Stakeholders Group Participating Organizations August 2008 AGCO Parts Division Agriliance Agrium AirBlueFluids, Inc. Alliance Alliance of Automobile Manufacturers AluMag Automotive LLC American Automobile Association American Petroleum Institute American Trucking Associations (ATA) Ashland/Valvoline Association of International Automobile Manufacturers Automotive Aftermarket Industry Association Automotive Association of America (AAA) Balcrank Products Inc. Benecor Blue1 BMW of North America, Inc. BP America Brenntag North America Caterpillar Cervantes-Delgado Inc. CF Industries Inc. Chevron Chrysler LLC CHS Inc Clean Emission Fluids Colonial Chemical ConocoPhillips Cummins Inc. Daimler AG Daimler Trucks North America Dale Kardos & Associates, LLC Detroit Diesel Corporation Diesel Technology Forum Dresser Wayne Dureal Dyno Nobel Engine Manufacturers Association Excelda ExxonMobil EZ Fuel (Cont. on next page) Chapter 8-Retailing (cont.) Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 12 Essentially, 80% of diesel vehicle production in 2010 will feature SCR technology, requiring DEF. DEF prices are likely to be above $3/gal at least initially until operational efficiencies in the supply chain and increased volume of DEF product moved begin to have an effect on price. Smaller containers may cost more if they are sold as convenience items. Eventually, access should become as easy as fuel or motor oil is today. Engine makers have projected fuel economy increases of about 3% but depending on DEF price and dosing rates, that economic benefit might be mitigated in real-world application. However, the environmental benefits of SCR systems using DEF are accepted as a state-of-the-art technology response to EPA’s clean air regulations and ensure demand for quality DEF is here to stay. Flying J Travel Plazas Ford Motor Company Freightliner Trucks Garden State Analytix General Motors Corporation Gilbarco Veeder-Root, Inc. Greenchem-Adblue Hino Motors Ltd. Hino Motors Sales, U.S.A, Inc. Honda Honda North America Inc Industrial Solution Services, Inc. Integer Research North American SCR Stakeholders 3 International Truck & Engine Co. Isuzu Manufacturing Services of America, Inc. Isuzu Motors Limited John Deere Kelley Drye Collier Shannon (representing PMAA) Koch Industries Koch Nitrogen - Industrial Marketing Kruse KG Love’s Travel Stops and Country Stores Mack Trucks, Inc. Magna Steyr Manufacturers of Emission Controls Association Mazda North American Operations Mercedes-Benz USA (Cars) Mitsubishi Motors R&D of America Mitsui Mining & Smelting National Association of Convenience Stores National Association of Truck Stop Owners National Renewable Energy Laboratory - US DOE Office of Energy Efficiency & Renewable Energy New England Fuel Institute Nissan Oscar W. Larson Company PACCAR Petroleum Marketers of America Association (PMAA) Petro Stopping Centers Pilot Travel Centers Porsche Cars of North America, Inc. Potash Corporation of Saskatchewan Inc. Quixote Group Rehau Renault Robert Bosch LLC R. W. Mercer Company Ryder System, Inc. Shell Shell Europe Shell Lubricants - Fast Lubes SKF Society of Independent Gas Marketers of America (SIGMA) Subaru of America, Inc. Terra Industries Inc. The Andersons, Inc. The Fertilizer Institute Toyota Motor North America, Inc. Toyota Technical Center USA, Inc. Travel Centers of America Truck Manufacturers Association (TMA) U.S. Department of Energy (DOE) U.S. Environmental Protection Agency (EPA) Valvoline Venture Point Research Volkswagen of America, Inc. Volvo Mack Volvo Powertrain Volvo Trucks North America Yara International ASA Successful Urea/Diesel Exhaust Fluid Handling, Storage & Dispensing White Paper Page 13 About Brenntag Brenntag recorded global 2007 sales of EUR 6.7 billion (USD 9.1 billion). Today the company operates in excess of 300 locations with more than 11,000 people in 64 countries. In keeping with the company’s strong position in world markets, Brenntag is committed to providing value to its customers and suppliers through superior supply chain logistics, single sourcing, technical assistance and other value added services. Brenntag offers an unrivalled, extensive and state-of-the-art distribution network for industrial and specialty chemicals to its suppliers and customers alike throughout the United States and the world. Brenntag Alan Smith, Manager, Business Development 248 760 7912 Asmith@brenntag.com About Southern Pump & Tank Company Southern Pump & Tank Company began operations in Charlotte, North Carolina in 1935 as a distributor and installer of petroleum equipment. The company quickly expanded into other cities in North and South Carolina and eventually Tennessee, Georgia, Alabama, Florida and Virginia. Recognizing the value of its franchise and its dominant market share in petroleum handling equipment, the Company entered the industrial pump distribution business in the late 1960’s concentrating in North and South Carolina and Eastern Tennessee. With the new millennium, Southern Pump & Tank continued its leadership position in liquid handling and completing a dominant offering of quality products, turnkey services, and exceptionally experienced people. For over 70 years we have provided a complete assortment of equipment and services for the handling of petroleum products. We offer turnkey development for any petroleum project, including retail outlets and wholesale bulk plants. Our unmatched service will keep you pumping long after. Southern Pump and Tank Company Steve Childers, General Manager 704 596 4373 Steve.childers@southernpump.com About Terra Environmental Technologies (TET) Terra Industries Inc. (NYSE: TRA), with 2007 revenues of $2.4 billion, is a leading international producer of nitrogen products. Terra Industries Inc. formed TET in 2003 to provide products and services to customers using nitrogen products to reduce NOx emissions from various sources, including power plants and in other environmental processes such as water treatment plants. TET was incorporated in December 2007. Terra Environmental Technologies John Beumler, Manager, Account Development 712 293 4610 Jbeumler@terraindustries.com
  2. The last thing you want to do is increase the temperature of the gas between the panes. If they were mean't to be tinted they would have tint on them (which mine have but not very dark.) Most manufacturers of dual pane/insulated widows have guidelines whether you can or can't. RV insulated windows take a beating when it comes to the sun. There are no roof overhangs like on a sticks & bricks house and if sitting in direct sunlight will in a few years bake the seal within the 2 panes and let air in. Once that happens you get what is called solar pumping (air moving in and out from between the panes bringing moisture with it. In short time the desiccant inside the seal will absorb all the moisture it can and you will start to have fogging. A friend that was in the glass business for 40 years told me that the fogging issue is common even in homes after 15 years. But he said between vibrations and direct sun (no shade) he could see that the duo pane windows could go bad in 5 to 8 years depending on where the coach was and how it was used. Just kinda depends and no 2 coaches will be the same. I have MCD duo shades (has a sun shade inside) in my coach and if I draw them down in direct sun the glass and metal can reach 150 to 160 degrees trapping the heat between the shade and the window. The windows just cook like that. I made exterior window covers that attach with velcro to the rubber seals that go around the windows. By doing so the cover DOES NOT TOUCH the glass and it reduces the temperature of the glass and window frame by 60 to 70 degrees F in direct sun. I only place them on the windows where I get direct sun and have no shade ( I really can't stand them.) But it works! Ever wonder why usually the first windows to fog in a coach are the driver or passenger side windows? They never see any shade as most coaches do not have any awnings over them that cover the windows well. If you take notice to vehicles that have placed reflective material behind the glass you will find some with fogged windows there also. They cooked the glass. As far as cold weather is concerned I find the metal extrusions conduct the heat out of the coach much quicker than the glass does.
  3. This post is only for those individuals that have subscribed to Dish HD and are using a KVH satellite (or any other satellite dish that requires 61.5.) As everyone with Dish Network are aware, they have, (actually had) three satellites that were used to pick up both their standard definition and high definition. About 1/2 of the HD channels were on sat 61.5. KVH dishes are capable of picking up 110, 119, 129 and 61.5. If a person is within the “eastern arc” and specifically Southern GA and all of Florida it is required to switch from 129 to 61.5 as 129 is too low on the horizon and an adequate signal is usually impossible. This is also true for the “western arc” Rio Grande Valley and some parts of Southern Texas, that also require 61.5. As of October 5th Dish has migrated all of the HD channels from 61.5 to 72 and 77. I can still locate 61.5 but am unaware of what standard definition programming is still on that satellite. I was informed by Dish that they decided to move the channels to 72 and 77 and if I could not receive these satellites I am “just out of luck.” According to them and their contract they reserve the right to change your programming and delete if they want and the subscriber is still obligated to pay for the service they no longer can receive. They also informed me that if I was unhappy with losing my channels I can terminate but I will still have to pay their termination fee. Supposedly Dish is monitoring the complaints they receive and can reverse their decision giving us 61.5. I spoke to customer service at KVH and was told the R5SL is not capable (the LNB has to be changed) to pick up 72 and 77. I should have asked if the R6SL is capable but I believe there is no difference in the LNB’s used on each. As a note you can still go into programming and “see 61.5” but as I said I am unaware what other channels are still on the satellite. They do make it a little difficult using their line cards to see what you are missing. Maybe that is on purpose, maybe not! I only know because the stations disappeared on my menu. I DO NOT KNOW if I am missing standard definition programming as we don’t watch anyways. I mention this as they are monitoring the complaints (SUPPOSEDLY) and it may behove those who pay for HD service to check what they have left and to complain. If you know of others in the same situation it may be worth the time to pass this information along.
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