Obviously you are right, but only to a degree. If you are not aware of it the state of California right this minute is hard at making every piece of off road equipment in their state complient with EPA as well as the more stringent CARB restrictions. Sadly the EPA and the rest of the country take alot of their ideas from CARB when it comes to forming their own requirments so look for it to come to your state soon. As for how they decide to enforce the new requirements I do not know but their ultimate goal is to rid the state of any engine that emits any type of pollutant at levels they deem too high.
I do know that like they have different levels of what must be done to each piece of equipment based on it's age and how many credits you aquired by repowering another machine, bringing it to the new spec early, etc, etc, etc, etc. The ultimate goal though is that every engine in a piece of off road equipment meet at least the tier requirements in place for that particular engine class for 2007. I'd have to dig out the charts again for the exact scale but within a few more years they expect every engine to meet even higher EPA tier standardswith the ultimate goal that they all reach the requirements for the tier in effect in 2014. I order to meet those standards they have to add aftermarket particulate treatment systems, or completely repower the machine with a higher Tier engine. If the engine is too old then the only option is to repower as the aftermarket treatment systems do not meet their requirements. In those case the cost to repower is usually higher than the alue of the machine so the contractor, etc is left with no choice but to sell or scrap the machine and buy a new one that does meet their specs......... Doesn't sound fair to be told that you have to invest the hundreds of thousands of dollars to buy a new machine or invest tens of thousands to do an upgrade if possible, just to stay in business, especially when a 30 year old machine thatr was paid for was doing the job just fine, but that's basically what the law is eventually going to make happen. Thank you EPA and CARB......
I know you have seen it on here more than once but part of doing things like this is that they also require that the old engines be rendered inoperative so they can not be rebuilt and make more smog In other words the old stuff will be going to scrap making it harder to find core engines, etc when it comes time to repower your antique machine, etc.
On another note California has already pretty much banned any OTR truck that doesn't meet at least 2007 EPA standards from operating within the state. So, tell me how in that case you can rebuild an older engine and get away with it when it can't be run in the state regardless of whether it's freshly rebuilt or not just becuase of it's age.
On to the 707 issue you mentioned. I agree there is alot of old military equipment still in service. Heck the ships I served on were 20-30 years old plus back in the late 80's and early 90's when I was on them. With the 707's, while the main part of the plane remains basically unchanged they are constantly being upgraded with newer, more powerful engines as well as updated avionics. The same goes for other real military planes be they fighters, bombers, etc. For example the B52's, C130's, F14's, F/A 16's, A10's, F/A 18's, etc, etc. are all old airframe designs that have been upgraded many times over the years and are all still in service. Heck if I remember correctly the B52's and C130's are all based on designs started way back in the 50's and finally brought online sometime in the mid to early 60's. With the ships I was on both the America and Pratt recieved numerous upgrades to the electronics, fire control radar, armament, etc over the years. In the case of the main engines the turbines, etc never changed but nozzles that fire the boilers were upgraded to fire different fuel as well as more efficiently years before I got onboard, and just as I was leaving the America they upgraded again to even more efficient nozzles.
In other words whatever the case with the military age usually means alot of upgrades in one way or another to the machine being revamped. With these loaders they were done back to factory spec using the old technology because without the electronics. Doing it that way they are basically EMP resistant/proof, they are easy to troubleshoot and repair, etc, etc out in the field. Working on equipment for a living I can tell you without a doubt that if you want a piece of equipment that is going to be both reliable, repairable, and inexpensive to operate as well as repair then one without electronics is the only way to go....in this case the guys in charge knew that and actually did something smart for a change......
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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