Three principal non-electric starting technologies are used for diesel engines in industrial and hazardous-area applications:

• Hydraulic Start Systems – high-torque, spark-proof starters powered by stored hydraulic energy (nitrogen-pressurised accumulators), capable of 'black-start' operation.
• Pneumatic (Air) Start Systems – compressed-air-driven turbine or vane starters available in ATEX-certified configurations for Zone 1 and Zone 2 classified areas.
• Spring Start Systems – mechanical stored-energy starters, wound manually, suitable for smaller engines in remote or power-off environments.

Custom packaged starting systems combining any of the above with control panels, piping, and instrumentation are also available.

Battery-electric starting is the most common approach but introduces several failure modes that are unacceptable for mission-critical or hazardous-area engines:

• Battery degradation over time and in extreme temperatures.
• Charging system failures and electrical connection corrosion.
• Spark risk from electrical equipment in Zone 1/Zone 2 atmospheres.
• Complete loss of starting capability during a total plant power failure ('black start' condition).

Hydraulic and pneumatic starting systems eliminate these risks. They require no batteries, generate no electrical sparks, operate reliably across a wide temperature range, and — in the case of hydraulic systems — can be manually recharged via a hand pump to overcome a true black-start condition.

Hydraulic and pneumatic starting systems are available for most major diesel engine brands including Caterpillar (CAT), Cummins, Perkins, Volvo Penta, John Deere, Detroit Diesel, MTU, Wärtsilä, MAN, and others. Selection is based on engine displacement, flywheel ring gear specification, SAE flywheel housing number, and required cranking torque. Spring starters cover smaller engines up to approximately 6 cylinders at 1.25 litres per cylinder. Please provide the engine make, model, and rated power when enquiring.

A 'black start' is the ability to start a diesel engine from a completely de-energised state — no grid power, no batteries, no running compressor or air supply available. Hydraulic starting systems with a hand pump option are uniquely capable of handling this scenario: the operator manually pumps the hydraulic accumulator to sufficient pressure, then initiates a normal start cycle. This capability is critical for emergency fire pump engines (as recognised in NFPA 20), offshore standby generators, and remote wellhead drivers where external power cannot be guaranteed.

A hydraulic starting system stores energy in a hydro-pneumatic piston accumulator pre-charged with nitrogen (an inert, non-flammable gas). On demand, high-pressure hydraulic fluid is released from the accumulator through a directional control valve to a hydraulic cranking motor, which engages the engine flywheel and cranks the engine to firing speed. Once the engine starts, the control valve closes, the cranking motor disengages, and the accumulator is automatically recharged by an engine-driven or external hydraulic pump ready for the next start. A manual hand pump provides emergency recharge capability.

• Inherently spark-proof — no electrical connections at the starter; beryllium copper pinion gear options meet Zone 1/Class I, Division 1 requirements.
• Inert energy medium — nitrogen gas in the accumulator poses no ignition risk.
• High cranking torque and speed — ensures reliable cold-weather and high-compression engine starting.
• Black-start capability — hand pump allows recharging without any external power source.
• Long service life — continuous internal lubrication of moving parts extends operational life, typically matching the engine's own service life.
• Temperature independence — performance is largely unaffected by extreme cold or heat, unlike battery-based systems.
• Fully compliant with BS EN 1834-1 and NFPA 20 requirements for diesel engine starting in hazardous and fire protection applications.

NFPA 20 (Standard for the Installation of Stationary Pumps for Fire Protection) sets specific performance requirements for hydraulic cranking systems used on diesel-driven fire pump engines. Key clauses include:

• Clause 11.2.7.3.11 — When used as the only or primary cranking system, the hydraulic system must provide not fewer than 12 cranking cycles of not less than 15 seconds each, giving a minimum total crank time capacity of 180 seconds without recharging.
• Clause 11.2.7.3.11.1 — The total accumulator capacity must be provided from two separate, equally sized accumulator systems (redundancy requirement).
• For secondary cranking systems used alongside another primary system, the capacity and recharge requirements differ — engine-driven recharge is not mandatory for secondary systems.

Hydraulic starting is widely used in NFPA 20 fire pump applications because of its high cranking torque, environmental robustness, and independence from electrical infrastructure.

The 2019 edition of NFPA 20 introduced formal definitions to distinguish between the two roles:

• Primary cranking system — the first-choice method used to crank and start the engine in an emergency. When the hydraulic system serves this role, it must meet the full 12-cycle / 180-second capacity requirement and use two equally sized accumulators. When used as the primary system, an engine-driven recharge pump is also required (Clause 11.2.7.3 series).
• Secondary cranking system — a backup system provided in addition to a primary system (e.g. hydraulic backup to a battery/electric primary). Secondary systems must be independent and operable, but they do not require engine-driven recharge. The secondary system gives operators a reliable fallback if the primary cranking method fails during a fire event.

Having both primary and secondary cranking systems is the recommended approach for maximum redundancy in critical fire protection and emergency power applications.

BS EN 1834-1:2000 (Reciprocating Internal Combustion Engines — Safety Requirements for Design and Construction of Engines for Use in Potentially Explosive Atmospheres: Group II Engines for Flammable Gas and Vapour Atmospheres) is the harmonised European standard applicable to diesel engines operating in ATEX Zone 1 and Zone 2 areas. While the standard primarily addresses the engine itself (air intake, exhaust, surface temperatures, crankcase, fuel system, electrical equipment), it also specifies requirements for starting and stopping devices:

• Engine shutdown devices — both automatic (overspeed) and manual shutdown must be fitted.
• Starting system design — starting equipment must not itself constitute an ignition source within the hazardous area.

A hydraulic starting system inherently meets this last requirement: it contains no electrical components at the point of engine engagement, the hydraulic fluid and nitrogen medium are non-flammable, and with a beryllium copper pinion the system is rated for use in Zone 1 atmospheres. Compliance with BS EN 1834-1 is also a prerequisite for ATEX Category 2 equipment certification under the 2014/34/EU directive.

A complete hydraulic starting system package typically includes:

• Hydraulic cranking motor (starter) matched to the engine flywheel housing and ring gear.
• Hydro-pneumatic piston accumulators (two required for NFPA 20 primary duty) pre-charged with nitrogen.
• Hydraulic reservoir with sight gauge, filler-breather cap, and inlet/outlet filters.
• Engine-driven or electric recharge pump.
• Manual hand pump for emergency recharge (black-start capability).
• Directional control valve (manual foot pedal, Bowden wire, or solenoid-operated).
• Soft-engage valve (pilot-operated, protects ring gear on engagement).
• Interconnecting high-pressure hydraulic hoses and fittings.
• Skid or base frame with all components mounted and pre-piped.

We supply complete engineered packages ready for installation, including all documentation for hazardous area and NFPA 20 compliance.

A pneumatic starting system uses compressed air (or nitrogen) stored in high-pressure air receivers to crank the diesel engine via an air starter motor. When a start is initiated, compressed air flows from the receiver through a control valve to the starter motor — either a turbine type (airflow drives a turbine wheel and planetary gear output) or a vane type (airflow acts on vanes in a rotor assembly). The motor engages the engine flywheel, cranks the engine to firing speed, then automatically disengages once the engine fires. The air receiver is recharged by a separate compressor between starts.

• No electrical connections at the starter — eliminates spark risk; safe for Zone 1 and Zone 2 classified areas with ATEX-certified models.
• Simple and proven technology with few moving parts.
• Lube-free turbine designs (no contact between turbine wheel and housing) require minimal maintenance and have extended service intervals.
• Reliable in extreme temperatures — compressed air performance is unaffected by cold or heat that would degrade batteries.
• Suitable for use with existing plant compressed air infrastructure.
• Compatible with nitrogen service — allowing fully inert starting in the most sensitive atmospheres.
• Compliant with BS EN 1834-1 requirements for starting systems on hazardous-area diesel engines.

NFPA 20 addresses air starting requirements for diesel fire pump engines in Clause 11.2.7.4 (and sub-clauses). Key requirements include:

• Clause 11.2.7.4.4.2 — Where used as the only or primary cranking system, the air supply container(s) must be sized for 180 seconds of continuous cranking without recharging.
• Clause 11.2.7.4.4.3 — Where used as the only or primary cranking system, the total air supply capacity must be provided from two separate, equally sized air supply containers (Container A and Container B), ensuring redundancy.
• Clause 11.2.7.4.4.10 — Where air starting is the primary cranking system, a system recharge air compressor driven by the fire pump engine must be provided, so that the air supply can be automatically replenished after each start attempt.
• For secondary cranking systems: the engine-driven compressor recharge requirement does not apply — the secondary air system must be independent and operable, providing a fallback if the primary cranking method fails.

Similar to hydraulic systems, NFPA 20 (2019 edition) formalised the distinction:

• Primary air cranking system — the designated first-choice method. Must meet the full 180-second / dual-receiver capacity requirement. Must have an engine-driven compressor for automatic recharge after starting.
• Secondary air cranking system — a backup system independent of the primary. The secondary system must be capable of cranking the engine but does not require engine-driven recharge. It provides assurance that if the primary system fails (e.g. receiver depleted, compressor fault), the operator has a separate, independently charged air supply available for further starting attempts.

Specifying both primary and secondary cranking systems is best practice for NFPA 20-compliant diesel fire pump packages, particularly in high-risk installations.

Three main air starter motor technologies are available:

• Turbine starters — the most technically advanced type. A non-contact turbine wheel is driven by high-velocity airflow with no rubbing parts, eliminating the need for lubrication and maximising reliability and service life. Self-governing speed control prevents overspeed. Available in ATEX-certified versions for Zone 1/Zone 2. Suitable for engines from approximately 1 litre to 400 litres displacement.
• Vane starters — compact and well-suited to constrained installation spaces. Available in Z and U-shaped configurations with various SAE flange and pinion options. Clockwise and counter-clockwise rotation variants available. Some models require periodic lubrication.
• Turbine and vane starters in inertia or pre-engaged drive configurations are available to suit specific engine flywheel and ring gear geometry.

BS EN 1834-1:2000 requires that all starting equipment fitted to a diesel engine operating in a potentially explosive atmosphere (Zone 1 or Zone 2, gas Group II, flammable vapour environment) must not itself be an ignition source. For pneumatic starting, this means:

• The air starter motor must be designed and certified to prevent surface temperatures from exceeding the temperature class (T-class) of the equipment — typically T3 (200°C) for most oil and gas atmospheres.
• The air starter and any associated control valve or pipework on the engine must carry appropriate ATEX/IECEx marking.
• The starting system must include provisions for reliable engine shutdown (see air shutdown valve FAQ section) as required by EN 1834-1.

ATEX-certified pneumatic starter motors are available in both turbine and vane designs and are the correct product to specify when BS EN 1834-1 compliance is required.

To correctly size and specify a pneumatic starting system we need:

• Engine make, model, and rated power (kW or hp).
• Engine displacement (litres) and number of cylinders.
• SAE flywheel housing number and ring gear tooth count.
• Required rotation direction (clockwise or counter-clockwise, viewed from drive end).
• Available air supply pressure (bar-g) and whether nitrogen service is required.
• Installation environment — hazardous area classification (Zone 1/Zone 2), gas group, and temperature class requirement.
• Whether NFPA 20 compliance is required and the cranking system role (primary or secondary).
• Space constraints and preferred mounting orientation.

Please provide these details when requesting a quotation.

A spring starter is a mechanical stored-energy device that uses a set of disc springs wound by a detachable hand crank. Once wound, the stored spring energy is released on demand to crank the engine flywheel via a pinion gear. Spring starters are ideal for:

• Smaller diesel engines (up to approximately 6 cylinders at 1.25 litres per cylinder).
• Remote or unmanned locations where no compressed air or hydraulic infrastructure is available.
• Applications requiring a completely power-independent starting capability.
• Backup/emergency starting in conjunction with another primary system.

Both standard and high-torque models are available, with clockwise and counter-clockwise rotation options, marinised variants, and various SAE flange/pinion configurations.

Yes. Spring starters are among the most inherently safe starting devices for hazardous areas because they are entirely mechanical — no electrical components, no compressed gases, and no hydraulic fluids. There is no ignition risk from the starter itself. As a non-electrical mechanical device, a spring starter used in a hazardous area must still meet temperature class requirements (surface temperature must not exceed the T-class of the installation), and the overall engine package must comply with BS EN 1834-1. For ATEX documentation purposes, spring starters are typically classified as non-electrical equipment under the ATEX Directive (2014/34/EU Category 2 or 3 depending on zone).

An engine air shutdown (air intake shutoff) valve is fitted to the air intake of a diesel engine and automatically closes on engine overspeed, cutting the air supply and bringing the engine to a controlled stop. In hazardous environments, this is a critical safety device because diesel engines can 'run away' — accelerating uncontrollably — if flammable vapour or gas is ingested through the air intake and acts as an uncontrolled secondary fuel. The only reliable way to stop a diesel engine runaway is to close the air intake. BS EN 1834-1:2000 requires that diesel engines operating in Zone 1 or Zone 2 classified areas (flammable gas/vapour, gas Group II) be fitted with both an automatic overspeed shutdown device and a manual emergency shutdown provision.

The following valve types and configurations are available:

• E Valves — basic automatic overspeed shutdown, mechanical, no external power required. Engine ratings 3 kW (4 hp) to 290 kW (389 hp).
• E-M Valves — as E, with an additional cable-operated manual shutdown feature.
• E90S / E90SM Valves — the largest in the mechanical E-Series. Certified for Zone 2 (gas group IIB) and Zone 22 (dust group IIIB). E90SM includes manual cable shutdown.
• EF / EFM Valves — combined air intake valve with integrated engine air cleaner; EFM includes manual cable shutdown.
• ET Valves — combined automatic and manual shutdown valve with an integrated flametrap housing.
• EH Valves — combined manual and automatic shutdown valve.

All mechanical E-Series valves operate without any external electrical signal or power source.

The mechanical E-Series valve operates on the differential pressure (air flow velocity) principle. A low-friction trigger mechanism holds the butterfly valve disc well above its fully closed position during normal engine operation — minimising restriction to air flow and preventing any impact on engine performance or fuel efficiency. When engine speed rises above the pre-set trip threshold, the increased air flow through the intake produces a differential pressure force sufficient to overcome the trigger mechanism, causing the valve disc to snap shut rapidly and completely, cutting the air supply and stopping the engine. No external signal, power supply, or electrical connection is required. The valve does not automatically reset — a deliberate manual reset by an operator is required before the engine can be restarted, ensuring investigation before re-start. This manual reset requirement is mandated by BS EN 1834-1:2000.

BS EN 1834-1:2000 is the key European harmonised standard (aligned with the ATEX Directive 2014/34/EU) governing the design and construction of diesel engines (Group II — gas and vapour environments) for use in potentially explosive atmospheres. Regarding air intake protection, the standard requires:

• An automatic shutdown device that closes the air intake to stop the engine on overspeed without requiring any external signal or power source.
• A manual emergency shutdown capability, accessible from a safe position remote from the engine (a cable-operated or other mechanical mechanism is the standard approach).
• The manual shutdown system must prevent immediate automatic restart — it must latch in the closed position and require a deliberate operator reset before the engine can be restarted.
• The air intake shutdown device itself must not be a source of ignition — it must carry appropriate ATEX/IECEx certification.

All mechanical E-Series shutdown valves comply with these EN 1834-1 requirements.

Yes. The E90S and E90SM (the largest in the E-Series) are certified for use in Zone 2 (gas group IIB) and Zone 22 (dust group IIIB) hazardous areas. As mechanical non-electrical devices, the full E-Series valves are also suitable for use in Zone 1 environments where no electrical equipment is permitted. The valves comply with the harmonised standard BS EN 1834-1:2000 as required for ATEX Category 2 engine protection equipment. Certification documentation is supplied with each valve.

Valve selection is based on the engine's rated power output (kW or hp), engine type (naturally aspirated or turbocharged), and the physical dimensions and geometry of the air intake. The E-Series covers engine ratings from 3 kW (4 hp) up to 290 kW (389 hp) in standard mechanical variants, with the E90S extending coverage to larger engines subject to application approval. Provide the engine make, model, rated power, intake configuration, and whether manual shutdown and/or a flametrap or air cleaner are required, and we will recommend the correct valve with dimensioned installation drawings.

Yes. The E-M, E90SM, EFM, ET, and EH variants all incorporate a cable-operated manual shutdown feature allowing an operator to shut the engine down from a safe remote position. Variable cable lengths are available to suit the installation layout. As required by BS EN 1834-1:2000, the valve does not automatically reset after a manual or automatic shutdown — the operator must physically reset the valve at the engine before it can restart. This is an important safety feature preventing inadvertent restart after an emergency.

A spark arrestor is a device fitted to the exhaust outlet of a diesel engine to prevent live carbon particles (sparks) from being emitted into the surrounding atmosphere. Even modern, well-maintained diesel engines produce particulate-laden exhaust gases during combustion. These hot particles can carry sufficient energy to ignite flammable materials, vapours, or dusts in the vicinity. A spark arrestor eliminates this ignition source risk and is essential wherever a diesel engine operates in or adjacent to a hazardous environment — including offshore oil and gas platforms, chemical plants, refineries, mining operations, and areas with dry vegetation.

A type-tested spark arrestor should always be fitted when using a diesel engine in a hazardous environment. Mandatory requirements arise from:

• ATEX Directive (2014/34/EU) / BS EN 1834-1:2000 — the exhaust system of a diesel engine operating in a Zone 1 or Zone 2 area must not be a source of ignition. An ATEX/UKEX-certified spark arrestor meets this requirement.
• OISD-STD-173 and related PESO guidelines — Indian petroleum installation safety standards require spark arrestors on diesel engines operating in or adjacent to classified hazardous areas.
• Site-specific safety cases and permit-to-work requirements — most offshore operators (ONGC, Reliance, HPCL, etc.) mandate spark arrestors as a condition of engine operation on their platforms.
• Mining regulations — underground and surface mines typically require certified spark arrestors on all diesel-powered equipment.

The centrifugal (cyclonic) spark arrestor works by spinning exhaust gas at high velocity within the arrestor body. The centrifugal force causes any sizable hot particulate matter (live carbon particles) in the exhaust stream to be flung to the outer wall of the chamber, where they break up and cool below their ignition temperature before the gas is discharged. The cleaned exhaust exits through the central outlet. This design is non-blocking, maintenance-free, and has been independently tested and proven against the latest international test standards for arresting live carbon particles from diesel exhaust.

• ATEX and UKEX certified — tested and approved for use in hazardous-area applications in compliance with BS EN 1834-1.
• Stainless steel construction — corrosion resistant, suitable for offshore marine environments.
• Centrifugal design — highly efficient, non-blocking, and maintenance-free in normal service.
• Wide power range — covers diesel engines up to 750 kW (1,006 hp).
• Standard exhaust pipe compatibility — end pipes suit standard exhaust pipe diameters and clamps for straightforward installation.
• Temporary or permanent installation models — available for site/rig-up use or fixed installation.
• Supplied with certification documentation.

Yes — both are required for comprehensive diesel engine safety in a hazardous area and serve complementary, non-overlapping functions:

• The air intake shutdown valve protects against engine runaway by cutting air supply on overspeed, and prevents flammable atmosphere from being ingested by the engine.
• The exhaust spark arrestor prevents the exhaust system from becoming an ignition source by eliminating live carbon particle emission.

BS EN 1834-1:2000 effectively requires both measures for diesel engines in Zone 1/Zone 2 areas. Combined engine protection packages — air shutdown valve with exhaust spark arrestor — are available and represent best practice for compliance.

A comprehensive range of industrial compressors is available:

• Reciprocating Air Compressors — for high-pressure applications requiring accurate compressed air output.
• Rotary Screw Air Compressors — for continuous duty, high-volume compressed air generation.
• Start-Up Air Compressors — dedicated units for charging diesel engine starting air systems.
• High-Pressure Air Compressors (85 to 414 bar-g) — meeting the most demanding industrial pressure requirements.
• High-Pressure Configured Compressor Systems — pre-engineered across a wide pressure, capacity, and speed range.
• Breathing Air Compressors — for SCBA and personnel breathing air applications (EconoAir and compact models).
• Nitrogen Boosting Reciprocating Compressors — customised solutions for nitrogen service.

High-pressure compressors are used across a wide range of critical oil and gas applications:

• Instrument and control air systems.
• Accumulator charging for hydraulic safety systems (BOP, ESD valves).
• Nitrogen boosting for pipeline pigging, purging, and pressure testing.
• SCBA (self-contained breathing apparatus) air charging.
• Start-up air for large gas turbines and process compressors.
• Breathing air systems for offshore platform personnel.
• Blowout preventer (BOP) control system accumulator charging.

Yes. Custom compressor packages are available with in-house design and build capabilities, integrating the compressor unit with the driver (electric motor or diesel engine), base frame/skid, piping, instrumentation, control panel, aftercoolers, dryers, filters, and receivers. Packages can be built to hazardous area specifications (ATEX/IECEx Zone 2) and third-party certified by Bureau Veritas (BV), DNV, or TUV. Packages for offshore use are designed to DNV 2.7-1 container/skid requirements where specified. We manage the documentation, design review, and inspection process to deliver fully certified packages ready for offshore deployment.

A wide range of industrial pumps is available including:

• Centrifugal pumps — for high-flow, process fluid transfer, and general industrial applications.
• Submersible seawater pumps — manufactured in-house for demanding offshore, coastal, and marine service, engineered for high salinity and biofouling environments.
• Custom diesel or electric driven pump packages — skid-mounted, engineered to specific project flow, pressure, and certification requirements.

Applications served include crude oil transfer, produced water handling, seawater injection, firewater systems, general utility service, and cooling water circulation.

Custom pump packages can be designed and third-party certified to:

• Bureau Veritas (BV) — type approval and package inspection.
• DNV — package certification including DNV 2.7-1 for offshore containers and skids.
• TUV — inspection and certification for safety-critical equipment.
• ATEX/IECEx — for packages operating in Zone 1 or Zone 2 classified areas.
• BS EN 1834-1 — applicable where the pump is driven by a diesel engine operating in a hazardous area.

We manage the documentation package, third-party inspection coordination, and FAT (Factory Acceptance Test) process.

To provide an accurate pump recommendation and quotation, please provide:

• Fluid type and properties (density, viscosity, temperature, presence of solids or corrosives).
• Required flow rate (m³/hr or LPM).
• Required differential pressure or total head (bar or metres).
• Suction conditions — NPSHA (Net Positive Suction Head Available).
• Duty classification — continuous, intermittent, or standby.
• Driver preference — electric motor, diesel engine, or hydraulic.
• Installation environment — indoor/outdoor, hazardous area zone classification, ambient temperature range.
• Applicable standards or client specifications (API 610, ATEX, NFPA 20, etc.).

The more information provided upfront, the more accurate the recommendation.

A hazardous (classified) area is any location where flammable gases, vapours, mists, or combustible dusts may be present in quantities sufficient to create a risk of fire or explosion. Under the IEC 60079 / ATEX classification system:

• Zone 0 — flammable atmosphere present continuously or for long periods.
• Zone 1 — flammable atmosphere likely to occur in normal operation.
• Zone 2 — flammable atmosphere not likely to occur in normal operation, but possible under abnormal conditions (e.g. leaks, equipment failure).

Zone 2 is the most common classification for oil and gas processing areas, pump and compressor buildings, wellheads, and equipment decks on offshore platforms. All equipment installed in Zone 2 must be selected and certified to prevent it from acting as an ignition source.

BS EN 1834-1:2000 is a harmonised European standard (identical to EN 1834-1:2000) titled: Reciprocating Internal Combustion Engines — Safety Requirements for Design and Construction of Engines for Use in Potentially Explosive Atmospheres — Part 1: Group II Engines for Use in Flammable Gas and Vapour Atmospheres. It applies to diesel (compression-ignition) engines of ATEX Group II, Category 2 (Zone 1) and Category 3 (Zone 2) for use in atmospheres containing flammable gas or vapour. The standard specifies requirements covering: air intake protection (shutdown valves), exhaust system (spark arrestors, flametraps), surface temperature limits, crankcase protection, fuel system design, electrical equipment on the engine, starting and stopping devices, and marking requirements. Compliance with BS EN 1834-1 is required for ATEX certification of the overall engine package and is referenced by major oil and gas operators (ONGC, Reliance, HPCL, and their EPC contractors) in their hazardous-area diesel engine specifications.

ATEX is the European Union certification framework for equipment and protective systems in explosive atmospheres, governed by EU Directive 2014/34/EU and harmonised through standards such as the IEC 60079 series and BS EN 1834-1. IECEx is the International Electrotechnical Commission's equivalent global certification scheme, accepted in many countries outside the EU — including Australia, India (partially recognised by PESO), the Middle East, and Southeast Asia. Both schemes use the same underlying IEC technical standards, so a product certified to one scheme typically gains faster acceptance under the other. Indian clients (ONGC, Reliance, HPCL) and their international EPC contractors generally specify ATEX and/or IECEx compliance for all hazardous-area equipment.

NFPA 20 is the National Fire Protection Association's Standard for the Installation of Stationary Pumps for Fire Protection. It governs the design, installation, testing, and maintenance of stationary fire pump systems — particularly diesel-engine-driven fire pumps used in water-based fire protection systems (sprinklers, hydrants, standpipes). It is the primary reference standard for fire pump installations in the US and is also widely adopted internationally in jurisdictions that reference NFPA codes. NFPA 20 is relevant to engine starting systems because it sets specific requirements for cranking cycle capacity, redundancy, and recharge for both primary and secondary hydraulic and pneumatic starting systems on diesel fire pump engines (see Engine Start Systems sections for details).

Gas groups classify flammable gases by their minimum ignition energy and MESG (Maximum Experimental Safe Gap):

• Group IIA — propane-equivalent and similar (lowest ignition sensitivity).
• Group IIB — ethylene-equivalent (moderate ignition sensitivity — covers most oil and gas hydrocarbons).
• Group IIC — hydrogen and acetylene (highest ignition sensitivity).

The E90S / E90SM air shutdown valves are certified for gas group IIB and dust group IIIB — covering the vast majority of oil and gas application gases including methane, propane, butane, ethylene, and hydrogen sulphide. For IIC hydrogen service, please contact us to discuss available options.

The Temperature Class defines the maximum surface temperature that a piece of hazardous-area equipment may reach in operation — it must be lower than the auto-ignition temperature of the surrounding flammable atmosphere:

• T1: max. 450°C; T2: 300°C; T3: 200°C; T4: 135°C; T5: 100°C; T6: 85°C.

For most oil and gas hydrocarbon atmospheres, T3 (200°C) is the minimum acceptable class. For hydrogen sulphide (H₂S) service, T4 is commonly required. The correct T-class must be verified against both the auto-ignition temperature of the specific gas and the maximum ambient operating temperature of the installation. All hazardous-area products supplied are marked with their applicable T-class.

A comprehensive after-sales support offering is available:

• Genuine OEM spare parts supply for all represented product ranges.
• Technical advisory support for installation, commissioning, and troubleshooting.
• Annual Maintenance Contracts (AMCs) for critical equipment.
• On-site or remote commissioning supervision and pre-startup checks.
• Trip and setpoint verification for safety devices (overspeed valves, shutdown valves).
• Operator and maintenance team training.
• Coordination of OEM factory-level technical support for complex issues.
• Assistance sourcing equivalent or retrofit parts for obsolete equipment.

We make best efforts to support legacy and obsolete equipment by working with our OEM principals to identify compatible or retrofit solutions. For older compressors and pumps (including obsolete legacy makes), we can often source compatible parts or recommend engineered replacements that meet the original performance specification. Please provide the equipment make, model, serial number, and part description or drawing reference when enquiring.

Yes. Product-specific training is available for operators and maintenance technicians, covering:

• Principles of operation for each equipment type.
• Correct installation, alignment, and commissioning procedures.
• Routine maintenance schedules and inspection checklists.
• Safe handling and functional testing of safety-critical devices (overspeed valves, spark arrestors, starting systems).
• Troubleshooting common operational issues.
• Spare parts identification and ordering procedures.

Training can be conducted at our Mumbai facility or at the client's site. Training materials can be customised to the client's specific equipment and operational context.

Phone: +91 98200 69666
Email: info@hitechsoln.com
Web: www.hitechsoln.com/contact-us
When raising a support query, please include the equipment make, model, serial number, and a clear description of the issue or requirement. For urgent situations involving a plant-down or offshore equipment failure, please call directly so we can prioritise your request.

You can request a quotation via:

• The 'Get A Quote' form at www.hitechsoln.com
• Email: info@hitechsoln.com
• Phone: +91 98200 69666

To enable us to respond quickly and accurately, please provide: the product or system required; relevant application details (engine make/model, flow rate, pressure, hazardous area classification, applicable standards); quantity required; target delivery date; and any relevant project, PO, or tender reference number.

For engine starting system enquiries, please provide:

• Engine make, model, and rated power (kW or hp).
• Engine displacement (litres) and cylinder count.
• SAE flywheel housing number and ring gear tooth count.
• Starting system type preferred (hydraulic, pneumatic, or spring).
• Hazardous area classification (Zone 1, Zone 2, non-hazardous).
• Whether NFPA 20 compliance is required, and the cranking system role (primary, secondary, or only).
• Available utilities — compressed air supply pressure, hydraulic supply, or power availability.
• Quantity and delivery timeline.

Lead times vary by product and OEM:

• Standard catalogue air shutdown valves and spark arrestors — typically 4–8 weeks ex-works, subject to OEM stock availability.
• Hydraulic and pneumatic starting systems — 4–10 weeks depending on model and options.
• Custom-built compressor or pump packages — 12–20 weeks depending on complexity, engineering, and third-party inspection scope.

We work with our OEM principals to obtain the best available delivery and confirm lead times at the time of quotation. For urgent replacement requirements, please advise and we will explore priority options.

Yes. We have experience supplying to Public Sector Undertakings (PSUs) including ONGC, HPCL, BPCL, and their EPC contractors. We are familiar with tender documentation requirements, techno-commercial submissions, PESO approval processes for hazardous-area equipment, and inspection coordination with third-party agencies appointed by government clients. Please contact us early in the tender preparation process so we can provide timely technical inputs, deviation sheets, compliance statements, and OEM authorisation letters.