(continued from page 10)
technological environment it will
work in the heartland of the United
States.
Nicholas H. Chavasse, Alfa-
Laval, Inc., presented "The Alfa-
Laval Line-Up Past and Present."
He stated that the Alfa-Laval
MAB-103 and MAB-104 are small,
manually cleaned centrifuges used
today for turbine lube oil and for
lube and diesel fuel on small die-
sel engines. Benefits of the 100 se-
ries is that they are inexpensive,
easy to install, simple to run, and
the controls are simple. The draw-
backs to the MAB-100 Series are
that they have limited or small ca-
pacities and that their sludge-
holding capacity is rather limited.
The Alfa-Laval MAB-200 Series
of purifiers are similar to the 100
Series but with the following ma-
jor differences. There are five units
available. They are larger both in
size and capacity. They have re-
movable sludge liners and self-
draining bowls. They have paring
disc pumps built into the bowl for
pressurized discharge of the light
(oil) phase and all of these give the
following benefits: Longer runs be-
tween cleaning, easier to clean,
and on the larger units (MAB-205
and up) built-on bowl cranes for
lifting the bowl top and stack out
of the unit and to the side. The
benefit of the paring disc pump on
the light phase is that back pres-
sure can be applied to the oil out-
let if required. The drawbacks to
the MAB-200s are that they are
more expensive, larger, heavier,
still labor intensive if applied to a
dirty product and limited in their
application to diesel fuel, small
engine diesel lube oil, turbine lube
oil, hydraulics and other similar
applications.
The next step in the Alfa-Laval
line of marine purifiers (by-pass-
ing the nozzle machines) is the
MAPX or MOPX line of self-clean-
ing purifiers. There are six sizes in
the family ranging from the small
204 to the large 313 size unit. The
MAPX/MOPX units solve the
problems that exist with the MAB
Series of units. They can handle
just about any type of marine fuel
and lube oil application if sized
and installed properly and are a
tried and proven piece of equip-
ment.
The Alfa-Laval WHPX Series of
purifiers, introduced in 1972-73,
does not lose any oil in the shoot,
requires no pressurized water or
hot water, generates less sludge
volume and requires less water. It
has become the industry standard,
and although more expensive than
the conventional unit, has a pay-
back in normally less than two
years.
Last is the ALCAP FOPX Series
of fuel oil purifiers. The FOPX is
neither a purifier nor a clarifier but
a combination of both is the best
way to describe it. The FOPX was
developed to solve the problem
with the upper limits presently
imposed on purifiers, to get rid of
the problems presently associated
with the gravity rings, to make
the centrifuge less sensitive to
temperature control, and primar-
ily to give the marine industry a
piece of equipment that the opera-
tors could feel a little bit happier
with.
Nels J. Hendrickson, Drew
Chemical Corporation, spoke on
"The Role of Chemicals and Fuel
Analysis in the Marine Industry."
He introduced his subject by stat-
ing that "Even though the price,
quality and availability of marine
fuels have not deteriorated as rap-
idly as forecasted, there still can
be compelling economic reasons
for vessel operators to consider
burning heavy marine fuels. How-
ever, a hasty switch to a lower-
cost fuel without full consideration
for the consequences of the switch
to lower-quality fuels on equip-
ment and the need for greater per-
sonnel attention and control can
have quite the opposite desired
cost outcome."
The use of fuel additives has
taken longer to be accepted than
the use of chemicals in other sys-
tems and is an area of continued
misunderstanding and contro-
versy. Part of the problem is caused
by the large number of additive
manufacturers as well as by the
lack of proper understanding by
operators of the types of additives
available and their role. Fuel ad-
ditives have, however, been used
successfully to solve many prob-
lems. Additives have been used in
lube oils, as pour point depres-
sants, ash modifiers and demulsi-
fiers, as well as for many other
applications. Drew AMEROID'1
Marine's products and services have
also expanded and changed from
one or two relatively simple prod-
ucts to our extensive present line.
These products are being used
worldwide on over 4,000 vessels.
It is our opinion that diesel en-
gines can effectively burn today's
fuels and those expected in the
near future. This is especially im-
portant for operators who are con-
sidering burning blended fuels with
engines capable of doing so. How-
ever, the operator, in order to re-
alize the full cost benefit, must
take advantage of the treatment
tools available (i.e., fuel analysis,
mechanical and chemical treat-
ment).
Ole Schnohr, MAN, B&W, Al-
pha Propulsion Systems, spoke on
"Engines on the River."
Basically, the quality of heavy
fuel has not really changed since
fuels entered the marine market.
Any fuel considered of poor qual-
ity today for reasons of high vis-
cosity, high Conradson Carbon
content or high content of cata-
lytic fines, etc., could be produced
and was actually produced and
found on the market in the early
days of heavy fuel operation.
In recent years comprehensive
test programs have been initiated
by the engine industry in order to
meet the challenge presented by
an overall declining average fuel
quality. The systematic accumula-
tion of service results from those
ships in service which, according
to experience, would be more fre-
quent users of such marginal fuel
qualities also has been intensified.
The conclusion to be drawn from
the combustion research carried
out on full scale engines was the
encouraging fact that all these so-
called extreme fuel qualities, in-
cluding coal derivatives, were fully
usable in our diesel engines, as
has been the case with the tradi-
tional heavy fuels in the past.
We are fully aware of the some-
what different modes of operation
involved in river boat traffic ver-
sus oceangoing operation. The main
difference is strongly related to
manning requirements and the
maintenance pattern.
With the rivers being the "free-
ways" for bulk cargo in this coun-
try the river tugs are operated as
trucks on the road. As illustrated
the complete propulsion package
with its integrated control system
allows such running of the engines
"from the front seat", i.e., the
bridge pilothouse.
The analogy to road transporta-
tion is expressing with strength
that it is a natural requirement of
the operator that maintenance is
as fully predictable as when a
truck needs service and fuel, but
of course with much longer in-
tervals.
With the stability in perform-
ance which is outlined and proven
by our service experience, we can
meet such requirements, meaning
that unskilled personnel can oper-
ate the engines and actual service
be left to shore gangs at "service
stations."
Hugo Fiedler of MaK pre-
sented a paper entitled "Heavy
Fuel Operation with MaK Diesel
Engines for Multipurpose Appli-
cation and Marine Propulsion."
The MaK diesel engine program
consists of five engine lines with
an overall range from 740 to 9,000
kw. Basically the engines are de-
signed and built for marine appli-
cations, main propulsion and aux-
iliary service, as well as stationary
application. Accordingly, economy,
which means reliability, low fuel
Transamerica Delaval twin Enterprise OMR 46 engines
(each 3500 hp), mounted on Chockfast Orange-, power the
rugged workboats of Biehl. Inc. Kuyper gears with cast-in-
place Chockfast alignment also help to assure powerplant
dependability.
When reliability
cannot be compromised..
count on
organization
High-performance products and worldwide service from factory-trained and
certified chocking specialists. Chockfast Orange" has earned a reputation
for reliability • more than 15.000 main propulsion systems, plus • genera-
tors and auxiliary equipment • sterntube, strut, pintle, rudder and pedestal
bearings • steering gears • engine-room and cargo pumps • anchor wind-
lasses • bow thrusters • cable penetrations • stern winches.
P.O Box 454
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