View non-flash version
TFC Corporation Offers Full Line Of Trash Compactors To Meet New Annex V/MARPOL Rules —Free Literature Offered— PROPULSION UPDATE With worldwide attention on cleaning up the marine industry en- vironment because of the new An- nex V-MARPOL 73/78 regulations, Pollution Packer marine trash com- pactors from TFC Corporation offer a cost effective solution that is both clean and safe to handle all types of waste aboard the vessels and rigs at sea. TFC Corporation, Bloomington, Minn., offers a complete line of ma- rine trash compactors to handle all types of onboard waste. The firm offers four models to meet the needs of the world shipping and offshore oil industry marketplace. The company's best selling Fox Pollution Packer is the high-volume model 2400. The versatile and reli- able unit has a 1/2-hp, two-stage hydraulic motor/pump unit which permits compaction forces up to 14,000 pounds at low amperage to allow operation on a 110 VAC, 60 Hz, 20 amp circuit. This unit re- quires only 10 percent of the kilo- watt hours of 5 hp compactors with similar compaction forces. The machine, which has a height of a little over 76 inches, width of 28 inches and depth of about 30 inches, performs four important functions: it cubes all types of waste in heavy- duty reusable plastic cubes (useful for easy handling of soggy or wet waste); it bales paper, cardboard and other baleable wastes; it bags lightweight mixed waste and refuse in heavy duty 4-mil plastic bags; and it boxes wastes such as animal, vegetable, surgical, etc., in polyvinyl waxed-lined cartons. The model 2400 Fox Pollution Packer offers a number of excellent safety features. For example, the unit will not operate unless the key is inserted in the key switch and turned in the "on" position. Addi- tionally, the Pollution Packer will stop operating if the loading or ser- vice door is opened during the com- paction cycle. The model 2400 also features a patented pressure-release service door handle camlock which relieves pressure build-up in the compaction chamber prior to the service door being opened. UK Yard Awarded $14-Million Order To Build Two Tankers The United Kingdom yard of Richards (Shipbuilders) of Lowes- toft, a subsidiary of Tate and Lyle, was recently awarded an order worth about $14 million to build two 3,000-dwt product tankers for FT Evarard Shipping. The vessels, which will be classed by Lloyd's Register of Shipping, will have an overall length of 262 feet and a gross registered tonnage of less than 600 tons. Innovative Propulsion System From Krupp MaK Offers Smooth, Economic Service For Passenger Ships —Technical Paper Available— The model 2400 Fox Pollution Packer from TFC Corporation, Minneapolis, Minn., offers a cost-effective, clean and safe solution to handling all types of onboard waste. Annex V of the International Convention for the Prevention of Pollution by Ships, 1973, as modi- fied by the 1978 Protocol (MAR- POL 73/78) is the third phase of the world maritime community's efforts to prevent the pollution of the ocean by ships. Annex V, which became enforceable January 1,1989, prohib- its the dumping of plastics as sea and severely restricts the ability of vessels to dump other types of ship- generated garbage both at sea and in the navigable waters of the U.S. Annex V applies to all vessels, from the smallest recreational craft to the largest oceangoing commercial ships. Fox Pollution Packers are already in use aboard U.S. Navy and Coast Guard vessels, as well as offshore oil rigs, tankers and cruise ships. American United Marine Corpo- ration, Saugus, Mass., are the U.S. agents for Fox Pollution Packers. For free literature fully detailing the features and options of the Fox Pollution Packer trash compactor line from TFC Corporation, Circle 54 on Reader Service Card NASSCO Awarded Pact Worth $242.7 Million To Build Another AOE-6 National Steel & Shipbuilding Co., San Diego, Calif., was recently awarded a $242.7-million contract by the U.S. Navy to build a second AOE-6 Class fast combat support ship. The work on AOE-7 is ex- pected to be completed in June 1992. The Naval Sea Systems Com- mand, Washington, D.C., is the con- tracting activity (N00024-87-C- 2002). Editor's Note: This article is based on a technical paper, "Reliable Economic Pro- pulsion Systems With High Passenger Com- fort," co-authored by R. Hafner, R. Gruhn and E. Gunther Kroos of Krupp MaK. The paper details the development of a flexible multi-engined propulsion system and the methods adopted to reduce structure-borne noise from the propulsion and auxiliary engines for the recently delivered Crown Odyssey. The new Royal Cruise Line 1,200- passenger ship Crown Odyssey re- quired a multi-engined propulsion system which could be operated eco- nomically at three essential speeds—maximum, cruising and slow— and, at the same time, satisfy the ship's electricity demands, while still maintaining safety standards. To meet the 40,000-grt Crown Odyssey's operational demands, Krupp MaK developed an innova- tive main and auxiliary diesel en- gine configuration which provided for considerable flexibility of opera- tion. The cruise ship's propulsion system features two controllable pitch propellers. Each CP propeller is driven by two engines, a primary and a secondary, which are termed "father and son," according to their size. The "sons" have one generator tailored to their capacity and are similar in output to the two auxilia- ry engines in the electrical system. Additionally, they can be reduced through gearing to slow speed and can operate the CP propeller for silent running by themselves. There are two "fathers" (Krupp MaK 8M 601s) each with a capacity of 8,000 kw (10,728 hp), two "sons" (Krupp MaK 6 M35s) with a propulsion capacity of 2,650 kw (3,554 hp), and two generator engines (6 M35s) which are independent of the pro- pulsion engine with a a capacity of 2,830 kw (3,795 hp). The gearing has two speed steps for the small engine, from 720 rpm to 90 rpm for silent running, and from 720 rpm to 130 rpm for maximum speed, together with the "father." The "son" has two clutches for the respective gear steps, and another to disengage and engage the "father" with the gearing system. When the gears are engaged, there are four basic alternatives: (1) the "father" runs with minimum revolutions and is then engaged while the propeller is still set to pitch 0; (2) the "father" drives the propeller with any revolution and respective load. The "son" is en- gaged after synchronization and is subjected to gradual load; (3) "fa- ther and son" run with minimum revolutions; "father and son" are then engaged while the propeller pitch is set to 0; the "son" runs alone with minimum revolutions and is then adjusted to slow by the transmission and shifted to the pro- peller which is set to a pitch of 0. During operation, there are three separate speeds—maximum, cruis- ing and slow. At cruising speed, the main engine drives the CP propeller alone. At maximum speed, the "fa- ther and son" both drive the CP propeller and the "son" goes rela- tively fast because of its gear trans- mission. At slow speed, the "son" slowly drives the revolving CP pro- peller through the gear transmis- sion. In addition to a clear arrange- ment, the control of the system is simplified because no load is shifted Cross section drawing of Krupp MaK's M601 diesel engine. Two eight-cylinder models were installed aboard the cruise ship Crown Odyssey as part of a "father and son" pro- pulsion system. Cross section drawing of the 6 M35 diesel engine from Krupp MaK. Four of these mod- els were installed aboard the Crown Odys- sey, two for propulsion and two for auxiliary application. 44 Circle 180 on Reader Service Card Maritime Reporter/Engineering News
