Page 28: of Maritime Reporter Magazine (October 15, 1981)

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Diesel Power Review —Grandi Motori Trieste (continued from page 30) and production whose keynote is versatility. It is intended for the widest possible range of ship pro- pulsion duties—direct coupled in vessels where higher propeller speeds are used, or geared to give optimum propulsion efficiency at generally lower cost.

The CC 600, being a 2-stroke, crosshead type engine, will run on the cheapest low-grade fuel oil; the design throughout has taken into account the fact that the quality of such fuel will continue to deteriorate.

Despite the presence of a cross- head, separated crankcase, and the working spaces typical of a more traditional low-speed 2- stroke engine, the low stroke/bore ratio adopted in the CC 600 leads to an extremely compact design.

Producing 1,650 hp per cylinder at 250 rpm in versions from 4 to 10 cylinders, this engine can be fitted into almost any machinery space, however restricted, as its compactness is complemented by a unique facility to withdraw the piston without its rod in a much reduced overhauling height.

The CC 600 engine retains all the characteristic design features of the previous GMT low-speed, 2-stroke engine range — the B 1060, C 900, C 780, and C 600 types — and its construction de- tails are solidly based on the

The first CC 600 was installed recently on the "Marigola." wealth of experience built up over the many years during which the validity of the design principles has been proved in the previous low-speed engine types. It differs from the other engines in that it has a low bore /stroke ratio of 1.33:1 as opposed to the normal ratio of about 2:1.

Much interest in the CC 600 is already being shown by clients in both the marine and industrial sectors, and many promising proj- ects are being studied.

The first CC 600 was installed recently on the "Marigola," a so- phisticated 12,000-dwt petrochem- ical tanker constructed at Italy's

M. & B. Benetti yard. It is a five- cylinder unit of 8,250 bhp.

A market of particular interest could well develop for the CC 600 design from the increasing num- ber of cases where conversion from existing steam plants is be- ing considered. With a pre-estab- lished propeller speed and engine room configuration, these instal- lations usually demand a geared plant. Their large (albeit dimin- ished) power requirements and high utilization factor underline the importance of burning the most economical fuel available to achieve the objective of the con- version. The CC 600 fits these requirements admirably.

GMT's B 600 engine is a slow- speed 2-stroke of 1,500 bhp per cylinder at 160 rpm, and was de- signed essentially as a compact, simple, and reliable engine that can be built at a competitive cost and is particularly easy and eco- nomic to maintain. This engine is planned to meet the needs of the substantial and growing market for smaller ships of all kinds where direct-drive, low-speed en- gines can be accommodated. It is adaptable to give optimum effi- ciency over a range of maximum service speeds from 145 to 160 rpm.

For further information,

Write 61 on Reader Service Card


Kockumation goes coast-to-coast in a big way.

Yes, please!

Send me detailed information on: • Loadmaster • Levelmaster • Steermaster • Signalling equipment





Kockumation AB,

Marketing Department, Box 1044,

S-21210 Malmo, Sweden.

Telex: 32740 kockua s MR

Having made a start with 8,000-bhp engines for ferries,

Krupp MaK subsequently began supplying other important sec- tors of the North American mar- ket. MaK engines are now in serv- ice as main propulsion plants on the Great Lakes, in the Atlantic and Pacific fishing industry, in dredging, in tug/barge systems, (continued on page 34)

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Maritime Reporter/Engineering News 711 Grand Boulevard, Deer Park,

New York 11729 (516) 667-7710


Pier 32, San Francisco, California 94105 (415) 957-1300

MARICON INSTRUMENTS, INC. 1131 Lafayette Street, Gretna,

Louisiana 70053 (504) 361-5130


A comprehensive range of advanced cargo calculators that includes the fast, compact V40 and the D50, which handles any types of cargo calculations.

Loadmaster, Levelmaster, Steermaster and Tyfon <


Levelmaster systems provide continu- ous, reliable readouts of ullage, volume and weight for all types of liquid cargo.

Levelmaster allows for selection of the optimal sensor for any type of liquid.

Together with a Loadmaster unit,

Levelmaster can be used for prediction and simulation of various cargo loading conditions.


For accurate, continuous control on a straight course or through a turn. Mini- mizes fuel consumption and ensures precise steering through turns.


The famous Tyfon line includes the

Supertyfon and the Tyfon compressed- air whistle, both available in a number of versions. Electro-Tyfon piston horns are available in accordance with IMCO re- gulations for ships of 75-200 meters or more than 200 meters in length, e registered trade marks ol Kockumation.

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Three new agents. Nav-Com, Collins and

Maricon. In New York, San Francisco and New Orleans.

You're undoubtedly acquainted with them already. And our new agents take us three giant steps closer to our customers on the East, West and Gulf

Coasts. You have easy access to

Kockumation products like Loadmaster,

Levelmaster, Steermaster and Tyfon.

And you can see them demonstrated at your convenience.

Working together with Nav-Com,

Collins and Maricon also means that our customers can count on service within a matter of hours. And installation of new equipment can be arranged to fit in with your schedules.

If you operate on the East Coast or the Great Lakes, get in touch with Nav-

Com Inc. in New York. On the West

Coast, the Collins Marine Corp. will solve your problems. On the Gulf Coast,

Maricon is the name to remember.

Kockumation agents, coast-to- coast. At your service.


President of

Maricon Instruments.

PAUL HIBBERT, & Sales Manager of



Maritime Reporter

First published in 1881 Maritime Reporter is the world's largest audited circulation publication serving the global maritime industry.