Page 27: of Maritime Reporter Magazine (March 15, 1985)

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old reliable lines of marine gears while adding new models to meet the challenges to today's marine propulsion systems.

Lufkin marine gears are designed and constructed for many modes of operation. Typical propulsion sys- tems include single engines driving either a fixed-pitch or controllable- pitch propeller. Multi-engine or compound gears are available in either reverse/reduction or straight reduction designs.

The company's newest designs, the H.G. Series, transmit from 700 to 1,700 bhp at speeds up to 1,900 rpm. These gears utilize case-carbu- rized and ground gearing, plus oil- cooled, air-actuated clutches. These units are designed with the same reliability as the larger Lufkin gears.

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Galbraith-Pilot Marine (GPM), a product line of Marine Electric

RPD, Inc. of Brooklyn, N.Y., has been a leader in the field of monitor- ing and control systems for the ma- rine industry for more than 20 years. Recent developments have been in the area of packaged moni- toring and control systems for com- pletely automating the engine rooms of diesel-powered vessels.

GPM ship automation systems conform to the latest IEEE #45

Marine Electrical Installation Stan- dards, American Bureau of Ship- ping Rules, U.S. Coast Guard Regu- lations, and Maritime Administra- tion requirements in conjunction with manned and unmanned engine room operation.

GPM ship automation systems are available in a variety of basic configurations that can be tailored to meet specific vessel require- ments. One example of a basic con- figuration is a system for a vessel with two non-reversing, constant- speed engines driving two controlla- ble-pitch propellers through sepa- rate reduction gears. Such a vessel would be certified for one-man en- gine room operation (ABS Notation

ACC). As this system has already been designed, manufactured, and installed, the major engineering costs have been reduced, making it

GPM's most cost-effective package.

The major components of this sys- tem are the engineer's central con- trol console, bridge control console, local control panels, and the engi- neer's accommodation alarm panel.

The system can be converted to unmanned operation with a mini- mum of additional control instru- mentation.

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The lube oil clarifer and coalescer manufactured by Marine Moisture

Control Company (MMC) of In- wood, N.Y., is designed to remove water, sludge, and solids from diesel fuel and lube oil systems without removing any of the additives from the oils. Except for a small electric motor driving a gear pump, all mov- ing parts are eliminated, thereby reducing costly mechanical mainte- nance. This unit has no open drains and it can be run continuosly on the main turbine sump without the dan- ger of losing oil to the bilge.

A two-stage separating process is used. The contaminated emulsified oil and water mixture is pumped into the unit and through the coa- lescer elements, where all contami- nation larger than approximately three microns is removed and the emulsion is broken into droplets of water suspended in clear oil. The oil rises into the top shell where the water separator screens allow the oil to pass through while holding back the water droplets until they collect and fall to the bottom of the unit to await manual draining.

These MMC units have been very successful in installations in main lube oil sumps, #2 diesel fuel sepa- ration, auxiliary generator sumps, hydraulic oil sumps, and stern tube lube oil applications. Many options and variations are available includ- ing heaters, automatic water drains, and filter element dirt indicators.

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The Direct Optical Tuning (continued on page 30)

We don't think you should change to another shaft bearing just because it's new.

We think you should change because it's better.

Over ten years of trials have proven Thordon better than conventional materials — so much better that you can't afford to overlook it on your next refit.

Better than rubber, because Thordon has its own built-in-lubricants — it runs quietly at low speeds and can even run dry for short periods without damage.

Better than phenolic, because Thordon is abrasion-resistant and doesn't need kid-glove handling during installation or operation. It literally absorbs pounding and keeps on running.


Better than wood in every way. And Thordon raw stock is available for machining to size in over 50 countries around the world.

Get all the facts on Thordon before you make any decision on shaft bearing refits.

Not because it's the most modern bearing material available.

But because it's the best.







March 15, 1985


P.O. Box 798 Waukesha, Wisconsin 53187 U.S.A.

Telephone: (414) 547-3381/Telex: 26759


Circle 121 on Reader Service Card newhere own there moving quietly through the darkened sea are U.S. subs, made stronger by stud-welding technology

Arc stud welding was developed as a means of speeding up ship production.

Today, in addition to speed, KSM stud- welding systems add a new dimension of precision and strength.

We offer a complete fastening service — special pins and studs — plus the most advanced system of arc and CD welding equipment.

And there's another important plus: With every major project, KSM engineers will assist you with an advanced study — to be sure our phase of the work will meet your highest standards, in the most cost- effective way.

For more detailed information or literature, phone or write ... <&KSM • v FASTENING SYSTEMS

KSM Fastening Systems, Inc. 301 New Albany Road Moorestown, NJ 08057 1-800-257-8181 • In NJ 609-235-6900

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Maritime Reporter

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