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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>LABORATORY EVALUATES AUTOMATED WASTE INCINERATION SYSTEM</title>
      <link>https://trid.trb.org/View/159087</link>
      <description><![CDATA[One of the problems facing the shipping industry is the disposal of shipboard-generated waste.  As a solution to this problem, a unique multifunctional waste incinerator (MFI) has been engineered and is being evaluated at the Naval Surface Weapons Center to help prevent pollution of the seas from overboard discharge of solid waste, sewage, and waste oil.  The MFI is a self-contained, automated incineration system which requires an operator attention time of less than five minutes per hour.  It processes trash, food waste, sewage sludge from a sewage treatment system, and oily waste from the effluent side of an oil-water separator utilizing a burner fueled by diesel fuel, JP-5, or waste oil. In laboratory evaluations, the MFI processed various solid wastes with a 98-percent average reduction efficiency on a weight basis.  Occupying 64 square feet with a height of seven feet, the MFI is capable of processing, for example,450 gallons sewage in 12 hours or 225 gallons sewage plus 600 pounds of trash in six hours.  The MFI contains an air-pollution abatement device to help reduce incinerator stack emissions.]]></description>
      <pubDate>Fri, 06 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/159087</guid>
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      <title>FABRICATION AND ASSEMBLY OF A SHIPBOARD MULTIFUNCTIONAL WASTE INCINERATOR (MFI). PHASE II</title>
      <link>https://trid.trb.org/View/143469</link>
      <description><![CDATA[This report details the fabrication, assembly, and burn-in testing of a multifunctional waste incinerator (MFI) designed by Vent-O-Matic Incinerator Corporation for Phase II of the Shipboard Incinerator Evaluation Program. Stress relieving and edge preparation were determined to be necessary for proper fabrication of metalwork, and adequate space and lifting equipment are major requirements during casting. Adequate facilities must be available for curing incinerator components since in situ curing to 2200 F was not attainable. The feed system appears very sophisticated in order to prevent overfeeding; however, only further testing will prove its value. When properly operated, the MFI adequately handled trash, refuse, garbage, dense trash, waste oil, and fresh water sewage during preliminary burn-in testing. Problems encountered during burn-in testing will be further evaluated during the 1200-hr test program. (Author)]]></description>
      <pubDate>Fri, 19 Dec 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143469</guid>
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      <title>INCYMAR INCINERATORS--NOVEL DESIGN FOR DRASTIC ECONOMIES</title>
      <link>https://trid.trb.org/View/151257</link>
      <description><![CDATA[The Author discusses the design of Incymar incinerators for the disposal of shipboard waste, since dumping overboard is no longer permitted in many areas.  It is considered that proper design can save as much as 60% of the fuel cost involved i.e. 20 to 40% of the initial cost per annum.  The best type of combustion chamber consists of a thin refractory wall to take a relatively low temperature of 950 to 1,000 degree C, and a continuous cyclic operation at constant temperature must be maintained for as long as possible.  The incinerator must be small but compatible with the amount of waste expected from the ship.  The chamber, however, is relatively large owing to the thin refractory walls.  As the burner will be arranged tangentially, the solid particles contained in the combustion gases cannot pass the central exhaust throat of the burnt gases situated at the centre of the chamber ceiling until their specific gravity equals that of the carrying gases, i.e. when they are completely burnt.  This arrangement ensures complete combustion of solid particles in the incinerator chamber, without an extra cyclone chamber.  The necessary safety characteristics for an incinerator are listed in detail and it is concluded that the Incymar incinerator fulfils all requirements.  By modulating fuel supply and using a low calorific inertia, approximately 8 to 10 kg/h of fuel can be saved over the total period of operation.  If heavy fuel oil is used the saving is even greater and could be in the region of 10,000 English Pound p.a.  Order from BSRA as No. 52,745.]]></description>
      <pubDate>Wed, 27 Aug 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/151257</guid>
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      <title>GREAT LAKES SEWAGE POLLUTION PREVENTION REGULATIONS</title>
      <link>https://trid.trb.org/View/153376</link>
      <description><![CDATA[These regulations are contained in the Consolidated Regulations of Canada (CRC) Vol. XVI.  The regulations are divided into the following topics: Definitions; Application; Sewage Disposal; Approved Devices; Approval Procedure; Design and Construction; Documentation and Operation; Testing; Materials Suitability Tests; Prototype Operational Tests for both Discharging Systems and Incinerating Systems.]]></description>
      <pubDate>Wed, 07 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153376</guid>
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    <item>
      <title>$1-BILLION HARBOR CLEANUP PLANS SLOWLY INCH AHEAD</title>
      <link>https://trid.trb.org/View/146021</link>
      <description><![CDATA[The paper reports on Boston's polluted harbor reconstruction program.  The first project is a 125-ton-per-day sewage sludge incinerator that will burn digested primary sludge being discharged into the harbor.]]></description>
      <pubDate>Wed, 07 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146021</guid>
    </item>
    <item>
      <title>MATERIALS AND DESIGN INTERACTIONS IN SHIPBOARD WASTE INCINERATORS</title>
      <link>https://trid.trb.org/View/89223</link>
      <description><![CDATA[The various materials and design problems associated with shipboard waste disposal on U.S. Coast Guard ships is reviewed. An assessment of the present state of the art of several candidate waste management systems is made and suggestions for research and development efforts predicated upon the evolvement of viable shipboard disposal approaches.]]></description>
      <pubDate>Wed, 17 Oct 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/89223</guid>
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      <title>DEVELOPMENT OF A SHIPBOARD MULTIFUNCTIONAL WASTE INCENERATOR</title>
      <link>https://trid.trb.org/View/82300</link>
      <description><![CDATA[One of the problems facing the shipping industry is the disposal of shipboard generated waste.  The problem is especially acute in coastal areas and the Mediterranean where the overboard discharge of solid and oily waste is prohibited.  One of the Navy's solutions to this problem is the development of a shipboard multifunctional waste incinerator.  This incinerator is designed to process on a daily basis shipboard generated trash, food waste, sewage sludge from a sewage treatment system, and oily waste from the effluent side of an oil-water separator.  This paper shall discuss decisions made during the laboratory evaluation and solutions to these problems for the multifunctional waste incinerator.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82300</guid>
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      <title>SHIPBOARD SEWAGE TREATMENT (A BIBLIOGRAPHY WITH ABSTRACTS)</title>
      <link>https://trid.trb.org/View/57897</link>
      <description><![CDATA[The bibliography includes research for new and effective designs of shipborne sewage treatment systems. The principal treatment methods are by chlorination, aeration, biological treatment, incineration, chemical removal, and activated carbon. Shipboard incinerators and sea disposal are also covered.]]></description>
      <pubDate>Tue, 14 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57897</guid>
    </item>
    <item>
      <title>CATALYTIC WASTE TREATMENT SYSTEMS FOR GREAT LAKE ORE CARRIERS</title>
      <link>https://trid.trb.org/View/63512</link>
      <description><![CDATA[One of the major inland waterways of the United States subject to heavy commercial and recreational boating traffic and associated pollution is the Great Lakes. The objectives of the program described in this final report were to develop and demonstrate physical-chemical waste treatment systems to treat the various waste streams (sanitary, galley, shower, and washwater) aboard an operating ore carrier on the Great Lakes. The program resulted in the demonstration of two such systems installed aboard the Cleveland-Cliffs Iron Company ore carrier, SS Cliffs Victory.]]></description>
      <pubDate>Wed, 16 Feb 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/63512</guid>
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      <title>OPERATIONAL EXPERIENCE WITH A VACUUM COLLECTION AND WASTE INCINERATION SYSTEM ABOARD A U.S. COAST GUARD CUTTER</title>
      <link>https://trid.trb.org/View/61779</link>
      <description><![CDATA[This paper summarizes the experience which was gained during the installation, and the first six months of the test and evaluation of a vacuum collection and waste incineration system on board a 290-ft (88.4-m) icebreaker, the USCGC MACKINAW (WAGD 83).  The ship has a crew of 10 officers and 117 enlisted men and operates in the Great Lakes. The USCGC MACKINAW is equipped with a Jered Industries, Inc. "Vacu-Burn" wastewater treatment system.  This system combines reduced volume flush water closets and urinals with an incinerator, via a vacuum collection subsystem.  Portable water is used for flushing.  The wastewater is transported to a vacuum collection tank by the inrush of compartment air which accompanies the flushing operation.  The vacuum collection tank forms parts of the vessel's collection, holding, and transfer system.  System specifications are presented, along with schematic diagrams of both the treatment system, and the collection, holding, and transfer system.  The operation of the system is discussed, and performance data are presented.  Malfunctions, breakdowns, and failures which were experienced are presented, and the corrective actions which were taken are discussed.]]></description>
      <pubDate>Tue, 23 Nov 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61779</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF MULTI-USE SHIPBOARD INCINERATOR. TEST PROGRAM AND ANALYSIS</title>
      <link>https://trid.trb.org/View/42283</link>
      <description><![CDATA[The report covers the test program carried out on a newly designed multi-use shipboard incinerator.  Test procedures and the test stand are described and the test results analyzed in detailed.  After a series of shake-down tests a formal test program was started consisting of three phases, (a) 24 Factorial Tests, (b) six Replication Tests, and (c) twelve Capacity tests.  The Factorial and Replication Tests were done with simulated refuse, waste and sewage for a set feeding period of 5-1/2 hours.  The Capacity Tests were conducted with actual municipal wastes for a feeding period of 10 hours plus additional time required to incinerate 400 gal. of sewage.  The results of the extensive test program proved the soundness of the design concept and demonstrated the capability of the unit to meet the contract capacities.]]></description>
      <pubDate>Thu, 22 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42283</guid>
    </item>
    <item>
      <title>SHIPBOARD SOLID WASTE CONTROL</title>
      <link>https://trid.trb.org/View/10465</link>
      <description><![CDATA[Describes the solid waste problem aboard Naval ships and the various methods in practice and proposed to treat, retain, and dispose of these wastes.  Results are detailed of the initial surveys conducted to determined the kinds and amounts of soild waste generated and the equipment already aboard various types of ships to handle this waste.  The program which was subsequently developed to provide corrective equipment and systems is described along with results to date and its current status.  The program includes the development and modification of incinerators, compactors, shredders and grinders.]]></description>
      <pubDate>Fri, 11 Jan 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/10465</guid>
    </item>
    <item>
      <title>A ZERO DISCHARGE METHOD FOR SHIPBOARD WASTE DISPOSAL</title>
      <link>https://trid.trb.org/View/11033</link>
      <description><![CDATA[A brief review of types of sewage treatment systems relative to commercial ships and EPA guidelines lead to the need for a simple, reliable, zero discharge sewage system.  A process using total incineration of sanitary, shower, laundry, and galley wastes is described in detail including estimated costs.]]></description>
      <pubDate>Wed, 23 May 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11033</guid>
    </item>
    <item>
      <title>SHIPBOARD WASTE TREATMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/12128</link>
      <description><![CDATA[A new complete system for the treatment of fluid and solid waste on board ship has been developed and is being included on all new buildings of two Copenhagen-based shipping companies.  The system has two main components, one unit for the treatment of all waste water, and the other unit for the incineration of oil sludge, sewage sludge from the waste water unit, and oily water from the oily water separator. The effluent that comes out of the system is purified to such an extent that it complies with the anticipated international standards for waste water discharged from ships.]]></description>
      <pubDate>Fri, 06 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/12128</guid>
    </item>
    <item>
      <title>VESSEL SEWAGE DISPOSAL USING EXHAUST GAS WASTE HEAT</title>
      <link>https://trid.trb.org/View/2374</link>
      <description><![CDATA[Towboat operators should be interested in a sewage disposal system developed by the Crounse Corporation and operating since July 1, 1971 on board their towboat ELEANOR.  There is no overboard discharge to the river so there can be no problem with water quality standards, whatever they may be in future.  The basic idea is to use the very large amount of waste heat in the main engine exhaust gas to incinerate the comparatively small amounts of water and solids which must be disposed of.  The equipment now used on the ELEANOR consists of:  A. A 275 gallon holding tank which has a cone shaped bottom.  B. A conventional pump-macerator located in the bottom of the tank.  C. A by-pass line and valve which allows recirculation through the holding tank or discharge to the exhaust pipe.  D. 1/2 in. copper tubing from the pump to inside the exhaust pipe from the main engine below the muffler.  The end of the tube is flattened.  E. An automatic switch to stop the pump if the main engine is slowed down.  The pump must be restarted by hand.  The amount of heat is so great that the water instantly flashes into very hot, invisible steam, the small particles of solids are burned, and any bacteria which happens to be present has zero life expectancy.  There is no difference in the appearance of the exhaust and there is no smell. Nothing can be found on a fine mesh screen held over the stack.  The material pumped into the stack simply vanishes. The ELEANOR has a 1200 horsepower GM 12-567C engine and a crew of seven.  The daily accumulation in the holding tank is averaging about 210 gallons, or 30 gallons per man.  The normal exhaust temperature coming out of the engine and out of the stack is 650 degrees to 700 degrees.  A pumping rate of about 1.5 gpm lowers the temperature at the top of the stack to 530 degrees.  The temperature of the exhaust coming out of the engine is not affected.  Obviously, the higher the pumping rate in relation to the size of the engine, the more the exhaust will be cooled.  The minimum temperature at which the exhaust gas must come to the atmosphere to accomplish the desired results under all weather conditions is not yet known, but it is probably about 400 degrees.  The size of the holding tank is subject to any variation desired according to the size of the crew and the intervals expected between opportunities to pump the tank.  It has not yet been determined what will be the best pump-macerator combination, however, it will probably be better to have all machinery outside the tank.  Some recirculation through the tank seems necessary for mixing.  The Crounse Corporation would like to hear from anyone else using this method as the basic idea seems sound for any towboat which operates at full load for reasonable lengths of time.  This is a method, not a product, and the Crounse Corporation has made the information available in case other operators or shipyards may wish to experiment with it.]]></description>
      <pubDate>Sat, 25 Nov 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2374</guid>
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