Page 8: of Maritime Reporter Magazine (October 1970)

The Charles McCartney, powered by GM Electro-Motive Division diesels, has over 4,600 square feet of clear deck space for the transportation of supplies and material.

Arthur Levy Boat Service. Inc.,

Morgan City, La., has added two new vessels to its Seahorse Fleet.

One is an A.B.S. Class A-l Maltese

Cross tug built by Burton Ship- yard, Inc., Port Arthur. Texas, to be used for towing, anchor han- dling and transporting supplies.

The other is a triple-screw Coast

Guard Certified crewboat built by

Sewart Seacraft, Inc.. Berwick, La.

The M/V Charles McCartney has dimensions of 185 feet by 40 feet by 17 feet. The Burton hull was redesigned for Arthur Levy

Boat Service by Breit Engineering,

Inc. of New Orleans, La. This modification provided both increas- ed speed and bollard pull. It is powered by two General Motors

Electro-Motive Division diesel en- gines coupled to Lufkin two-speed reverse reduction gears. 4,300 con- tinuous shaft horsepower propels the boat at 17-mph and also pro- vides 116,000 pounds of bollard pull. A 47-inch Bird-Johnson bow thruster powered by a Caterpillar

D-333 provides maneuverability.

For towing and anchor han- dling this boat is equipped with

SMATCO 66-DAW-200, 225,000- pound single-line pull winch, a fair- lead, a wood deck covered with steei and a 36-inch stern roller. Aft steering and winch controls facili- tate these operations as well as general boat handling near offshore structures.

Transportation of supplies and material is easily handled with over 4,600 square feet of clear deck space. Four 620-cubic-feet and two 700-cubic-feet vertical Halliburton bulk drilling mud and cement tanks are built in the hull with a remote loading and unloading station lo- cated on the forecastle deck. A

General Motors 8V-71 diesel-driven 600-CFM Fuller C-120 air com-

Certified to carry 48 passengers, the all-aluminum triple-screw crew boat Amazon Seahorse recorded a speed of 30 mph during her trials.

Arthur Levy Boat Service Adds Two

New Vessels To Its Global Seahorse Fleet

Controllable-Pitch Propellers - (Continued from page 8) the one previously described for the Neste ships. Should there be a tendency for an engine to become overloaded, the load control re- ceives a signal resulting in pitch reduction until the overload is eliminated.

The propulsion machinery for the three steam turbine tankers for

San Juan Carriers is shown in Fig- ure 2. One high-pressure and one low-pressure turbine totaling 25,- 500 shp are driving the propeller through reduction gears at 85 rpm.

The machinery is unidirectional and thus has no astern turbine.

The high-pressure turbine drives a generator and a feedwater pump through an automatically control- led friction clutch and a reduction gear, when the shaft speed is be- tween 95 percent and 103 percent.

Beyond these limits the generator and the feedwater pump are driv- en from a back-up turbine which is always rotating. The friction coupling is clutched or declutched automatically at the set speed limits. The system has a time pro- grammed unit which increases the propeller pitch stepwise during the warming up period of the turbine.

In an emergency this time program can be bypassed. This system was developed by Karlstads Mekaniska

Werkstad which has acted as con- sultants to Mitsubishi who built the system. There are three control stands on the bridge and one in the engine room. The remote con- trol is pneumatic.

In the maneuvering mode with 50 rpm all maneuvering is carried out by pitch changing and propel- ler revolutions are kept constant by the turbine governor through the main steam valve. At part loads in the sea mode with the shaft gen- erator and feedwater pump con- nected, the power is also controlled by setting propeller pitch and keep- ing 85 rpm with the turbine gover- nor. At full power in the sea mode, the maneuvering lever on the bridge is set in its furthermost ahead position. Then the steam valve is fully opened while the turbine governor is set at 105 per- cent rpm. The load control is con- nected and keeps the revolutions constant at 85 rpm by correcting pitch. When decreased power is demanded, the reverse takes place, i.e. the turbine governor is con- nected and controls the steam valve while the propeller load control is disconnected. At crash astern and crash ahead, maneuvering is car- ried out by pitch changing and the turbine governor keeps the propel- ler revolutions at about 85 rpm. At the crash stop astern tests, the pro- peller speed varied between 82 and 87 rpm, i.e. 96.5 percent and 102.4 percent which are within the limits prescribed.

No doubt these three steam tur- bine tankers will be followed with great interest by shipowners as well as shipyards. As this propul- sion system is simple and has proved reliable, more vessels are likely to be similarly equipped.

P&O Building 25 Ships —16 In British Shipyards

Two British Shipbuilding groups have won orders worth nearly $39,- 600,000 for six vessels.

Upper Clyde Shipbuilders (UCS) are to build a series of four bulk carriers worth about $33,600,000 for Lyle Shipping and H. Hogarth and Sons, two of Glasgow's oldest shipping companies. The ships are a development of the group's bulk carrier design and will be built to a very high specification under the supervision of the Scottish Ship

Management, who will also man- age the vessels when they go into service. Deliveries are scheduled between late 1972 and mid-1973.

These orders bring the value of the Glasgow-based consortium's order book to around $192,000,000.

Since January the group has taken orders worth between $160,800,000 and $168,000,000 for 25 ships. Sev- enteen of these are bulk carriers and the other eight are for the group's "Clyde" design standard cargo ship.

The other two new orders, worth pressor located in the engine room provides air pressure for transfer- ring bulk material. Over 108,000 gallons of fuel and 3,400 barrels of drill water can also be delivered with this vessel.

The boat is equipped with an

Apelco AE190CM, a Decca RM 316 radar, a Decca RM 326 radar, a

Simrad ES 2 BM Fathometer, a

Sperry Mark 27 combination gyro compass and auto pilot, a Benmar 100 ADF, a RF-201M single side band, a DX navigator Loran and a

Hallicrafter receiver. This naviga- tional and communications equip- ment enables this vessel to operate anywhere in the world.

Twenty berths, nine state rooms, central air-conditioning and heat- ing, a 1,000-cubic-foot freezer and chiller and a large galley and lounge provide adequate facilities for crew members and passengers.

The Amazon Seahorse is an all- aluminum crewboat that is 85 feet by 20 feet by 8 feet. It is powered by three General Motors 12V-71N diesel engines developing 1,350 horsepower through Twin Disc 512 2:1 reduction gears. Two General

Motors 2-53 diesels driving Delco 20-kw generators, supply electricity for the vessel.

A speed of 30 mph was recorded during the shipyard tests of this boat. It will operate at a speed of 26 mph with a fuel capacity of 3,- 200 gallons and a range of 700 miles.

This vessel is certified to carry 48 passengers. It has central air- conditioning and heating, 36 re- clining seats, a lounge, 4 state rooms and 8 berths to accommo- date the passengers. This is in ad- dition to the crew quarters.

It is also equipped with a Ray- theon 1130 AM radio, a Decca 202 radar and DE726 Fathometer.

Stern controls, dry exhaust stacks and a 570-square-foot wood cover- ed deck are some additional fea- tures.

The addition of these two vessels to the Seahorse Fleet brings the total to 45. This total includes crewboats from 65 feet to 110 feet, utility vessels from 87 feet to 110 feet, supply vessels from 130 feet to 176 feet, and combination tug/ supply vessels from 176 feet to 185 feet. Nine more vessels are being built for Arthur Levy Boat Serv- ice, Inc., six of which will be ready this year. At the end of this year the Seahorse Fleet will have 51 vesse's operating in six countries around the world. about $6,000,000, were placed with

Aberdeen, Scotland shipbuilders

Hall, Russell and Co., by the Liver- pool-based Moss Hutchinson Line, a member of the P. & O. group.

The two, 38,850-ton gross cargo liners will carry general and perish- able cargo between Britain and eastern Mediterranean countries.

One is due for delivery in Novem- ber next year and the other in

February 1972. This brings the number of ships on order for P. &

O. to 25, of which 16 are being built in British yards. 10 Maritime Reporter/Engineering News