Page 20: of Maritime Reporter Magazine (October 15, 1971)

Webb Institute To Hold

Annual Alumni Banquet

In New York Nov. 10

The Webb Institute of Naval

Architecture Alumni Association will hold its annual banquet on

Wednesday, November 10, at the

Summit Hotel, East 51st Street at Lexington Avenue, New York

City.

A reception will be held in the

Embassy Room D beginning at 5:30 p.m. Dinner will be served at 7 p.m. in the adjoining Embassy

Room A. Robert Mende, president of the association, will introduce the program for the evening.

Among the highlights will be a presentation of the sixth W. Sel- kirk Owen Award and a brief talk by the president of Webb, Rear

Adm. William A. Brockett, USN (•ret.).

The presence of the wives of alumni again this year is expected to add immeasurably to the suc- cess of the banquet. All members of the Webb Family are cordially invited to attend.

Marine Club, N.O.

Elects Calhoun Pres.

Jack Calhoun, newly elected president of the Marine Club of New Orleans, is pic- tured above during the election ceremonies.

Jack Calhoun, senior surveyor,

American Bureau of Shipping, has been elected president of the Ma- rine Club of New Orleans.

During the recent annual elec- tion, Ernie Leingang of Elm Sup- ply Co., Inc., was named vice presi- dent, Eddie Larmann of Ship's

Electric Service, treasurer, and

Daniel Trawick ctf Avondale Ship- yards, Incorporated, secretary.

The following were elected to the board of governors: Alfred (Mick- ey) Johnson of Bailey Corporation ;

Godfrey Smallwood of Avondale

Shipyards, Inc.; Harvey McNeely,

Marine Surveyor; Childs Dunbar of Hunt Shipyards; Sal Chimento of RCA Service Company, and

Sewell Williams of Algiers Iron

Works & Drydock Company, In- corporated.

Mr. Calhoun stated that the club installed new officers on October 2, with ceremonies at the Bayou Bar- riere Country Club, Belle Chasse.

Mr. Calhoun also serves as chair- man of the Technical Advisory

Committee of the American Weld- ing Society, New Orleans section.

New Company Formed

By Kerr And Stevenson

Kerr Steamship Company, Inc. and

T.J. Stevenson & Company, Inc. have announced that certain agency inter- ests were transferred effective Octo- ber 1, 1971. A new company, Steven- son-Kerr Company, Inc., has been formed and will be responsible for the agency representation of Com- pania Peruana de Vapores, Det

Dansk - Franske Dampskibsselskab and Marine & Marketing Interna- tional Corporation. The headquarters for the new company will be located at 29 Broadway, New York, N.Y., and the Gulf headquarters will be lo- cated at 506 Caroline Street, Houston,

Texas. In addition to these two pri- mary locations, Stevenson-Kerr Com- pany will have a network of offices in all principal cities throughout the

United States, Canada and Mexico.

Kerr Steamship Company will re- tain its present agency interests and other functions. T.J. Stevenson &

Company will retain all of its ship- ping and non-shipping interests other than those noted as agencies of the new company.

Compania Peruana de Vapores (Peruvian State Line) offers regular service from East Coast, Gulf and

Pacific Coast ports of the United

States and ports in Eastern and

Western Canada to the West Coast of South America. Dafra Lines offer regular service from U.S. Gulf and

South Atlantic ports to West Africa, and Marine & Marketing Internation- al Corporation (M.M.I.) operates an

American-flag ro/ro and container service from Miami to Puerto Rico.

Most cargo ships waste 1 day out of 4 at dockside.

This cargo ship doesn't even need a dock.

You don't load cargo into the hold of this ship at dock. You load cargo into huge barges that are towed to this ship and lifted aboard by the world's biggest shipboard elevator.

So that this ship, called the

Seabee, doesn't need to go anywhere near a dock.

This magnificently simple idea promises a whole new lease on life for the U.S. mer- chant marine.

What does it mean?

It means that with these spe- cially designed barges, cargo can be transferred from land transportation to the barges out of the weather in a minimum of time, and with a continuous availability of barges.

It means Seabee barges, like railroad freight cars at a factory siding, can take almost any kind of cargo in shallow water- ways.

It meansyou load and unload the same barge just once. At the point of origin and the point of destination.

Conventional seagoing ves- sels can spend 25% or more of their time with all this loading and unloading in today's busy ports. Which is the big reason shipping costs—including the costs of damage, pilferage and insurance — have skyrocketed.

Some 24,500 long tons of cargo in thirty-eight 97-foot special barges can be loaded aboard the 875-foot Seabee. In just 13 hours. Far away from docks and piers, at a roadstead or estuary.

It would take more than a week to get this much cargo aboard conventional freighters at a dock. Maybe after days of waiting for dock space.

Lykes Bros. Steamship Co.

Inc., of New Orleans conceived the Seabee system. And its promise is now being fulfilled at General Dynamics' Quincy

Shipbuilding Division in Mas- sachusetts where the first of these ships was launched July 10,1971.

The Seabee will be the larg- est dry cargo ship afloat, with a unique design and a cargo-han- dling system that have led us to some of the most exacting ma- rine engineering solutions in shipbuilding history.

The heart of the cargo- handling system is a 2,000-ton capacity submersible elevator that lifts the loaded barges safely from the sea, two at a time.

The Seabee concept makes possible improved freight service to the many areas of the world without highly de-veloped, deep-water port facilities— for example, Indonesia.

The world's largest dry cargo ship, Seabee can carry up to 24,500 long tons of cargo in 38 huge barges on three decks. A 2,000-ton capacity elevator will have more lift than any crane in the world. 24 Maritime Reporter/Engineering News