Page 6: of Maritime Reporter Magazine (July 15, 1980)

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Mangone Delivers Advanced

Offshore Research Vessel

Mangone Shipbuilding Compa- ny recently delivered the Western

Narrows, an ultramodern, geo- physical research and survey ves- sel with SCR (silicon-controlled rectifier) diesel-electric propul- sion, to Western Geophysical Com- pany of Houston. Mangone, a sub- sidiary of Stewart & Stevenson

Services, Inc., delivered a sister ship to the same owner last fall.

These two vessels are the new- est additions to the Western Geo- physical fleet of some 30 ships doing offshore research around the world, according to Mangone vice president and general man- ager Don Godeau.

The Western Narrows is 185 feet long with a beam of 38 feet, depth of 16 feet, and draft of 13 feet 8 inches (55.5 by 11.4 by 4.8 by 4.1 meters). Range is approxi- mately 13,800 miles, working ca-

A 10,000-psi jet of water promises to revolutionize routine on-board maintenance... especially rust and scale removal of surfaces to be painted.

Butterworth Systems now offers a modern alternative to the age-old chipping hammer. It's their MARINE


Diesel powered pump of a

MARINE LIQUA-BLASTER onboard a vessel. ultra-high pressure water- blasting equipment.

Especially developed for shipboard use at sea, the MARINE

LIQUA-BLASTER unit uses a diesel or electric powered pump to generate a 10,000-psi jet of water that is directed by a fail-safe, hand-held gun at the surface being descaled. "White-metal" cleaning.

On a badly rusted surface, "water only" blasting removes scale and debris, leaving a surface that is acceptable for standard maintenance painting. If a moderate amount of sand is automatically added to the water jet. a surface can be "white-metal" cleaned more effectively and more efficiently than it would be with dry-sand blasting in a shipyard.

With the MARINE

LIQUA-BLASTER unit, a rust inhibitor can be added to protect the "white-metal" surface against oxidation before painting.

Introducing the Butterworth






Better than dry-sand blasting.

Because of the high velocity of the water sand jet. the sand impacts a rusted surface with a much greater force than with regular dry-sand blasting.

The end result is faster cleaning using less sand.

Respirators are not required since no dust is generated. Clean-up is also easier.

Other shipboard cleaning.

In addition to descaling rusted surfaces, a MARINE

LIQUA-BLASTER unit can be used for a number of other on-board cleaning jobs. These include cleaning condenser and boiler tubes, oil spray from machinery, galley grease filters, clogged ports, and the like. For these jobs, as well as rusted surfaces, a variety of guns, lances, round and fan jet nozzles are available.

Proven on-board use.

The experience on a 69,742-DWT tanker, is typical of other vessels that have used MARINE

LIQUA-BLASTER equipment. Here, it was first used to clean a badly rusted 550-square-meter poop deck. The job was done as routine maintenance with interruptions for bad weather and all-hands tasks. In a little over two weeks the poop deck was "white-metal" cleaned and freshly painted.

Doing the same job in a shipyard would have cost $13,750 at $25 per square meter not including the incremental lay up time to accomplish this task. %'ZL '';

Heavily rusted deck (below), after water blasting (left), and "white-metal clean after water-sand blasting (right)."

Get all the facts.

For full details and a copy of an eight-page report. "Shipboard

Cleaning and Descaling with Ultra-high Pressure

Water Blasting", write or call today.

Butterworth Systems


SYSTEMS INC. 224 Park Avenue. Box 352.

Florham Park. N.J. 07932 USA

Telephone: (201) 765-1549

Telex: 136434


SYSTEMS (UK) LTD. 445 Brighton Rd.. So. Croydon.

Surrey CR2 6EU, England

Telephone: 01-668-6211

Telex: 946524


OF HOUSTON 3721 Lapas Drive

Houston. Texas 77023 USA

Telephone: (713) 644-3636

Telex: 762199 pacity 52 days, and cruising speed about 11 knots. Accommodations for 40 crew and geophysical per- sonnel are fully air-conditioned.

The SRC diesel-electric propul- sion system is said to give the ship greatly improved fuel econ- omy and precision control. Two 16V 149T1 Detroit Diesel Allison engines each drive 1,100-kw Kato ac generators that supply power through the SRC equipment to two Westinghouse 1,000-hp dc motors, with a Cotta marine gear on each shaft. SRC system con- trols by International Switch- board Company are in the pilot- house and engine room.

The Western Narrows also has a 250-kw auxiliary generator pow- ered by a 12V71 Detroit Diesel engine, and a 150-kw unit pow- ered by a Detroit Diesel 8V71 en- gine. The ship has a 48-inch Mur- ray & Tregurtha Harbor Master

RT-375 bow thruster driven by a

Westinghouse 1,000-hp dc motor.

Electronic equipment includes

Decca autopilot, Sperry gyrocom- pass, Raytheon DE-731 recording

Fathometer, two Decca 65121 ra- dars, intercom system, and VHF and SSB radios. She also has azi- muth stabilizers and a Comsat

General 3941 satellite communi- cations system with telephone and telex.

Also aboard the Western Nar- rows is a FLUME stabilization system, halon firefighting system,

Pitman #757 five-ton crane, weld- ing machine, and a motor-gener- ator set for power to the geo- physical equipment.

The vessel is classed by the

American Bureau of Shipping and certificated by the U.S. Coast

Guard. $4-Million Navy Contract

For AEGIS Engineering

Awarded To RCA

RCA Corporation, Government

Systems Division, Moorestown,

N.J., has been awarded a $3,999,- 096 modification to a previously awarded contract for engineering services for AEGIS DDG-48 and follow-on ships. The Naval Sea

Systems Command is the con- tracting activity. (N00024-79-C- 5714)

Coast Line Seeks

Title XI On $8.5-Million

Motorship Conversions

Coast Line Associates, Wen- ham, Mass., has applied for a Title

XI guarantee to aid in financing the reconstruction of two 338-foot motorships. The 1,700-bhp, diesel- powered vessels are expected to be operated on the East Coast of the United States.

If approved, Title XI financing would cover $7,437,000, or nearly 87!/•> percent of the estimated cost of $8,500,000. The shipbuild- er has not yet been selected. De- livery is scheduled for early 1981. 8 ZIDELL Maritime Reporter/Engineering News

Maritime Reporter

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