Page 21: of Maritime Reporter Magazine (December 1980)
Peterson Builders fabricated the two speedboat davits and bridge deck speedboat crane that permit rapid launching of all five aluminum chaseboats, which are powered by Volvo Aquamatic in- board/outboard units. About 3,900 gallons of fuel is carried for the chaseboats.
The Captain Frank Medina is designed to carry a Hughes 300 turbine-powered helicopter; 12,- 000 gallons of turbine fuel is car- ried in double-bottom tanks for the helicopter, and a pumping and filtration system is provided to supply the fuel to the helicopter deck. lion including related equipment and financing expenses.
The Kauai is powered by a 32,000-shp Delaval geared steam turbine that gives her a service speed of more than 22 knots. The 720-foot ship can carry 1,212 con- tainers, including 1,030 24-footers and 182 40-footers. She also has the flexibility to carry 162 27-foot containers and 104 20-foot units in lieu of 24-footers.
The 26,350-dwt vessel was built from an advanced design of Mat- son's Manukai (ex Hawaiian En- terprise), Manulani (ex Hawaiian
Progress), and Maui, delivered in 1969, 1970, and 1978, respectively.
Advanced design features of the new ship include improved fuel economy and added capacity for carrying 51 automobiles in ga- rage-type stowage. A special safe- ty feature is the computer-con- trolled, anti-collision radar system developed by Sperry. A computer determines the course, speed, and closest point of approach by other (continued on page 24)
Navigational sounding at its best.
EDGAR B. SPEER
United States Steel's second 1,000-foot Great Lakes ore carri- er, the motor vessel Edgar B.
Speer, entered service recently transporting taconite pellets from
Minnesota to the steel company's facilities along the south shores of Lake Erie and Lake Michigan.
Constructed by the American
Ship Building Company in its
Lorain, Ohio, yard, the vessel was christened there earlier this year by Mrs. Edgar B. Speer, widow of the Corporation's former chair- man of the board for whom the ore carrier is named.
The 1,000-foot self-unloader has a beam of 105 feet, depth of 65.8 feet, and draft of 28 feet when carrying in excess of 61,000 long tons of cargo. The Speer and U.S.
Steel's first 1,000-footer, the mo- tor vessel Edwin H. Gott, each can transport as much as seven of the older carriers in the USS fleet.
Two Colt-Pielstick 18PC2V die- sel engines with a total of 19,260 bhp make the Speer and the Gott the most powerful ships on the
Great Lakes. Designed for winter operations, these vessels are strengthened against ice damage with special steels—AH 36 high- strength steel in the hull plating and structural components, and impact-resistant T-l type A steel for reinforcement of the bow and forward shoulder areas. More than 28,000 tons of these special steels were supplied for these two ships by U.S. Steel operations, including
December 1, 1980
South Works in Chicago, Gary
Works in Indiana, and U.S. Steel
The Speer and the Gott repre- sent a marked departure in design from other ore carriers in the company's Great Lakes fleet. The bows are fuller to provide greater cargo capacity, and the sterns are squared. Both the pilothouse and the crew quarters are located aft, together with the engine room areas and the galley. The distance from keel to pilothouse is equiva- lent to the height of a nine-story building, and an elevator is in- stalled to service the various levels.
The last U.S. Steel Great Lakes vessel designed traditionally with pilothouse and living quarters for- ward is the motor vessel Roger
Blough, which was delivered by
American Ship Building in 1972.
The Blough is 858 feet long with a beam of 105 feet, and has a capacity of 45,000 long tons of taconite pellets.
In August this year Matson
Navigation Company of San Fran- cisco accepted delivery of its new- est containership, the Kauai. Built by Sun Ship, Inc. in Chester, Pa. to the highest classification of the American Bureau of Shipping, the new ship cost about $76 mil-
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