Page 36: of Maritime Reporter Magazine (January 1984)

Kodiak I (continued from page 31) long voyage towing, she is fitted with a full complement of Smatco/

Norwich deck machinery, including an electro-hydraulic, double-drum waterfall towing winch with a com- bined pull of 500 tons; two tugger winches, two double cable storage reels, two electro-hydraulic capstans, and an anchor windlass.

Maneuverability and station- keeping is enhanced by two bow thrusters and a stern thruster, all provided by Schottel and driven by

Reliance electric motors. Kort noz- zles surround the two 142-inch- diameter, 5-bladed stainless steel main propellers. A Flume passive stabilization system is installed to improve the vessel's stability.

JUSTIN T. ROGERS

St. Louis Ship

The river towboat Justin T. Rog- ers, built by the St. Louis Ship Di- vision of Pott Industries for Mid- land Affiliated Company of eof*-' aft*8

Cincinnati, was delivered in early 1983. She is powered by a pair of

M.A.N.-B&W 16U28L 4-stroke, medium-speed diesel engines that are capable of burning heavy blended fuels up to 2,100 seconds

Redwood. While burning No. 2 diesel oil, the two engines develop a total of 8,364 bhp at 775 rpm; to- tal output is 7,524 bhp at 750 rpm while burning heavy fuel.

Second of its class built by St.

Louis Ship for Midland, the Rog- ers, along with sister vessel Jim

Ludwig, are said to be the first modern U.S. river towboats built from the keel up to burn heavy fuel. Both vessels feature a state- of-the-art heavy fuel handling and cleaning system designed by Mid- land in conjunction with M.A.N.-

B&W and Marine Consultants &

Designers, Inc., naval architects and marine engineers of Cleveland.

The engines are connected through the new Falk MQR config- uration 4,086:1 reverse/reduction gears to Coolidge 120- by 130-inch, 5-bladed, stainless steel propellers mounted in Kort nozzles. Engine controls are by Mather, and en- gine monitoring equipment was supplied by Pan American Sys- tems. Electric power is supplied by two International Electric 200-kw generators driven by Detroit Die- sel 8V92 engines.

An interesting feature of the

Rogers is its exhaust waste heat recovery system, used to heat fuel bunkers and crew quarters, de- signed by the Engineering Con- trols Division of St. Louis Ship.

The shipyard also supplied the

F.A.S.T. sanitation system.

Electronic and other navigation equipment includes two Decca ra- dars, RR1226 and RR1216A, Hon- eywell Elac depth sounder, River- tronics swing indicator, Perko navigation lights, R.L. Drake MRT- 55 VHF radio, Northern N55A

SSB radio, three Carlisle & Finch searchlights, and Kahlenberg air horn.

Pumps were supplied by Aurora (fire), Gorman-Rupp (bilge), and

Viking (FO transfer). Alfa-Laval provided the centrifugal separa- tors, Va-Power the oil-fired boiler, and A. O. Smith the water heat- ers. Deck equipment includes a

Schoellhorn-Albrecht capstan and four Patterson winches. Air com- pressors are by Quincy.

The St. Louis Ship "Hydrodyne" hull of the Justin T. Rogers has an overall length of 187 feet, a beam (continued on page 38) 12

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