Page 52: of Maritime Reporter Magazine (April 1984)

ASNE Day (continued from page 53) costs for Navy mission computer programs. critical

Diplomat Room—Session 3B

Systems Engineering

Moderator:

Capt. Peter A. Bunch, USCG

Capt. James E. Grabb, USCG (Ret.), assistant 9:30 a.m. "Arctic Trafficability Program—

A Review," by Richard P.

Voelker, Ian F. Glen, Frederick

Seibold, and Ian Bayly.

This paper describes a multi- year program to make an opera- tional assessment of the feasibility of a year-round Arctic marine transportation system to serve

Alaska. Specifically, the three ob- jectives were to: collect meteoro- logical and ice data along poten- tial marine routes; instrument the hull and propulsion machinery to improve design criteria for ice- worthy ships; and to demonstrate that ships can operate in mid-win-

For Sale: G.R. Moir Push Tug with investment tax credit available

The G.R. Moir, an American Flag Vessel, was delivered

August 1980, drydocked October 1981. Its 400 engine hours were accumulated primarily on delivery from

Marinette, Wisconsin to Miami, Florida.

General Information

Overall Length 150 0

Length Between

Perpendiculars 134'6"

Beam Moulded 40 0"

Beam Overall 1 3

Depth Moulded 24'6" above B.L.

Drag Aft Below Baseline 5'0"

Load Line Draft 22'5%

Gross Tonnage 220

Net Tonnage 149

Fuel Oil Capacity 100% 370 tons

Potable Water

Capacity 100% 75.6 tons

Ballast Capacity 100% 378 tons

Accommodation 12

Classification ABS + A1 Towing

Service AACU

Under Title XI of the Merchant Marine Act, 1936, as amended, the G.R. MOIR has obtained $4 5 million of

United States Government Guaranteed Ship Financing at an interest rate ol 81 per annum. Interest is payable

March 31 and September 30 each year. Semi-annua amortization of principal commences March 31.1989 with final maturity on September 30. 2003. With appropriate approvals, the debt is assumable by a purchaser of the vessel.

Tug meets requirements of the following regulatory agencies: • American Bureau of Shipping (ABS) • U.S.C.G.. including NV1 1-69 for unattended engine room operation • U.S. Public Health • Federal Communications

Commission • Panama Canal Navigation

Regulations—Mooring

Arrangements

Main Engines:

Gear Boxes:

Steering Gear:

Clutches:

Propellers:

Generators: 2x EMD 20-645-E7A

Turbo Charged 7200 HP at 900 rpm 2x Falk 7.48:1

Reduction Ahead 7.63:1 Reduction

Astern

Sperry

Pneumatic 2x Four Blade Solid 14'31/)" Diameter

Stainless Steel 2x Detroit Diesel 16v-71 300 kw

General:

Centralized control monitoring of the main propulsion plant, ships service generating plant and miscellaneous auxiliary service. The overall system is designed, constructed and installed in accordance with U.S.C.G. Circular

NV1 1-69 and Section 41 of ABS

Rules to comply with U.S.C.G. re- quirements for unattended engine room operation and ABS classifica- tion + ACCU.

The tug was primarily designed as a tug pusher, having two hydraulically actuated pins, one port, one star- board. to mate with the barge female receptacles. The tug is fitted with two deck capstans. 15 hp.

For more information contact:

S. Danoff U.S.A. Limited 2050 Coral Way, 6th Floor

Miami, Florida 33145 (305) 858-9000

S. I)auoft'

U.S.A. Limited ter Alaskan Arctic ice conditions.

The U.S. Coast Guard's Polar Class icebreakers were used to make the "operational assessment" by an- nually extending the route north- ward and by operating throughout the winter season. This paper re- views some of the operational and technical achievements to date and plans for future Arctic deployments. 10:15 a.m. "Extension and Application of

Ship Design Optimization Code

SHIPDOC," by William M. Rich- ardson and William N. White. (Abstract of this paper not avail- able at press time.) 11:00 a.m. "Human Factor Considerations

Applied to Operations of FFG-8 and LAMPS MK III," by A. Erich

Baitis, Terrence R. Applebee, and Thomas M. McNamara.

The FFG/LAMPS MK III Oper- ator Guidance Manual (OGM) was developed for and will apply to all

FFG-7 Class frigates that are not fin stabilized or are operating with the fins off. The OGM was devel- oped to assist the ship operators of the FFG-7 Class in choosing ship speed and heading combinations that will minimize actual or po- tential ship motion-related prob- lems during various phases of

LAMPS deployment. Crew safety and performance were major con- cerns in the development of the

OGM. This paper reviews the ap- plications and impact of human factors on ship operation during helicopter recovery, maintenance, and transit to and from the hangar.

Empire Room—Session 3C

Hull Coatings

Moderators:

Dr. Alexis I. Kaznoff and Dr.

Cyril F. Krolick

Robert G. Keane Jr., assistant "New Technology Antifouling

Paints: U.S. Navy Research and

Assessment," by Gerard S. Boh- lander and Herman S. Preiser.

This paper describes several ship trials that are now under way on both destroyers and submarines.

More than 200 different commer- cial and Navy paints have been applied as patches, as bands, on entire hulls, and on exposure test panels mounted on bilge keels. Pe- riodic inspections utilizing diver- operated still and video cameras are made. The factors of ship power, paint condition, and hull rough- ness are being correlated for se- lected test vessels.

New trends in antifouling paint technology are also discussed, as are problems associated with ap- plication and removal of toxic paint materials. 10:15 a.m. "Underwater Cleaning Technol- ogy," by Christopher P. Cologer.

During the fuel crisis of the 52 Circle 159 on Reader Service Card Maritime Reporter/Engineering News