Page 11: of Maritime Reporter Magazine (February 2000)

(Continued from page 9) tively tender, maximum draft of 33 ft. (10.2-m), features reflecting the operat- ing requirements of Dole Fresh Fruit

International. The open-top configura- tion and associated, raised cellular structure; adopted throughout the cargo section bar the furthest forward. No. I hold, promote faster turnarounds of the gantry crane-equipped vessels on their

Central America-U.S. Eastern Seaboard service pattern. It also offers distinct advantages as regards heat dissipation from the cargo holds, given the consid- erable amount of heat given off the reefer equipment integral to the cold storage containers. The investment in the bespoke newbuilds by Dole, reck- oned to be the world's largest shipper of fresh fruit and vegetables, has been made against a backcloth of strong brand demand and planning for busi- ness expansion. The introduction of the two 30,560-dwt vessels, which will be used mainly for northbound movements of bananas, is central to a strategy of realizing new transportation efficiency goals, and reducing reliance on char- tered tonnage.

While considerations of the depend- ability of supply permeate the latest fleet project, the U.S. operator's parallel preoccupation with cargo care is mani- fested in the modified atmosphere (MA) arrangements adopted in the two ships.

Dole and the HDW-built sisters' classifi- cation society Germanischer Lloyd have substantial experience of both MA and controlled atmosphere (CA) methods, whereby the produce is subjected to a nitrogen-rich environment. This has the effect of retarding the ripening process, so as to prolong product life and ensure that fruit reaches the consumer in peak condition throughout the year.

Circle 6 on Reader Service Card

Tasmanian technology driver

Robert Clifford, driving force behind fast ferry builder and designer Incat, recently took the helm of the company's experimental wing craft, achieving a speed judged to be in excess of 60- knots. As a result of modifications including a new steering system, the fit- ting of ailerons, and the use of spray deflectors, there was a general improve- ment in performance compared with the previous development trial, when 49- knots was attained with two persons aboard. Writing in company journal —

Incat The Magazine, Clifford said. "Never before has a heavy displace- ment, high-speed craft traveled so fast with so little power. I am encouraged to step up the design effort, and cannot wait to get back in the saddle."

February, 2000

Propeller & Shafting Symposium Planned

The Society of Naval Architects & Marine Engineers (SNAME) announced its ninth triennial Propeller and Shafting Symposium, scheduled to be held in Virginia Beach, Va., on September 20 and 21, 2000. Held once every three years and organized by the M-16

Panel of SNAME, the first symposium was conceived in 1972 and held in 1975 as a fact-finding forum following an industry-wide rash of propeller problems. Its objective was definition of problems and identification of appropriate solutions. This spirit of inquiry continues today. The last symposium was in 1997. It drew more than 150 attendees to hear 29 technical papers read by experts from around the world. The M-16 Panel of SNAME is dedicated to gath- ering and disseminating information on propulsion shafting and was founded in 1960 as part of the society's Technical and Research

Program.

These include the shaft(s), couplings, bearings, and the propulsors themselves. The panel's scope of activity does not include engines and gears, but the variety of propulsors and shafting systems has added new dimension to these propeller and shafting seminars. For additional information, contact: Mr. Jerry Havel, Two World Trade

Center, 106th Floor, New York. NY 10048, tel: (212) 839-5095; fax: (212) 839-5214, e-mail: [email protected].

PHONE: (906) 863-5553 • FAX: (906) 863-5634

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