Marad Design C3-S-33a (Moore-McCormack Lines)

Introduction

Early last month, Moore-McCormack Lines took delivery of the first cargo ship in its fleet-replacement program. This is the Mormacpride, a 484-ft, 9,200-gt freighter of a versatile design reflecting the owner's needs for South American, Baltic and Great Lakes service. This lead ship in Moore-McCormack's 43-freighter replacement program was built by Sun Shipbuilding and Dry Dock Company. The Chester, Pa., shipbuilder also will deliver five sisterships over the next two years. In addition, two vessels of the same design are being built on the West Coast at Todd Shipyard's Los Angeles plant.

Moore-McCormack's total fleet-replacement program represents an outlay of about $480 million—approximately half of which will be borne by the government. This includes the SS Brasil and SS Argentina luxurious cruise liners which cost $25 million, each. The design of the Mormacpride was developed jointly for bidding purposes by Mormac and the Ingalls Shipbuilding Corporation. Designated the C-3-1624 design, it reflects the owner's requirements on Trade Routes 1, 16 and 24. The ship was constructed as as full-scantling type with a molded scantling draft of 31 ft 6 in. With the exception of the inner bottom, which is framed longitudinally, the ship is constructed on the transverse system. Seven transverse bulkheads are carried watertight to the main deck. The ship meets a one-compartment standard of subdivision. Three cargo holds are forward and two aft of the machinery space which is centered slightly abaft amidships. As can be noted on the arrangement plans two complete decks (Main and Second) are provided. The third deck is continuous from the stem to Frame 96. A 16-ft flat without sheer or camber is provided in Nos. 4 and 5 Holds, Frames 118 to 176. The Mormacpride has a number of design and engineering features which distinguish it. • She is the first American-flag vessel whose design encompasses the special requirements of Great Lakes and Seaway navigation. • Her bridge-house, dummy stack and associated areas were fabricated of interlocking aluminum extrusions which required no welding. Dividends: Less topside weight, less maintenance, quick fabrication. • Her air-conditioning system is an advanced design, high-pressure, high-velocity system. Heated and chilled air are directed via twin pipes to the individual rooms where the room occupant dials his desired temperature. Extensive use of hydraulics for cargo handling and deck gear. This includes not only winch gear, mooring gear and main and 'tween deck hatch covers but also the hatch covers of the convertible deep tanks. Elimination of stanchions and pillars from cargo holds to improve cargo-stowage /handling capability. Centralized power plant control in engine room. Throttle board and combustion control board are combined and located in close proximity to boiler fronts. In an emergency, one man could handle most normal maneuvering situations. • Extensive use of plastics: Plastic lifeboats, asbestos backed Micarta joiner panels, plastic ventilators for fore and aft storage spaces, aluminum-vinyl deep tank coatings. • A number of other notable features range from a permanent 12 x 12 x 5M-ft swimming pool for passengers to the wide use of fluorescent lighting (including engine room).

As a result of the varying trades the vessel was fully ice strengthened for voyages to the Baltic. A design speed of 18 knots minimum was required. Yet length and other dimensions had to be a minimum in order to enter the smaller and shallower ports on the various trade routes. Service to the Great Lakes in particular was stressed and various features were included in the design making these vessels suitable for Great Lakes and St. Lawrence Seaway operation. These items include heavy rubbing bars on the side shell to minimize damage and abrasion going through locks. A total of eight Oldman type universal fairleads were installed to be used in conjunction with cargo winches especially fitted for use as constant-tension mooring winches. Additionally, each vessel is equipped with a sewage disposal and treatment plant manufactured by the American Shipbuilding Corporation for treatment of liquid sewage and storage of solid sewage for later discharge in unrestricted waters. Particular care was exercised in the layout of bitts, chocks, overboard discharges, sideport doors, etc., to eliminate pro-tuberences on the ship sides subject to damage going through the locks. Tumblehome of the ship's superstructure also was provided. The Mormacpride is modern in appearance, has three hatches located forward of the midship house and two hatches aft. Quick-acting MacGregor-Comerain hydraulically operated hatch covers are provided throughout all holds, including cargo oil deep tanks which are convertible for dry-cargo. In the design of the basic steel structure box girders were used throughout in order to span the distance between bulkheads without the use of hold pillars. As a result of this, cargo holds are completely devoid of stanchions. It is felt that cargo-han-lling costs will be reduced accordingly. In connection with the box girders, it is interesting to note the space inside the box was used for the location of hold ventilation ductwork. This arrangement effectively guards the ductwork from cargo handling damage. Similarly, every effort was made in locating sounding tubes, vents, ductwork and other piping between stiffeners, deck beams, and framing.

Aluminum Deckhouse Sped Fabrication, Reduced Topside Weight

A notable feature of the Mormao pride and her Sun-built sisterships is the extensive use made of aluminum in fabricating the deck house. From the Bridge Deck up interlocking extrusions of this lightweight metal were employed to fabricate the house structure, attendant bulwarks, the large dummy stack and house top. The deckhouse is 53 ft long and 8% ft tall. This includes the 10-ft-high dummy stack which is 33 ft in diam. The construction allows reinforcement every 8 in. as compared with evey 2 ft with conventional methods. The deck house required only 33,-000 lb of the aluminum extrusions. This is 7,000 lb less than if conventional (welded) aluminum fabrication were used. And it is 77,000 lb less than if steel construction were employed. This weight saving is particularly important to the shipowner since it is topside and helps enhance the vessel's stability. The extrusions supplied by Reynolds Metals Company, are 8-in. wide with male and female ends on opposite edges. In the fabrication process successive members are snapped-locked together, making strong, permanent joints without welding. The Mormac installation resulted from the earlier realization of Sun Ship's general manager, Paul Atkinson, of the many plus factors that aluminum extrusions offered to shipbuilders and the ship owner. His design and engineering groups worked in conjunction with Mormac's and Reynold's technical staff to develop the optimum interlocking shape for these ships. As a result Die No. 24254 was cut and the extrusions were run off at Reynold's Grand Rapids, Mich, plant, Each section is designed to withstand a uniform load of 135 lb per sq ft on an 8-ft span. The 8-in. width was adopted because wider shapes would have increased the cost of extrusions without materially lowering the assembly cost. The alloy selected was 6061-T6. It has extra corrosion resistance. And, since no welding was involved, under ABS regulations, it could be used in lieu of the more expensive weldable alloys in the 5000 Series. A saving of about 7¢ per lb was realized over the weldable alloys. Of prime importance to Sun was the fact that the deck house sections are prefabricated in the shop. Thus construction is expedited unhampered by weather or interference of other trades as would be encountered if shipboard erection were used, according to Richard L. Burke, president of Sun Ship. But even more importantly, the snap-lock joints eliminate the time and expense of fairing up the distortion that results from welding. The joint between each extrusion plank was sealed by applying a thin continuous bead of polysulphide sealant with calking gun before the panels were snap-locked in place. A small amount of excess squeezed out which was removed readily. The sealant itself was formulated to provide moderate shear strength, good plasticity and long life. While welding was eliminated, cold-riveting was employed where needed for boundary angle and butt joints.

The crew is quartered on the main deck with two men to a room with interconnecting toilet and shower rooms. The rooms which are soft in color are comfortable with a lower and upper berth; a combination locker, chest and desk, and settee. All airports are side hinged and although the rooms are air conditioned, the ports can be opened at will. The rooms are cheerfully lighted with ceiling fixtures, desk light, and berth lights, all of which are fluorescent as in the lighting of all the quarters through the shop. The crew mess is arranged with a group at tables, mostly seating four with side chairs, fixed only in a seaway by means of portable cables to recessed anchors. The upper deck quarters the officers each in their own room with private shower, toilet and lavatory compartment. The rooms are attractive, spacious, each with built-in desk and chest. The passenger quarters which border on the luxurious are on the boat deck and consist of a large lounge, suite of living, a bed room and four staterooms. The decor is a restrained modern, light and airy in feeling, with the main color interest derived from drapery and upholstered fabrics. The lounge primarily designed as a sitting room for passengers, is arranged to be easily convertible to a salon for small or large receptions. The room is comfortably furnished with sofas, and easy chairs and other portable furniture. The bulkheads are a small leaf patterned Micarta with a white background and light beige pattern. Off the lounge on the port side, a sliding door opens into the living room of the suite so that it can be used in conjunction with the lounge for large parties. This living room is furnished with two sofa beds, easy chairs, a card table, etc. The bedroom of the suite is furnished with two floor beds, a vanity consisting of two chests with a vanity unit between-the chests here as in all rooms are Micarta topped and faced as well as having drawers lined with Micarta with rounded corners. The bulkheads are a light gray Micarta with white spatter design. The after four staterooms are furnished with sofa beds, vanity and easy chairs, with dominant color. The sofa beds were developed by Hope-man Brothers and are a new approach to this old problem. The seat of foam rubber is also the sleeping surface with an upholstered foldaway back easily operated by the passenger. The bulkheads throughout all quarters are Johns Manville's Marinite laminated with Westinghouse Micarta. In the crew and officer's quarters a conventional "H" post system of bulkheading is used with the "H" post in baked enamel. In the passengers quarters an entirely new system was developed by Hopeman Brothers using steel splined single bulkheads with the joints covered with a Micarta inserted strip. The ceilings in the lounge, living room, and dining room are perforated aluminum plate with a baked acrillic enamel finish. The remainder of the ceilings are Johns Manville Marine Veneer with the first coat of Pittsburgh Plate Glass Acrillic Enamel applied in the Hopeman Shop with the finished coats applied after erection.

The Mormacpride boasts the latest of RCA's navigation and steering-control equipment. This is the Type AP-7B Multiplex steering control system manufactured for RCA by Belock Instrument Corporation. This is an all-electric system which controls the Western Gear electro-hydraulic steering system. Two dual steering stands in the wheelhouse provide four separate channels for controlling the steering engine. For automatic course keeping, servo-motors are utilized. For full-follow-up hand steering, simple synchros supply the control. Either auto or hand steering is obtained by the throw of a switch. The channels for automatic steering are completely separate from the hand electric channels. Thus, damage suffered to one of the channels will not knock out the entire control system. An aft-steering stand is provided only with mechanical control to the trick wheel. Supplementing the steering control system is an RCA Type GY-MC2 gyro compass which feeds course and rate information to the auto-pilot. Other RCA equipment aboard includes a course recorder, 500-watt radiotelegraph, 150-watt radiotelephone, loran, radio-direction finder and portable, lifeboat radiotelegraph transreceiver. Other bridge equipment includes the latest Raytheon radar and echo-depth sounding equipment, Henschel engine-order telegraphs, running light panel, shaft rpm counter and rudder-angle indicator. The Walter Kidde smoke detection and alarm repeater also is located in the wheelhouse.

Air Conditioning Is High-Pressure, Twin-Pipe System

Air conditioning for crew, officers and passengers is provided throughout the vessel. The system employed is a twin-pipe, high-pressure, high-velocity type system, of the Hi-Press design which has been successfully used here and abroad. The air-conditioning compressors, of Chrysler Airtemp manufacture, are located in the engine room and chilled water is circulated to two fan rooms located on the boat deck. Delivery of air to the staterooms is through twin pipes, one supplying heated air and one supplying chilled air. At the stateroom or space to be air conditioned, the twin ducts enter a mixing and sound attenuator box where the air is mixed and then distributed to the ceiling terminals. Pneumatically operated thermostatic controls are located in the public spaces where the air is distributed through perforated ceiling panels. Stateroom control on the other hand, is manually controlled by the occupant at each room. Distribution is through ceiling terminals. Installation of this entire system with its small diameter steel duct work and quick-connection type fittings was relatively simple. The Hi-Press system offered less in the way of interferences with other systems than the conventional low-pressure, low-velocity systems. Insulation of the low-temperature air piping, or duct work, was relatively simply accomplished by means of foam glass snap-on-type insulating material. The vapor barrier was integral with the snap-on insulation. The Hi-Press system, which will be installed on all eight of the Moore-McCormack freighters is described in a separate article elsewhere in this issue.

The Mormacpride is fitted with 21 MacGregor-Comerain hydraulic hatch covers to expedite the cargo-handling operation. All but one of ' the five weatherdeck covers are 8-panel watertight units, one being a four-panel cover. Seven 'tween deck covers, non-tight, are provided. Five are 8-panel units and there are one 4-panel and one 2-panel. In addition, the nine convertible cargo deep tanks are provided with single-panel, oil-tight, tank-top covers. Among the many features of this installation are the following: • A simple method to quickly disconnect the hydraulic lines and transport links is provided. This permits the two center sections of the 4-panel covers to remain in the closed position and serve as landing platforms. • All nine flush, oil-tight deep tank covers are hydraulically actuated and secured against a 30-ft head by quick-acting devices. This is the first application of hydraulics to oil-tight tank covers. Maximum hydraulic pressure required is 2,000 psi. • The MacGregor patented sealing system insures watertightness by means of controlled insertion of a sealing bar into the gasket. The controlled insertion is attained by designed metal-to-metal contact of the hatch-cover side and end skirt—the hatch coaming relieving the gasket from the weight of the cover. All 21 covers are actuated by only one cylinder per pair of panels. Both the opening and closing cycles are automatically sequenced to provide safe and uniform operation. Securing locks engage automatically. In addition to the hatch covers, MacGregor supplied watertight, horizontal sliding doors, and inboard-swinging sideports. The doors are manually operated hydraulic units, with local and remote controls. The sideports are manually operated units.

The Mormacpride is fitted with 9 cargo deep tanks. One, located in No. 1 Hold, will handle edible oils, ballast or dry cargo. Four are located in No. 2 Hold and four, located in No. 4 Hold, have the additional flexibility of carrying fuel oil in addition to being suitable for edible oils, ballast or dry cargo. An additional two deep tanks are located in No. 5 Hold. But these are common with No. 7 D.B. handling fuel oil or ballast. The owners gave careful consideration to the arrangement and outfit of their cargo deeps. As previously noted, all cargo deeps are fitted with quick-acting hydraulic hatch covers. The fabrication of the tanks is such to have them externally stiffened where possible and to avoid pockets, recesses and protuberances which hinder cleaning or spur corrosion. Based upon past experience in the carriage of edible oils it was decided that the deep tanks in No. 4 Hold should have smooth sides and relatively simple to clean overheads. This was accomplished by stiffening one shaft alley internally, the Engine Room bulkhead internally, the bulkhead between Nos. 4 and 5 Holds on No. 5 side, and by installing a cofferdam at the shell. The cofferdam is common with the wing inner bottom tanks below. The overhead deck-beams were fabricated from flat plate with round bar bulbs welded to the flat plate. The division bulkheads were vertically corrugated. Having had over 8 years' experience with tank coating called "Kolmetal," the owners specified that all cargo deeps be coated with this material. This is a coating of pulverized aluminum in a vinyl base. The volume ratio is 85 percent aluminum to 15 percent vinyl. The coating which was sprayed on in three coats, was built up to 7 mils after the tanks were sandblasted. In addition the underside of the deep-tank covers were coated. The cargo reefer spaces are located on the third deck of No. 3 hatch and the 2nd deck of No. 4 hatch. These spaces use a combination of mineral wool and styrofoam 33 insulation on the sides and overhead. The deck insulation consists of styrofoam 33 slabs. The lining is Johns Manville Reeferite.

The cargo gear is generally as shown on the arrangement plans. Five-ton booms are provided at all hatches, 10-ton booms at hatches Nos. 2, 3, 4 and 5. In addition, a 75-ton jumbo boom mounted on the mast, between Nos. 2 and 3 Hatches, can service the No. 3 Hold. These are served by 16 single drum and 2 double-drum electrohydraulic cargo winches manufactured by Western Gear Corporation. (Incorporated in the double-drum units are separately clutchable drums mounted on both output shafts.) All winch units incorporate Westinghouse electric motors and Vickers Model 2080 hydraulic pumps. The single-drum units are rated at 7400 lb @ 220 fpm and have a light-line speed of 400 fpm. The small drum of the double-drum units carries a similar rating. The large drum has a line pull of 20,000-lb line pull @ 80 fpm. Eighteen, electric-powered topping winches, supplied by Western Gear, are provided. The anchor windlass and two capstans are of Western Gear make. The powerful, electrohydraulic windlass can raise the two Baldt anchors (each 10,105 lb) and chain from 30 fathoms at an average speed of 30 fpm. Warping heads have a light line speed of 130 fpm with a maximum line pull of 43,100 lb. The warping heads are separately clutched. The electric motor and Vickers 2080 pump are mounted below deck for maximum weather protection. The capstans (electric), below-deck driven, produce a 20,000-lb line pull at 35 fpm but can develop 30,000. The steering gear, a compact (13 ft 4 in. x 7 ft 9 in. x 5 ft 6 in. high) electrohydraulic unit also is of Western Gear manufacture. Also included in the deck outfit are two electric-drive ladder winches.

The Mormacpride is fitted with seven cargo refrigeration boxes. The combined gross volume of these spaces is 39,262 cu ft. These are located in Nos. 3 and 4 Holds, as noted on the arrangement plans. Sun contracted directly with the Airtemp Division of Chrysler Corporation for the required equipment. Chrysler, in turn, subcontracted the design contract to Hi-Press Air Conditioning of America. Two packaged condensing units using Freon 12 serve the cargo spaces. The major components, which are identical to those used in the air-conditioning system, include two 14-cylinder Chrysler compressors. Part-low temperature controls (Model ZS) maintain box temperatures to within Vz deg F of the desired level. A third packaged condensing unit serves as standby to both the air-conditioning and cargo reefer plants. The ship stores refrigeration system, which includes the scuttlebutt and three pantry boxes, is served by a 25-hp packaged condensing unit. This employs a 5-cylinder compressor. All compressor parts of the above systems are interchangeable. And under certain load conditions, the ships stores load can be handled by the cargo machine or standby unit. Seven vertical, direct expansion unit coolers serve the cargo compartments. One horizontal unit cooler serves the Fruit and Vegetable Room. These are equipped with electric-resistance defrosting-the first ever installed aboard U.S.-flag ships.

Mormacpride's Propulsion Plant

Perhaps the most significant feature of the engineroom lay-out is the central-control station. Unlike the conventional arrangement, the main throttle board is combined with the combustion control board. From this control station all the essential services and plant conditions can be monitored. It is located on the center-line abaft the reduction gears and in close proximity to the boiler fronts. This arrangement will be particularly valuable during maneuvering, since the engineer is in a position to direct and assist the fireman, if necessary. Another feature of the Mormao pride is the valve-actuating system installed for handling the following: Equalizing valves for the deep tanks, bilge and ballast system, ship's fuel oil system and cargo-oil system. The hydraulic valve system is controlled from a manifold located on the aft side of the house main deck, starboard side. The hydraulic system, which employs a Hein pump and Chapman valves, is used in lieu of mechanical reach rods. Propulsion steam turbine and gear equipment for the new Mormacpride was furnished by General Electric's Medium Steam Turbine, Generator and Gear Department at Lynn, Mass. The propulsion turbines are rated 11,000 shp at 93 rpm; maximum 12,100 shp at 96 rpm, with a military rating of 15,700 shp at 104.7 rpm. Steam conditions are 600 psig at 845 degrees F, 28 1/2 in. Hg vacuum. The astern turbine, housed under the L-P turbine casing, develops 80 percent of the normal ahead torque when turning at 50 percent of the normal ahead rpm. In emergency operation the H-P turbine will develop 4,070 shp @ shaft 67 rpm with the L-P blanked off. The L-P in independent operation will develop 4,500 shp @ 68.8 shaft rpm. Similar equipment is being furnished by GE for all eight Mormac ships being built under the Maritime Administration's replacement program. The two main boilers are Combustion Engineering's V2M-VS design incorporating accessible-type, vertical superheaters and are fitted with water-walls, economizers, auxiliary and control desuperheaters, and air heaters. Each boiler is designed to generate 43,000 lb of steam per hour at a pressure of 615 psig and a temperature of 855 F at the superheater outlet. At maximum power the steam generated per boilers is 64,500 lb per hour. Boilerheating surface is 4,370 sq ft, waterwalls 440 sq ft, superheater 900 sq ft, and the economizer 2,740 sq ft. Furnace volume is 920 cu ft. The vertical-superheater arrangement requires only one retractable soot blower per boiler traveling at right angles for effective cleaning. Because of its horizontal retracting position, a lighter air motor operator is used. The superheater headers are located outside of the refractory to allow inspection of the tube joints. The economizers are of the cast-iron, extended-surface type. A unique feature of the boiler installation permits the condition and functioning of the economizers to be observed visually—while the plant is steaming. A Wager inspection light and two viewports are located in the casing between the upper and lower economizer banks to permit visual observation of the economizer gas side surfaces while the boiler is in operation. The boilers are completely double cased and a supply of cooling air is piped from the forced-draft fan discharges to the rear of each boiler. Three Todd, steam-atomizing oil burners are installed in each boiler front. The air heaters are of Clarage Fan Company manufacture and the feed water regulators are Copes-Vulcan. General Regulator combustion controls, Copes-Vulcan air-motor-operated steam soot blowers and Wager smoke indicators also are fitted.

Feed and Condensate System

A closed boiler-feed system with two-stage feed heating external to the boiler is provided. The cycle is conventional with condensate being pumped from the hotwell normally @ 91 F through the main air ejector inter and after condensers. It then passes through the first stage heater where L-P turbine bleed steam @ 12.5 psi absolute raises the condensate to 177 F. It continues to the 1,600-gal D.C. heater where deaera-tion and oxygen release is accomplished by 20 psig steam bleed or exhaust. This elevates the temperature to approximately 260 F. It then drops to the feed pump suction and is pumped into the boilers via the economizers. Automatic make-up feed and excess feed dump is provided. The auxiliary condensate branches into the main condensate system prior to the first-stage heater. Among the key components of the system are the Copes-Vulcan feed-water regulators, Coffin feed pumps and Worthington condensate pumps. (Worthington supplied the vast majority of the pumps aboard this Vessel).

Superheated steam is supplied @ 600 psig, 845 F to the main turbines throttle and the two turbogenerator sets. Desuperheated steam at boiler pressure is supplied to the main feed pump turbines, port-use feed pump. It also is directed to the 200 psig and 180 psig reducing stations. The 200-psig system serves the main and auxiliary air ejectors and flash evap air ejector. The 180-psig system serves the various steam pumps, gland seal via further reduction, contaminated evap tube nest, tank-cleaning heater, auxiliary exhaust bleeder through reducing valve (set @ 20 psig) and other miscellaneous services. The contaminated evap (50 psig) supplies in addition to the fuel and cargo heating services, the following systems: Domestic fresh water heaters, swimming pool heaters, galley and pantries, heating system. The auxiliary exhaust system supplies 20-lb steam either by bleeder or reducing station to the D.C. heater, steam air heaters and L.P. evaporator.

This is a conventional gravity-feed system with main and standby lube-oil service pump sucking from the main sump, discharging through lube-oil coolers to the gravity tank. The oil drops to the main turbine and gear bearings, and spray nozzles. The tank is sized to provide 6-min flow if both lube-oil pumps fail.

A Cleaver-Brooks, 10,000-gal-pcr-day, two-stage flash evaporator is provided. Evaporation takes place at temperatures well below the 212 F at which water boils at atmospheric pressure. In this unit the sea water reaches only 170 F within the last pass of tubes of an external heater. Within the evaporator itself lower temperatures prevail as sea water is boiled by a pressure reduction rather than a temperature elevation. The pressure reduction in the evap is accomplished by a vacuum pump or air ejector. As a result no boiling occurs on heat transfer tube surfaces. Therefore, scale formation is reduced greatly and prolonged efficiency is obtained.

Deep Tank Cleaning

A Butterworth tank cleaning system is provided to clean the deep tanks. The heater, reciprocating pump, etc., are sized to permit two cleaning machines to be provided with 190 F, 190 psig water simultaneously.

The fuel-oil transfer system is in the main of standard arrangement with the usual cross connections possible with the ballast mains. The De Laval transfer pump is rated @ 300 gpm. The fuel oil service system is also of standard arrangement. Two De Laval F.O. service pumps are provided, each of which is able to serve both boilers at full power. Suction from the F.O. settlers is discharged through a bank of three horizontal heaters to the Todd steam-atomizing burners. The usual suction and discharge strainers, meter, thermometers, etc., are provided.

Electrical Plant

The Mormacpride is equipped with two 600-kw (750-kva) 0.8 p. f., a-c turbogenerators supplied by West-inghouse. The totally enclosed units supply 450-volt, 961-amp, 3y2-phase, 60-cycle current. They are separately excited with 120-volt -50-5 amp. dc. Top-mounted air coolers of the double-tube type are provided. These cool the air circulated through the generator to 50 F. In addition six space heaters are mounted having a total wattage of 1,500 are located at the bottom of each machine. The voltage, control of the generators is accomplished by means of a direct-connected rototrol exciter and a static electrical-measuring circuit. The main switchboard (Westing-house) weighs approximately 12,800 lb. It is 168 in. long by 98 3/16 in. high with a width of 41% in. It is of the dead-front type with individual freestanding units bolted together. It is so arranged that non-essential loads will be dropped automatically when the generator voltage is below normal or if the generator load exceeds 120 percent of its rated load. Forward and aft distribution centers (Westinghouse) are of a new type. One of the main advantages of this new design is its reduced dimensions. This design has a depth of only 12 in. compared with the standard design of 21 in. The vessel's galley is powered by 440 volts 3 phase ac with step-down transformers for the steam cooker and griddle. An innovation in this galley is the use of a separate fuse panel for the ranges and ovens. This was done to remove the fuses from the high ambient temperature of the equipment. A total of 1,018 lighting fixtures and 309 receptacles are used on the 120-volt circuit. Lighting of the vessel including the engine room is predominately fluorescent. The connected load is approximately 2,335 kw. A normal sea load of 485 kw and a maximum sea load of 546 kw is anticipated.