View non-flash version
Catamarizing The M/V Island Princess John Case and Peter Hart of Case Existological Laboratories Ltd., examining a model of the catamaran. Dark areas show existing hull(s). The British Columbia ferry M/V Island Princess was delivered to Burrard Dry Dock, North Van- couver, earlier this year for a ma- jor conversion in which the exist- ing mono-hulled vessel will be rebuilt in the form of a twin-hulled vessel of the catamaran type. The vessel was built by Allied Shipbuilders of North Vancouver in ^953 and has served Northern Vancouver Island for many years, but due to the demands of the de- veloping area, an increased ferry capacity is desirable. A contract was let by the Brit- ish Columbia Ferries to Case Ex- istological Laboratories Ltd. of Victoria, B.C., Canada, in 1970, to study the feasibility of increasing the carrying capacity of the vessel, and to provide unrestricted roll- on/roll-off loading facilities. It was determined that the desired increase in carrying capacity could not be achieved by lengthening alone, due to difficulties with sta- bility and trim. It was, however, apparent to C.E.L.L. that if the vessel could be cut along the fore and aft centerline and widened to form a catamaran-type vessel, the problem would be solved. It has long been recognized that the cata- maran has distinct advantages for vehicular ferries, due to the high ratio of available deck area to dis- placement. At the end of July 1970, C.E.L.L. proceeded on the design and full working drawings to convert the Island Princess to a twin-hulled vessel with hull separation, inside to inside of 22 feet 6 inches, length- ening the vessel approximately midships by 35 feet, with an addi- tional 13 feet 6 inches added to the stern sections to compensate for trim. The new wing structure, 31- inches deep at amidships, extends the full 57-foot beam of the cata- maran and is superimposed upon the separate hulls. Structural con- tinuity is established with new transverse webs built into the original hull structure. Tank tests for the twin-hulled vessel were carried out by the British Hovercraft Corporation to determine resistance and propul- sion characteristics, with further tests to determine the response characteristics and accelerations sustained in irregular head seas and regular beams seas. C.E.L.L. has worked closely throughout the project with W.B. Weston, operations manager, B.C. Ferries, and E.W. Phillips, con- struction supervisor, B.C. Ferries. In the converted vessel, the port- side hull has a steering gear com- partment, engine room, auxiliary engine room, crew accommodation and void spaces. The starboard side hull is similar and includes a storeroom. Twin casings house public and crew washrooms, storerooms, stairways to lower accommodation and to the sun deck located ap- proximately 16 feet above the main deck. Midway between the sun deck and main deck, on the out- board side of each casing, are fitted the ship's lifeboats and inflatable life rafts. The sun deck features all new lounge and cafeteria areas with food preparation, galley storeroom and crew mess room. Above the Length, Waterline Breadth, Molded Loaded Displacement Auto Capacity (17'-6" x 6'-6") Comparison Data Before Conversion 125'-0" 34'-6" 422 Tons 20 sun deck is the bridge deck, with officers' accommodation, and the navigating bridge deck. The finished vessel will include all new crew accommodation and furnishings, new lounge and mess room furniture and cafeteria equip- ment, new hot water heating sys- tem, new auxiliary and engine room CO2 total flooding system, new cathelco system, new gyro- compass, and an additional radar set. To match this novel idea, the word catamarizing has been coined by C.E.L.L. The cost of this con- version is $940,726, while a new vessel of this size would cost over 2^'4-million dollars. Lykes-Youngstown Elects Four Officers To Corporation Board The board of directors of Lykes- Youngstown Corporation announc- ed the election of four subsidiary company officers to the board of the corporation. They are W. James Amoss Jr., executive vice president, Lykes Bros. Steamship Co., Inc.; Thomas A. Cleary Jr., senior vice president, operations; Jennings R. Lambeth, senior vice president, marketing, and R.C. Rieder, senior vice president, manufacturing, all of Youngstown Sheet and Tube Company. Mr. Amoss, who joined the steamship company in 1947 after service with the U.S. Navy in World War II, was elected to his present position in January of 1970. In the ensuing years after joining the company, he held vari- ous offices in Lykes's Traffic and Operating Divisions before being transferred abroad in 1953. In 1959, he was named Lykes's Conti- nental director in charge of Euro- pean operations, where he served until 1963, when he was named senior traffic officer. Mr. Cleary has been with Youngstown Sheet and Tube Com- pany since 1943. By 1955, after having served in the U.S. Navy during both World War II and Korea, he had advanced to junior melter in the company's steelmak- ing department. Subsequently^ he advanced through many operating management positions to his pres- ent position as senior vice presi- dent, operations. He has held this office since February 1971. Mr. Lambeth joined the steel- making subsidiary in 1961 as mana- ger of steel service center sales after 15 years of steel selling ex- perience. After military service in World War II, he joined W.J. Holliday & Company of Indian- apolis and later joined Jones and Laughlin Steel Corporation, which purchased the Holliday firm in 1955. He advanced through sev- eral sales and marketing positions at Youngstown and was elected to his most recent position as sen- ior vice president, marketing, in February of this year. Mr. Rieder joined Youngstown's Continental -Emsco Division, a manufacturing and marketing sup- plier to the oil and gas industries, in 1961 as vice president, manu- facturing and engineering. He ad- vanced to president of Continental- Emsco and vice president of Youngstown in 1964. In February of this year, he was elected senior vice president, manufacturing. After Conversion 173'-6" 57'-0" 720 Tons 49 ' / Port'T C/)/?f W/)T 7VZ ZWPS CMPl>7?£ 7>/A(?H0ST/C/)TfP. - Y&l/ GAM'Tge?" 30 Maritime Reporter/Engineering News
