Shimada_trip_report_revised.pdf

FRV Shimada load sharing and excitation examination

San Diego, Ca.

October 2017

W. N. Clewes

C and T Marine Inc.

1 Beechwood Court

Portsmouth, Va. 23702

757 285 4598

Client: NOAA

Ship: FRV 4 Bell Shimada (R207)

Class #: 09199791

Gross tonnage: 2434

IMO #: 9349069

Contacts: Mr. Edward Bradley 301 704 0021 NOAA Product Line Mgr.

Ms. Sabrina Taraboletti 321 505 9599 Ships Chief Engineer

CDR. Paul Kunicki 541 867 9823 Ships Captain

Mr. Dale Morrison 757 777 5448 Ships Port Engineer, Newport, Or

Mr. Steve Laverty 301 788 8101 NOAA Contactor @ Silver Springs

ECS Federal Inc.

Tasks:

1: Investigate ships inability to achieve adequate reactive (KVAR) load sharing between generators

2: Investigate real power (KW) load sharing presently being experienced by ship

3: Using lessons learned from Bigelow / Dyson examine installed switchboard for

Improvements possible

4: Report of findings and recommendations

C&T Marine personnel conducting ship check / visit

Mr. F. L. Mc Cain

Mr. W. N. Clewes

Report by: William N. Clewes 603 444 2949 Home / Office

603 303 6442 Cell

Email: clewtec@roadrunner.com

Travel Date: 24 October 2017 Littleton, NH – San Diego WNC

24 October 2017 Norfolk – San Diego FLMC

On board date: 25 / 26 October 2017 at sea off Mission Beach, Ca.

In port: 26 October 2017

In port: 27, 28, 29 October 2017

Depart ship: 29 October 2017

Report writing: 30 October 2017 mailto:clewtec@roadrunner.com

October 2017

W. N. Clewes

26 October 2017 At sea observations / sea trial, arrival San Diego Pier #32

Observations during sea trial

Reactive Load (KVAR) sharing between generators is working but not to what it can be able to accomplish.

Setting reactive load balance at zero load results in ever increasing load unbalance as load on the generators is increased. Both increase and decrease load have similar issues.

The presently installed metering makes a decision on reactive load balance difficult.

Real Load (KW) sharing between generators is not operating as well as it should. Some possible contributing error may be the update time on the digital switchboard meters. It is difficult to determine the actual extent of the error in load share. I have observed as much as 25% error between generators of the same size. The installed metering does not lend itself to easy determination of what is going on with load share.

I asked the chief engineer about combined exhaust gas temperature balance between engines, chief engineer indicated the exhaust gas temperature between similar engine is balanced. (Bigelow originally was not until the KW load share line improvement was completed.)

My observation on Shimada is that the KW load share issues is a significant contributor to the KW load share issue on Shimada.

In port 26 October 2017 @ 12:00 hrs 10th st terminal San Diego, Ca.

Metering and regulating transformer investigation:

Looked at accuracy of the switchboard potential metering transformers.

RESULTS:

Note: see Generator # 4 phase 2-3 transformer, erratic operation found

Generator #1 metering transformer phase 1 -2 primary voltage:

1 -2 secondary voltage observed:

Should be calculated value Primary / 5 =

Error %:

Generator #1 metering transformer phase 2-3 primary voltage:

2-3 secondary voltage observed:

Should be calculated value Primary / 5 =

Error %:

Generator #2 metering transformer phase 1 -2 primary voltage: 606.8

1- 2 secondary voltage observed: 121.76

October 2017

W. N. Clewes

Should be calculated value Primary / 5 = 121.36

Error %: 0. 33% Acceptable

Generator #2 metering transformer phase 2–3 primary voltage: 606.7

2-3 secondary voltage observed: 122.10

Should be calculated value Primary / 5 = 121.34

Error %: 0. 63% unacceptable

Generator #3 metering transformer phase 1 -2 primary voltage: 603.6

1-2 secondary voltage observed: 121.40

Should be calculated value Primary / 5 = 120.72

Error %: 0. 56% Marginal

Generator #3 metering transformer phase 2-3 primary voltage: 605.4

2-3 secondary voltage observed: 121.67

Should be calculated value Primary / 5 = 121.08

Error %: 0. 49 Acceptable

Generator #4 metering transformer phase 1 -2 primary voltage: 603.6

1-2 secondary voltage observed: 120.95

Should be calculated value Primary / 5 = 120.72

Error %: 0. 02

Generator #4 metering transformer phase 2-3 primary voltage:606.1

2-3 secondary voltage observed:117 – 123 volts

Should be calculated value Primary / 5 = 121.2

Error %: erratic unacceptable, suggest replacement of this transformer

BUS POTENTIAL TRANSFORMERS

BUS A metering transformer phase 1 -2 primary voltage: 602.8

1-2 secondary voltage observed: 120.98

Should be calculated value Primary / 5 = 120.4

Error %: 0. 04& acceptable

BUS B metering transformer phase 1 -2 primary voltage: 602.7

1 -2 secondary voltage observed 121.25

Should be calculated value Primary / 5 = 120.54

Error %: 0. 59%, marginal accuracy

Bus C: metering transformer phase 1 -2 primary voltage: 603.1

1-2 secondary voltage observed: 120.97

Should be calculated value Primary / 5 = 120.62

Error %: 0. 29% acceptable

October 2017

W. N. Clewes

Bus D: metering transformer phase 1 -2 primary voltage: 603.2

1-2 secondary voltage observed: 121.02

Should be calculated value Primary / 5 = 120.64

Error %: 0. 3% acceptable

Presently installed potential transformers are:

Mfg.: Micron

Cat #: B150-2788-3

Ratio: 600 / 120 (5/1) volts

Thermal capacity:

Accuracy standard built to: Unknown

Ship transfer from Ships Power to shore Power is not possible as:

1: No shore power is available at this pier.

2: Captain will only allow 4 hours of dead bus per day when it does not impact loading and fueling.

Investigated regulator droop / reactive current share circuits:

Found at one time a cross current compensation circuit attempt was made on Shimada.

Circuit was improperly engineered; no effort was made to create a situation where 1 P/U

Ct output voltage were even close to balance at rated load. and would never function, would actually make reactive load share much worse. This circuit was found to be apparently disconnected however several components were still in the regulator panel even though disconnected.

Ships switchboard prints filed on computer indicate cross current compensation circuit

“abandoned in place”.

Based on lesson learned from Bigelow / Dyson conducted a droop circuit CT saturation test for all generators:

Gen #1, # 2

CT manufacture model and part #: ITI 560 202

Ratio: 2000 / 5 amp (400/1)

Secondary winding Res: 0.360 ohms

Mfg. specified application: Metering

1 P/U CT secondary current: 4.09 Amps

Measured CT voltage at terminals to cause 4.09 amps to flow: 1.65 volts

Gen # 3, # 4

CT manufacture model and part #: ITI 560 122

Ratio: 1500 / 5 amps (300/1)

Secondary winding Res: 0.253 ohm

Mfg. specified application: Metering

October 2017

W. N. Clewes

1 P/U CT secondary current: 3.65 amps

Measured CT voltage at terminals to cause 3.65 amps to flow: 1.362 volts

Core saturation voltage test results:

Secondary injection Resultant Excitation Current in Amps

Voltage

G1 G2 G3 G4

2 Volts 0.065 0.058 0.051 0.070

4 Volts 0.101 0.110 0.088 0.920

5 Volts 0.114 0.128 0.120 0.134

6 Volts 0.127 0.130 0.139 0.150

7 Volts 0.139 0.150 0.131 0.161

8 Volts 0.150 0.161 0.143 0.177

9 Volts 0.159 0.177 0.155 0.190

10 Volts 0.165 0.185 0.165 0.222

11 Volts 0.175 0.200 0.174 0.235

12 Volts 0.185 0.219 0.207 0.258

The presently installed regulator droop current transformers may not have adequate burden capacity for the load imposed by the voltage regulator. The saturation test results obtained are not as dramatic and sharp knee as I would have expected but a knee does exist and the CT is being operated on the wrong area of the curve. Recommend replacement of all regulator droop current transformers to as show below.

Gen # 1 & 2 ITI type 561 202 Ratio: 2000/5, Relay class C100

Gen # 3 & 4 ITI type 561-152 Ratio: 1500/5, Relay class C 75

Note: The burden capability of the two selected current transformers is much greater than is actually required. The reason for this model selection is mounting ease. The X / Y dimensions and mounting holes are identical to the original current transformers. The difference is depth or core thickness.

Kilowatt Load share

During the sea trial I observed the real load (KW) sharing between machines. I suspect that some improvement in the KW load share results can be made by installing a load share circuit as installed on Bigelow / Dyson. The present KW load share signals are passed thru auxiliary contacts on the bus tie circuit breakers. These contacts are not rated for millivolt / milliamp levels of current and voltage such as the load share circuits utilizes. On Bigelow and Dyson, we engineered a new load share circuit utilizing signal level relays with bi furcated contacts. This functioned very well on the two ships, improved KW load sharing; this modification should work well on Shimada and should show an improvement in KW load share.

This issue should be a high priority.

Looking closely at the switchgear prints in the area of the engine speed trim motorized potentiometer a control input from the load management was noted. See print 05S025-

10101D motorized pot control input via relays 1SRR and 1SLR speed raise and speed lower for gen # 1, identical circuits exist for all four generators. Relays SSR and SSL are piloted from the power load management, see print 05S025-10101D. The load management should have absolutely no ability to change speed of any engine. If this is the actual situation; KW load share will be nearly impossible to obtain. Relay SSR and

SSL should be considered for complete removal from any connection to the speed trip pot setting for the engines. This is the sole job of the system governor not load management.

Power system management should have ability to change the speed of any generator

Spoke with the chief engineer about the motorized potentiometer and operation from the automation.

After our dead ship testing period in the switchboard upon restart it was found that the frequency of # 4 generator was down approximately 1.5 Hertz. The engine speed responded to a manual speed increase of the motorized pot. Chief did indicate that she has witnessed the motorized pot being changed by the console / automation.

I strongly suggest that the console connection to the motorized engine speed control potentiometer be completely removed, all speed trim pot changes should be manual at the switchboard.

Based on results of an in-depth investigation on Bigelow and Dyson we did find that the original EDI automation did have the ability to automatically change engine speed trim pots. I have been told that the automation installed on Shimada is essentially the same as

Bigelow original automation settings, mad by the same people to the same drawings. I suspect that the speed trim pot is being moved without the knowledge of the ships engineer on watch. A very slight movement will cause KW load share unbalance.

This should be a very high priority task.

Quick load share visual observation of switchboard meters

Large Generator rated: 1380 KW

Small Generator rated: 910 KW

Calculated ratio between the two generator sizes:

Small generator should be 65.9% of large generator, use 65% for quick calculation

Example: 800 KW on the large generator should be 520 KW on the small machine

Large Generator should be 152.6% of small generator, use 152% for quick calculation

Example: 500 KW on the small generator should be 765 KW on the big machine

October 2017

W. N. Clewes

As observed during brief sea trial off Point Loma the KW load sharing is not good as it can be. This issue is the results of the engine fuel control by the governors. Load share lines can be a major factor in this issue. Highly recommend before any real tuning effort is made that a new load share logic circuit be installed utilizing components more suitable for the task and any connection to the load management system be removed.

Excitation circuits examination and recommendations:

Regulator examination:

The Basler model SSR 125 – 12 voltage regulator has been a product offering of the

Basler Electric Company for over 35 years. This regulator has a very good operational record.

During examination it was found that the regulator droop adjustment potentiometers are worn out on each installed regulator. I have seen this condition before as applied to the

FRV vessels Bigelow and Dyson. I believe this is the direct result of an attempt to achieve reactive load share by continually adjusting the droop pot on each regulator.

These pots in this application are intended to be set up initially upon original commissioning and then never adjusted again. Each installed regulator will require a new droop pot be installed to return the regulator to tolerable operating condition.

Note: I have clients that have used the SSR 125 regulator for well over 30 years with no problems ever experienced.

Droop pot information:

Basler part # 19781, [15 ohms, 12.5 watts 310-degree rotation range]

Regulator droop range specified by Mfg.: not given in manual

Qty required: 4

Suggested droop setting for each regulator:

Desired droop: 2% No load voltage 612, full load voltage 612 – 12.24 = 599.76 Volts

2% droop as observed on the regulator scale plate of the droop pot does not translate to actual 2 % droop in most applications. If the CT secondary 1 P/U current was exactly 5 amps that would be the case, however in the Shimada application we will encounter two different setting for the big vs small generators because of the 2 different 1 P/U currents.

The small generators will droop more for the same rotational setting of the droop pot than will the large generators. The small generator regulators will require 87.9% of the position of the large generators regulator droop pot setting.

October 2017

W. N. Clewes

To archive 2 % Droop Droop pot setting

Large Generators 16% or 48 degrees out of 310-degree rotation

Small Generators 14% or 42 degrees out of 310-degree rotation

This should result in equal droop / reactive current share for both size machines on

Shimada. The small generator is the dominant generator.

The tighter droop is set, the more difficult achieving satisfactory droop / reactive load share is without the aid of cross current compensation being installed as an outer loop of regulation around the existing inner droop circuit. Installation of cross current compensation on this ship is a lot of work and expense for a resultant that may not be worth the cost. The engineering component for the design is a minimum of 2 full days of work. The math content is extensive. Cross current compensation is not just making a loop of all installed droop current transformers. A lot of detailed engineering is required to make a properly functioning circuit; it can be done. At this time author does not feel that the addition of cross current compensation is worth the investment.

Generator voltage sensing filter:

Complete removal from the excitation system. I have encountered this filter scheme at other locations, (Revelle, Atlantis, Brown). At each of these sites it was necessary to remove this filter scheme in its entirety. The RC network utilized causes a slight but un desirable phase shift in the sensed voltage applied to the regulator. The end result with this filter installed is some degradation of the reactive load sharing ability of the system.

The filter assembly produces a lot of heat that is contained within the regulator enclosure.

Removal of the filter will eliminate this heat source.

This action should be a high priority task.

Generator over voltage protection scheme; ASA #59:

The presently installed generator over voltage protection scheme contains two very serious engineering / design errors.

#1: The over voltage sensing circuit utilizes the feedback voltage to the generator as a over voltage sensed voltage and as a trip device source of power. This is a very serious error. If the feedback voltage to the voltage regulator is ever interrupted; the regulator will cause more excitation to be applied to the generator thus raising the voltage to a dangerous level. The protection scheme as shown on the excitation prints will have no way of shutting down the generator excitation. The dangerously high voltage level will remain on the ships electrical bus with no way to shut it down until someone shuts down the engine. Connected equipment around the ship will fail.

October 2017

W. N. Clewes

This can be extremely expensive. USNS Comfort had a situation when a regulator on an emergency generator failed and caused the output voltage to go very high. $250,000 worth of electronic elevator controls failed and required complete replacement. RV

Revelle and RV Atlantis each had a generator regulator fail that caused over $75,000 worth of electronic propulsion circuit card to fail. Each example cited did not have a working over voltage protection circuit prior to the event.

#2: The presently installed over voltage scheme has no way of tripping a generator breaker if the protection scheme does ever operate. This will leave the faulted generator connected to the bus until someone removes the generator by a manual trip of the breaker. The faulted generator will cause a major disruption in the electrical power stability on the ships bus. Reverse power relay protection will not operate during this event.

Dyson / Bigelow were equipped with an overvoltage circuit that removed power to the regulator bridge and caused the generator circuit breaker to trip open. All components were and remain current offering by the various manufacturers. The installed scheme provides a clear indication at the switchboard front that the over voltage monitor has tripped.

A proper overvoltage (ASA #59) function can be installed in approximately 6 hours per generator. This time includes removal of all original equipment. generator. The existing situation is somewhat similar to driving your car around with no insurance.

This task should be a very high priority task.

Circuits and devices either disconnected or not installed in the excitation system on

Shimada.

Examination of the excitation enclosures disclosed that the motorized potentiometer shown on the KATO excitation print does not exist. Panel does not appear to have had a motorized voltage adjustment feature. Bring to question accuracy of prints supplied.

Generator Feedback Potential source is as shown on the switchboard prints.

Power Factor Metering

Power factor is the angle between kilowatts (Real Power) and KVAR (Reactive Power).

The meaning of the power factor meter is not as easily understood as most people believe. The power factor meter responds to both KW and KVAR, many times it is not easy to determine what changed and why. I would suggest consideration be given to replacement of the power factor meters with KVAR meters. The KVAR meter would display KVAR and in not effected by the kilowatt load. KVAR is the direct result of excitation and excitation only.

October 2017

W. N. Clewes

KVAR meters were installed on Bigelow and Dyson and have proven to be very useful and well accepted by the engineers.

How to accomplish a KVAR meter within the space available at the switchboard door.

Remove the existing analog voltmeter and the analog frequency meter. Replace these two meter with a YEW digital two quantity meter displaying voltage and frequency. The open space now could be filled with a YEW type AB40 zero center KVAR meter scaled for the particular generator. Generator 1 and 2 would use identical calibration and scaling. Generator3 and 4 would use an identical calibration and scaling

Metering Current Transformers investigation:

All metering current transformers are the same model as is used for regulator droop.

Large Generators: ITI 560 – 202 2000 / 5 amp

Small generators: ITI 560 – 152 1500 / 5 amp

Core saturation will occur at essentially the same values as the droop current transformers.

CT SECONDARY VOLTAGE REQUIRED TO ALLOW 5 AMPS TO FLOW IN

SWITCHBOARD METERING CIRCUITS

GEN # PH 1 PH 2 PH 3

1 0.826 0.635 0.750

2 0.707 0.635 0.650

3 0.790 0.630 0.808

4 0.742 0.579 0.640

The test results suggest all transformers are being operated well within their capability.

Reverse Power Trip Circuit:

The switchboard prints show a potential adverse issue with logic circuit as applied to the reverse power relay. A relay race is very possible on this ship. If the generator voltage rises quickly enough the reverse power relay can operate and indicate a reverse power relay operation when none actually occurred. Bigelow and Dyson did experience this situation on more than one occasion. The modification is approximately ½ day of work to correct this situation, no additional material component is required. The circuit actually end up with one less control relay installed and the logic reverts to a very standard reverse power and the probability of a hang up is eliminated.

(ASA#32) trip arrangement.

The reverse power relay a Basler type BE3 32R is installed in the switchboard for each of the generators. The prints show the current connection as phase 2. The proper phase

October 2017

W. N. Clewes relationship arrangement is for the current to be phase 1. A check of the actual installation showed the reverse power relay current signal does come from phase #1. The error at this site is a print error.

Modification of the tripping logic circuit is a highly desirable change.

Diesel Generator Automatic Loading Controls (AGLC)

During the re-engineering process for Bigelow it was determined that a better way of loading and unloading the diesel generators was very desirable. When a machine was put on line it went immediately to load share power level, when a trip command was given the generator went immediately to zero load. In each case this is hard on the machinery, a better way doing this is possible.

A Woodward control device called AGLC was added to the load share line lines between generators to control the process of normal loading control as well as unloading control.

When the generator is first put on line the breaker closes then the AGLC takes over and ramps the load from zero KW to load share over a linear (locally adjustable) ramp. This ramp can be as short as 1 seconds to approximately 10 seconds maximum. The unload scenario receives a breaker trip command from the automation or a switchboard unload pushbutton. The AGLC then takes control of the KW load on the generator and causes the load to decay on linear ramp from load share to approximately 10% of previous load, at this point the breaker to commanded to trip. The load decay ramp can be locally adjusted from a short as a second to as much as 10 seconds. If only one generator is on line at the tome a trip command is given the generator will open breaker as soon as a trip command is given.

This modification has been well received by both Bigelow and Dyson. The impact on the machinery is much reduced. AGLC has been used on RV Revelle, RV Atlantis and RV

Brown for approximately 20 years with very good results.

Note:

On Atlantis a contractor removed the AGLC controls using the premise that they were not necessary, the results were such that I was hired to reinstall and restore the AGLC and governors to the as original configuration and operation.

The addition of the AGLC system enhancement is well worth the modest investment.

This modification / addition will take some time for procurement of materials and is as a result not possible to be accomplished during the Mare Island availability. The extent of labor content for task is more than can be accomplished at Mare Island this availability

DC Ground Detector

The Shimada as presently configured is extremely vulnerable. The ships 24 VD battery is located on a weather deck, making it very vulnerable to weather and deck activity that can lead to complete failure. Any loss of the 24 VDC battery system will result in the ship going dead in the water with no possible restart until the 24 VDC system is restored.

During conversion of Bigelow and Dyson to Digital regulation a DC ground detector was installed in the engine room at the control console. This has proven to be very useful to the ships engineers. Any ground on one battery lead places in the ship in danger of a second grounds completely shutting down the ship, going dead in the water.

A check of the battery ground status showed the battery is floating and presently is not grounded.

Adding two indicating lamps as a ground detector is a desirable task to be scheduled.

Digital Regulator Installation

NOAA has informed me that discussions were held with a local contractor related to installation of digital excitation regulators. NOAA indicated that they were told the installation of the digital regulator is a simple drop in replacement job. This is absolutely not true.

If a digital excitation system is installed without correcting the numerous deficiencies identified a digital excitation will not work any better than what is presently installed and may not work as well as the existing analog excitation system. In addition to correcting the existing issues several circuit enhancements must be made to accommodate the digital excitation system.

The author is not ready to recommend installation of digital excitation regulators as I am not at this time convinced at this time the excitation is the cause of load share issues on

Shimada.

Change out of the existing generator voltage regulators will do absolutely nothing to improve or correct the KW load issues that exist on Shimada.

ANALOG REGULATORS PRESENTLY INSTALLED

The presently installed Basler SSR 125-12 regulators when provided with properly operating current and potential transformer signals should show significant improvement in KVAR load share and voltage regulation accuracy. The Basler SSR 125 series of regulator has been a standard offering by Basler for over 30 years. The SSR family of regulators has a very god operating history.

October 2017

W. N. Clewes

The reported frequent failures of the droop adjustment potentiometers are the direct result of repeated adjustment to attempt to attempt to find a position that results in good load share. This potentiometer is intended to be adjusted once and locked in position. The ships force should develop a policy of adjustment once and never again to be adjusted.

We arrived onboard Shimada with replacement droop potentiometers. These were given to the chief engineer as she indicates she is very familiar with the installation and has done this in the past. It is very important that the ships engineers after adjusted once that they refrain from making any adjustment to these pots. If adjustment is made even a few times the pots will again need replacement.

Suggested Action Plan First Level

If asked for an action plan to correct the numerous items identified as needing change or improvement I suggest the following

#1: Replace all Droop current transformers with those identified in the report text

This single action provides the most improvement of all the issues identified. Delivery of the necessary current transformers is approximately 4 – 5 weeks after receipt of an order by our supplier. Installation of the replacement CT’s will require some modifications in the original mounting supports to accommodate the increase weight. The original CT weight is approximately 6 pounds; replacements are approximately 9 pounds.

Large generators: ITI type, 560 202

Small generators: ITI type, 560 152

2: Remove the voltage regulator feedback voltage filter in the Kato enclosure. This device should not be installed in this application.

3: Install a YEW power series dual function frequency and voltage meter. Remove the existing analog frequency meter and the analog voltmeter. With the now open space install a YEW type AB 40 analog kilovar meter. The scaling and calibration is different between the large units and the small units.

Large Generator: YEW type AB40 varmeter, zero center scale, CT ratio 2000/5 amp, PT ratio 600 / 120 (5/1), Scale 1500-0-1500 Kilovar No substitution

Small Generator: YEW type AB40 varmeter, zero center scale, CT ratio 1500/5 amp, PT ratio 600 / 120 (5/1), Scale 1000-0-1000 Kilovar No substitution

YEW Digital Power series meter, dual display, frequency, voltage, control power 120

VAC, sense voltage 120 VAC, Voltage PT ratio 600 / 120 (5/1) Freq nominal display 60

HZ

P/N: 2492 22 AAA 01 No substitution

4: Install properly engineered and functioned over voltage protection circuit that will properly protect the generator from all possible situations.

5: Disable the governor trip motorized pot from being able to be operated by the load management controls.

6: Install new and properly engineered load share circuit between all four engine generators. Duplicating that circuit installed on Bigelow and Dyson.

Utilize Struthers Dunn type 219 relays, 4 form C poles, bifurcated contacts, operation coil voltage 120 VAC. No substitution

SECOND LEVEL EFFORTS

Install the AGLC automatic generator load control panel and switchboard inserts. On

Dyson and Bigelow, we fabricated four inserts that were mounted on the back side of the switchboard and when completed the front of the insert was flush with the back face of the switchboard. The switchboard as presently configured does not contain adequate space to allow for a safe and proper installation with the existing enclosure. The procurement and installation at this time is not possible due to the other work load and the procurement time for the materials for the AGLC modifications.

Report Date: 30 October 2017

Issue Date: 30 October 2017

Distribution by email.

Distribution:

Mr. Edward Bradley 301 704 0021 NOAA Product Line Mgr.

Mr. Dale Morrison 757 777 5448 Ships Port Engineer, Newport, Or

Mr. F. L. Mc Cain 757 285 4597 C&T Marine Portsmouth, Va.

Mr. Michael Taylor 757 285 4598 C&T Marine Portsmouth, Va.

Mr. W. N. Clewes 603 444 2949 C&T Marine, Littleton, NH