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The Lurline is a “ro-ro”—roll-on/roll-off vessel—designed to carry rolling stock, including containers on wheels. She is not as compact as pure containerships with their cell guides, but those ships would be hard-pressed to transport giraffes, horse-race gates, roller coasters, and the other sundry odd-shaped items carried by the Lurline and her sister Matsonia since they went into service in 1973.
The two are among the nine remaining Matson ships of a fleet which used to number more than 20. Besides San Francisco Bay, the company’s ships operate from Los Angeles, Portland, and Seattle, carrying 80% of the containerized cargo and perhaps 60% of all goods reaching Hawaii from the mainland. Despite the near-domination of the Hawaii trade, the past decade has not proven an unqualified pot of gold for Matson, particularly because of increased fuel costs over that period. In 1970, slightly less than 10% of ship operating expenses were attributable to bunker C oil; fuel cost now weighs in at a hefty 55%. This rise, from $9 a barrel for oil in 1973 when the Lurline was built, to more than $25 today, has caused considerable study of increased efficiency possibilities, both great and small.
One recent innovation has been the installation of satellite navigation instruments on the six major freighters in the fleet. Using the 15 to 20 satellites that pass overhead during the length of a trip, the ship’s location can be pinpointed within a few hundred yards. Such navigational fine-tuning has become essential in recent years to help maintain reasonable profits. And not only is the straightest possible line important, but running speed as well. On board a ship that can consume 6,500 barrels of fuel in the course of a voyage, slowing down even three or four knots from the 24-knot maximum can produce appreciable savings.
Another new product adopted by Matson is the so-called “self polishing, co-polymer paint.” Being applied to most of the fleet’s bottoms as they come in for their biennial overhauls, the recently developed material polishes surfaces as the ship runs through the water, and prevents sea growth from adhering. The paint is expected to pay for itself in 18 months and create an annual savings of 3|% on operating costs.
Additionally, in the continuing attempt to consolidate freight passage, the Lurline has recently been put in dry dock to be “stretched’ from 700 feet to 826. Cut in two in front of the bridge, the forward area will soon hold container slots. This will increase her carrying capacity from 434 24-foot containers to an impressive 1,046, plus taking car capacity up from 139 to 179. When the Lurline completes her reoutfitting in 1982, she will be America’s first “ro-lo,” incorporating both roll-on and load-on cargo. Perhaps as significantly, both the Lurline and the Matsonia are having their trim adjusted by adding considerable ballast to the bow. This adjustment will lower the forward area by about 6 feet, more perfectly balancing the ship in the water for efficient running. The saving Is estimated at nearly 30% of the ship’s present fuel costs. .
With the cost trends of recent years, it’s evident that such actions as Matson and other shippers have been taking are going to be mandatory for survival in the freighting world.
Tim Thomps°n