Page 42: of Maritime Reporter Magazine (December 1981)

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Papers On Containerships, Bulkers

Presented By SNAME California Sections meeting of the Northern and Southern California sections of SNAME, from

Roger Potash, chairman, Northern California section; Henry Kozlowski, mem-

L.A. Harlander, author; Art Haskell, member; Bob Herbert, member.

The world economy depends on the speedy, reliable transport of dry cargo across the oceans. Most of that cargo is carried either in drybulk carriers or container- ships, both of which are highly evolved forms of ocean transport.

Two technical papers focusing on the development of these ships were presented before a recent joint meeting of the Northern and Southern California sections of The Society of Naval Archi- tects and Marine Engineers, held at the Carmel Highlands Inn,

Carmel, Calif.

Clyde Jacobs, president of Sea- board Shipping Co. Ltd., Van- couver, British Columbia, Cana- da, presented a paper entitled "The Development of the Special- ized Dry Bulk Carrier." It traced the evolution of this vessel type from the earliest steel ships of the 1890s to the contemporary designs specialized to carry lum- ber, automobiles, woodchips, or newsprint. Mr. Jacobs presented evidence of a trend toward more fuel efficient ships operating at slower speeds.

L.A. Harlander, vice president of operations, American Presi- dent Lines, Oakland, Calif., pre- sented a detailed discussion of "Container System Design De- velopments Over Two Decades," in which he emphasized the cru- cial role of container standard- ization in the design of container systems. Mr. Harlander asserted that current container strength standards are excellent, and that below-deck container storage has reached an optimum level of de- velopment. On-deck stowage schemes, he contended, still re- quire improvement.

Copies of the papers may be obtained by contacting R. Keith

Michel, Papers Committee, Her- bert Engineering, 88 First Street,

San Francisco, Calif. 94105.

An artist's concept of huge liquefied natural gas-carrying submarine tanker oper- ating under Arctic ice. Loading at undersea terminals, tanker fleet would transport

LNG from Prudhoe Bay, Alaska, to ice-free ports in Canada and Europe.

Submarine LNG Carrier Proposed

By General Dynamics For Arctic Regions

Two veteran shipbuilders have combined their knowledge of sur- face ship, submersible and cryo- genic technology to propose trans- porting liquefied natural gas (LNG) from the Arctic by sub- marine tanker.

P. Takis Veliotis, General Dy- namics' executive vice president- marine and general manager of its Electric Boat Division, and

Spencer Reitz, Electric Boat dep- uty general manager, outlined their proposal in a technical pa- per presented before the recent

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Electric Boat is a leading de- signer and builder of submarines for the U.S. Navy. A sister divi- sion, Quincy Shipbuilding, is a leader in surface LNG tanker de- sign and technology. The paper, "A Submarine LNG Tanker Con- cept for the Arctic," explores the technical feasibility and economic viability of the submarine LNG tanker concept for the Arctic.

The authors assert that the pri- mary advantage offered by a sub- marine system over a surface ship system is the ability to de- liver a constant cargo volume at uniform, predictable schedule in- tervals the year-round, regard- less of surface ice and weather conditions.

Mr. Veliotis and Mr. Reitz say that the submarine concept would be competitive ecnomically with a surface icebreaking tanker sys- tem and considerably lower in cost than a pipeline system.

The shipbuilders are proposing two versions of the tanker, one nuclear powered, the other con- ventional. The nonnuclear ver- sion, which would burn methane in supercharged boilers to power huge turbines, would be 1,470 feet long. The nuclear version would be 200 feet shorter. Each would have a beam of 228 feet and a depth of 92 feet. They would be operated by a crew of 32.

The ships would carry the LNG in six 341-foot cylindrical cargo tanks with a total volume of 140,- 000 cubic meters. The tankers would load the fuel in Prudhoe

Bay at submerged cargo stations and unload at surface terminals in an ice-free Canadian port — via the Parry Channel — or at a

European port.

Projected cost per ship would be $700 million for the nonnu- 60 Write 537 on Reader Service Card Maritime Reporter/Engineering News

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