Page 28: of Maritime Reporter Magazine (October 1970)

W.F. Hunt To Manage

Fleet Services Division

For Trident Tankers

Trident Tankers, Great Britain's largest independent tanker opera- tor, has announced the appointment of William F. Hunt as general manager to head its fleet services division.

Earlier this year, the P and O subsidiary reconstructed its opera- tions into three distinct fleets— tankers, liquid gas, and oil/bulk/ ore carriers.

Mr. Hunt, who served at sea in two tanker companies for over a decade, before joining the marine department of the Hong Kong gov- ernment, will supervise the person- nel, fleet supplies and work study departments as his chief responsi- bilities.

Japan's giant Nippon Steel Cor- poration has signed its first con- tract for iron ore concentrates to be delivered by the use of Marcona- flo, it was announced in San Fran- cisco by C.W. Robinson, president,

Marcona Corporation. Marconaflo is the slurry method of materials handling which was developed and introduced by Marcona. (See Au- gust 15, 1969 issue of Maritime Re- porter/Engineering News for fea- ture with complete description and photos).

Under a 10-year, $113-million contract, Marcona will deliver 10 million tons of concentrates, begin- ning in April 1972, via the Mar- conaflo system from its iron ore mines in Peru to Nippon Steel's

Hirohata Steel Works, where it will be converted into pellets for the production of steel.

Marconaflo permits shipboard pipeline loading of granular ma- terials in slurry form or liquid suspension, subsequent decanting for the ocean voyage, and at desti- nation, repulping of the ore into a liquid for pipeline discharge. "This is a breakthrough of ma- jor proportions," Mr. Robinson said. "Marconaflo has now been ac- cepted as a viable means of meet- ing the transportation crisis which faces the world's steel producers. "Application of Marconaflo to such an operation eliminates the need for an expanded, multimil- lion-dollar conventional port fa- cility employing the massive con- veyor and grab bucket systems re- quired for delivery of ore in dry form."

To accommodate the required one-million tons of annual ship- ments, Marcona will employ two large slurry ships with a combined capacity of 192,446 deadweight tons.

The San Juan Exporter, an ex- isting Marcona ore carrier of 106,- 000 dwt, will immediately undergo a jumboizing and conversion oper- ation to expand capacity to 141,000 dwt and for installation of Mar- conaflo equipment. The converted vessel will be capable of delivering nearly 850,000 tons per year.

The remainder of the contracted ore will be carried by the Marcona- flo Merchant. This vessel became the world's first slurry carrier when converted to the system last year in Japan.

While the San Juan Exporter is being converted, Nippon Steel will construct a large, ground-level storage pond to receive the iron ore slurry, and a pelletizing plant adjacent to its existing steel works.

Marcona Corporation, owner of combination carriers with an ag- gregate of one-million dwt and op- erator of a total of 2.5 million tons in the combination trades, is one of the world's largest mining, ship- ping and natural resources de- velopment concerns. $113 Million Contract Signed To Deliver

Iron Ore Via Marconaflo Slurry System ... FOR BARGE PUMPS

Amarillo right angle gear drives have a reputation for reliability that goes back to 1936.

Our spiral bevel gears are pre- cision-machined from alloy steel, case-hardened, and lapped in pairs.

Bearings exceed AGMA standards.

Drives are Factory Mutual approved and are available in 13 standard models from 20 to 750 HP in a wide range of ratios . . . available with either hollow or solid vertical shaft.

P.O. BOX 1789 • AMARILLO, TEXAS "73105

The San Juan Exporter, huge ore carrier shown above, owned by Marcona Corporation,

Son Francisco, will be jumboized from a present 106,000 dwt to 141,000 dwt and converted to the company's recently introduced Marconaflo slurry system.

WORLD'S LARGEST TUG-BARGE: This architect's drawing shows how the world's largest tug-barge will look when it is launched early next year. The unique vessel is a combination of one of the country's most powerful tugboats firmly nestled in the notched stern of a 532-foot tanker barge. Built with high-strength, notch-tough Armco Low-

Temp Steel in critical bow-stern connecting sections, it will travel as a unit ocean routes never before attempted by o tug and barge. Ingram Ocean Systems and Breit Engineer- ing Company co-developed the system. It combines the speed and capacity of an ocean- going vessel with the economy of tug and barge transportation. Tank and dry-cargo barges can be used for quick dockside turnaround of the tug and crew. Alabama Dry

Dock and Shipbuilding, Mobile, will build the first barge, a 270,000-barrel capacity tanker. Southern Shipbuilding Corp., Slidell, La., is building the 1 1,000-hp twin-screw tugboat.

They put real muscle in bow and stern thrusters, too.

Write for our Catalog No. 26.

FIRST FOR RELIABILITY

SINCE 1936 amarillo

GEAR COMPANY 30 Maritime Reporter/Engineering News