Page 19: of Maritime Reporter Magazine (January 1973)

Sun Oil Study Shows

Expanding Tanker Need

Throughout The 1970s

It took a lot more oceangoing tankers last year to transport oil from areas of the world where surpluses exist to areas which de- pend upon imports. And the need for new tankers will continue to expand sharply throughout the decade of the 1970s. 'According to a Sun Oil Com- pany study, the minimum tank ship capacity required for inter- regional shipments went up from 106.7 million deadweight tons in 1970 to 124.2 million dwt in 1971, or an increase of 16.4 percent.

By 1980, the minimum require- ment will be 302 million dwt, the study indicates. The study assumes that by then the United States will be dependent upon imports for 11,- 500,000 barrels per day, compared with 3,600,000 in 1971.

The United States will be the principal shortage area in the

Western Hemisphere, the study shows. In the Eastern Hemisphere, the areas with the greatest short- ages will be Western Europe and

Japan. The principal area of sur- plus will be the Middle East.

In its 15th annual world tanker study, Sun found that at the end of 1971, the world fleet consisted of 4,183 vessels totaling 191,748,000 dwt, up 181 vessels and 23,808,000 dwt from the previous year.

The carrying capacity of the world fleet rose in 1970 from the equivalent of 10,925 standard T-2 tankers of World War II vintage to 12,438 in 1971, or 13.8 percent.

Thirty vessels equal in carrying capacity to 35 T-2s were scrapped and 218 new ships equal to 1,556

T-2s were added to the world fleet.

At the end of 1971, the average oceangoing tanker was of 45,800 dwt, had a speed of 15.8 knots, and was 7% years old. The Japanese fleet was youngest, averaging only 4% years of age and the U.S. fleet was oldest, averaging 16 years and five months.

Japan again led the world in building new tankers, and more than 40 percent of all the tankers under construction in the world were being built in Japanese ship- yards as the year ended. Altogeth- er, there were 773 tank ships under construction or on order in the world at that time, or 124 more than was the case a year earlier.

The average size grew in just one year from 116,300 dwt to 129,700 dwt.

Speer & Associates

Names Godlewski

Carl Godlewski

Philip C. Speer and Associates,

Inc., 4 Weed Circle, Stamford,

Conn. 06902, U.S. sales agents for

Hi - Press International / Nordisk

Ventilator Co. of Naestved, Den- mark, has recently employed Carl

Godlewski as sales engineer and service consultant.

Mr. Godlewski has a specialized technical background in the marine air-conditioning field, and will con- sult with owners and yards regard- ing new construction or retrofit.

Hammer Joins AIMS As

Operations Coordinator

The American Institute of Mer- chant Shipping (AIMS) has an- nounced that Paul M. Hammer joined the organization January 1 as coordinator of operations, suc- ceeding the retiring O. Lincoln

Cone.

Mr. Hammer, a Kings Point

Academy graduate and tanker deck officer, was associated with Ameri- can Petroleum Institute where he worked for 12 years on commit- tees of ship, barge and terminal op- erators engaged in technical and regulatory matters. More recently, he was retained as a marine con- sultant by the Coast Guard's Office of Merchant Marine Safety.

On deck: the 4th of 20 mammoth LNG tankers, each slated to have innards of nickel alloys.

Construction of "Hull No. 196," blueprinted at left, is currently in progress at the shipyards of Moss

Rosenberg Verft a s, Stavanger,

Norway.

When she's completed next year, the giant 555,000-bbl. ship with spherical tanks of 9% nickel steel will be the fourth in a whole new generation of larger-sized

LNG tankers scheduled for service by the mid-70's.

All 20 of the bigger tankers on the drawing boards to date have capacities in the 300,000-bbl. to 750,000-bbl. range.

And all 20 ships, like many of today's smaller LNG tankers, are planned to have cryogenic piping, pumps and cargo tanks of nickel alloys.

Proved in cryogenic service

Why nickel?

Because nickel alloys have proved themselves to have the optimum combination of prop- erties desired for LNG containment: toughness and ductility at cryogenic temperatures; high resistance to corrosive saltwater atmospheres; plus ease of fabri- cation and excellent weldability.

Why spherical design?

Use of the spherical design for the five tanks of the new Moss

Rosenberg ship permits elimina- tion of the usual secondary barrier (at substantial cost savings). And it helps improve overall reliability of the containment system.

For large spheres, 9% nickel

The choice of 9% nickel steel as the particular nickel alloy for the spheres was made for several reasons.

First, of course, the design and large size of the spheres require great strength. 9% nickel steel was developed by International Nickel back in the early 1940's expressly to retain toughness and strength at cryogenic temperatures. (This is also a reason why 9% nickel is far and away the leading material for field-erected LNG storage tanks.)

Another consideration was 9% nickel's relatively low coefficient of thermal expansion.

And finally, the larger the project, the more important on-site weldability becomes. 9% nickel is amenable to both manual and automatic field welding.

Other designs, other nickel alloys

For your own LNG tanker, you can choose 9% nickel—or either of two other nickel alloys that have been used successfully in cryo- genic service: • Type 304L nickel stainless steel. • Invar* 36% nickel-iron alloy.

It depends, really, on the design you prefer for your ship.

For more details on nickel alloys in cryogenic service, write

Dept. MR-173, The International

Nickel Company, Inc., One

New York Plaza, New York,

N.Y. 10004.

INTERNATIONAL NICKEL

In.Canada, The.International Nickel Company of Canada, Limited, P.O. Box 44; Toronto-

Dominion Centre, Toronto 111, Ontario.

In England, International Nickel Limited,

Thames House, Millbank,

London SW1 P4QF, England. *A Registered Trademark of

Societe Creusot-Loire (IMPHY)

January 1, 1973 21