United States spending for ocean ships and their subsystems during 1976-1985 could range from $10 billion to $16.4 billion, depending on the U.S. commitment and world demand, according to "Shipbuilding and Associated Subsystems," a Frost & Sullivan analysis of the industry.
Aggregate demand for world shipping capacity, minus existing capacity, and the U.S. Government's willingness to press a cargo-preference policy for American shipping are the critical factors in determining the eventual size of the market.
Assumptions Scenarios A, B and C were formulated to project the extent of the total market and sub-markets, based on funding levels for (a) Construction Differential Subsidy; (b) cargo preference legislation, and (c) Navy shipbuilding dictated by national defense needs.
Scenario A calculates an increase of 46 percent or 268 ships, representing total new ship construction of $10.1 billion for 1976- 85. Scenario B sees an even larger expansion of 408 new breakbulk and bulk carriers, or outlays of $13.6 billion, and Scenario C is the optimum market of 563 new ships or a total market of $16.4 billion.
The study believes that Congress will enact cargo-preference legislation in 1977, mandating, among other items, the carrying of 20 to 30 percent of U.S. oil imports in American-built and operated tankers.
Some of the study's other assumptions are: • World trade will continue to grow at 5 to 10 percent annually, probably closer to the higher figure.
• The world economy will remain relatively stable.
• Continued growth in construction of LNG carriers, intermodal and other specialty vessels.
• Despite long-term U.S. Government policy, there will be a strong trend toward bilateral agreements and cargo preference restrictions, forcing a reexamination of U.S. policy.
Breakbulk Shipping In breakbulk shipping, the largest dollar market under Scenario A will be the construction of 36 barge carriers for a total of $3.6 billion in 1976-85. There will be more (42) roll-on/roll-off carriers built, but the market value will be $3.1 billion.
Also in breakbulk, new containership construction is estimated to be $1.5 billion for Scenario A, and general freighter expenditures of $1.3 billion will be concentrated in the 1981-85 period.
Under Scenarios B and C, the barge carrier category will remain at $3.6 billion, ro/ros also will stay constant, but container carrier shipbuilding will expand to $2.5 billion for option B, and $3.5 billion for C.
Bulk Carriers In bulk-carrier shipping, liquefied natural gas (LNG) carriers will dominate all Scenarios, ranging from $10.8 billion in new construction under A, to nearly $14 billion for the C option. In vessels, the span is 48 to 90.
In other bulk-carriers, oil tankers, given optimum conditions, could rise from new construction of $562.5 million in Scenario A to $8.2 billion under Scenario C. New tanker construction would range from 237 to 320. Dry cargo carrier estimates are, variously, $2.0 billion, $2.5 billion and $3.0 billion, all in 1981-85.
Subsystems In the subsystems markets, steel will be the primary segment, with carbon steel plates alone requiring purchasing of $1.2 billion in Scenario A, $1.7 billion in B, and almost $2 billion in the C option. Other carbon steel requirements, including structural, will add substantially to this submarket.
Alloy steel, aluminum sheet, plate and foil, and copper pipe and tubing present smaller but significant markets of opportunity.
Purchasing of diesel engines, including semi-diesel, is forecast to be $252 million, $340.4 million and $408.5 million under the respective scenarios. Gasoline engines and carburetors will be a minuscule market in comparison.
In communication and navigation systems, the Marisat communication system will be the major recipient, with estimated funding ranging from $21.4 million to a high of $45.0 million.
Satellite, Omega/Decca and Loran navigation systems are expected to be $10.2 million, $15.5 million and $21.6 million under each scenario.
Conclusions Among a number of conclusions, "Shipbuilding and Associated Subsystems" believes that U.S. shipyards will build an increasingly higher proportion of the 50 to 100 LNG carriers required in 1976-80 because of advancements in cryogenic technology, considerable unused U.S.
shipyard capacity versus lesser foreign capacity, and economic trends favoring the U.S.
For further information, contact Customer Service, Frost & Sullivan, Inc., 106 Fulton Street, New York, N.Y. 10038, Reference Report #405.
and LIDAR. Performance requirements are defined at the subsystem or component level. Examples include: detection and classification (by type and size) of objects within a certain time frame and distance required to give sufficient time to react; execution of collision regulations based on type
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, the structure module predicts the structural loads and, based upon the selected material properties and starting with a minimum plating gauge, it sizes the hull plating and structural scantlings to resist the predicted seaway loads and then sums up the structure weights. The resistance module then
Tracor, Inc., Austin, Texas, has received a multi-year contract from the Naval Supply Center, Norfolk, Va., for engineering, analytical, and technical support as required by the NAVSEA Combat System Engineering Station in Norfolk for the AN/SQQ-89 (V) Underwater Sensor System, the Anti-Submarine Warf
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The American Society of Naval Engineers (ASNE) in cooperation with the Surface Navy Association (SNA) and the Supervisor of Shipbuilding, Pascagoula, Miss., will sponsor a symposium in Biloxi, Miss., September 27-29,1990, at the Mississippi Gulf Coast Coliseum. The symposium is titled "Destroyer
Of cer for Cimco net result is that for the same perfor- the petrol equivalent. “We’ve got a compliant and versatile enough to ap- mance and tank size the OXE Diesel twin installation on a 10 meter Chee- peal to the needs of commercial, gov- four-stroke offers 70 percent more range. tah cat,” says
D 975 No.1 lined engine design reduces fuel consumption by up to 42 Weight:No.2. JIS KK2204, F54 & F75 percent. The result is an outboard unit of similar size and Alternator output:350 kg dimensions to conventional two- or four-stroke petrol out- Rig length:130 Amp board for the same power output that is
PROPULSION that when you lift the soundproof cowl, everything is easily accessible. CIMCO also designed a similar mounting pat- tern as a Yamaha 200hp outboard; the prop uses the same spline and shaft. As Pim Polesie, the Chief Marketing Credit: OXE Of? cer for Cimco, explained, “The ap- proach was to
PROPULSION T e OXE Diesel Outboard Arrives Credit: OXE Swedish manufacturer Cimco Marine has developed the world’s f rst 200hp diesel marine outboard – named the OXE Diesel – for maritime security agencies, yacht tenders, municipalities and military applications. By Rick Eyerdam s Trace Laborde, Marine
such vessels due to the dif? culty to access South America as well as the Caribbean. Do you anticipate any move towards offering more than one standard size for the engine? If so, why and for what new target market? The CXO300 is the ? rst in a series of high-powered per- formance diesel outboards to be
in April 2015. He military and civil applications, offering a signi? cantly reduced holds an EMBA in Business from the University of weight and package size compared to conventional diesel in- JChicago, a Master’s Degree in Marine Surveying board engines. Not only does it offer the torque and fuel ef- and
performance record. started getting inspected under 46 CFR Subchapter M in Finally, the Coast Guard estimates (?) that there are near- July of 2018, the size of the U.S. inspected ? eet grew by ly 58,000 commercial ? shing vessels in domestic service. approximately 6,500 vessels to a total ? eet size
Authors Contributors & MarineNews June 2019 Volume 30 Number 6 Elliott Ewing Mulligan Eyerdam Jim Elliott is President of the American Salvage As- Tom Ewing is a freelance writer specializing in energy sociation and Chief Operating Of? cer of the Teichman and environmental issues. Group of Companies
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