OCEAN INDUSTRY ENGINEERING, CONSTRUCTION AND OPERATIONS MARCH 1974 'HUGHES GLOMAR EXPLORER' EMBARKS ON MINING ADVENTURE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP02-06341R000302420040-3
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 84
• Document Creation Date: December 22, 2016
• Document Release Date: August 3, 2011
• Sequence Number: 40
• Publication Date: March 1, 1974
• Content Type: OPEN SOURCE

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?
Bounce dive may save millions
Seminar on million-ton tankers
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EDITORIAL STAFF
WILLIAM'G. DUDLEY, Publisher
DONALD M. TAYLOR, Editor
WM. B.'COLVIN, Managing , Editor
MARETTA TUBB, Departments Editor
CLYDE La MOTTE, Washington Correspondent
DR. T. F. GASKELL, U.K. Correspondent
MILDRED VAUGHN, Editorial Assistant
MARGARET D. CASHMAN, Editorial Assistant
EDITORIAL PRODUCTION'
W. W. FITZGERALD, Managing Editor
DIANE GILLEBAARD, Assistant Managing Editor
JACK COCKERHAM, Presentation Editor
GLEN HUGHES, Staff Artist
BILL LOGAN, Staff Artist
PIXIE GASCOIGNE, Editorial Assistant
GULF PUBLISHING COMPANY
Editorial and Executive Offices, 3301 Allen Parkway,
Houston, Texas. Mailing Address: PO Box 2608, Houston,
Texas 77001, U.S.A. Cable Address: GULFPUBCO
HOUSTON, Telex 762-908 GULFPUBCO HOU. Phone:
713-529-4301
WILLIAM G. DUDLEY; President and
Chairman of the Board
R. M. do SOMBRE; Senior Vice President
SAM S. SORRELL, First Vice President
NELSON L. BIGELOW, Vice President
GEORGE R. SKELTON, Vice President
MRS. RAY L. DUDLEY, Vice President
P. J. 'AUCOIN, Comptroller
JOHN STEWART, Treasurer and Secretary
ADVERTISING
For addresses of advertising sales offices, see page 82.
'kABP
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99
OTHER GULF PUBLISHING COMPANY
PUBLICATIONS include' World Oil and The
Composite Catalog for the petroleum explo-
ration. drilling and producing industry. Hydro-
Processing Catalog for the hydrocarbon, processing indus-
try'. Pipeline Industry and The Pipe Line Catalog for
pipe lines and gas distribution.
Published Monthly by The Gulf Publishing Co. Ocean
Industry? is a registered trademark of The Gulf Publishing
Co., Houston, Texas, U.S.A. Copyright?1974 by The Gulf
Publishing Co. All rights reserved.
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Postmaster send notification (Form 3479) regarding un-
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Single copies $2; back copies, if available $2.50. Reprints
A new approach to, supertanker design ....... .
Robert Taggarf
Are million-ton tankers practical? ..... . .. ..... 26
Yes, says Andrew G. Spryou
Not yet, says Dr. Tsunco Kuniyasu
Constructing an artificial island off. Brazil ........... 29
Luiz de Lima Cardoso, Leandro Mendes
Sabino and Bela Koman
Hughes Glomar Explorer begins sea trials
of 'mining =systems .. ... .... ....... 32
Bounce diving in 450-600-ft water depths .........;35
Donald M. Taylor
Vessels supporting North .Sea drilling.............. 38
Preview,of new drilling. rigs ... 41
Developments to watch ...... ....... 44
Maretta Tubb
Gas & oil, wrapup .. ..... '....... ............ 48
New type- of floating storage for Ashtart
Field off Tunis '. ._ ... .. ........ 51
J. D. Pax aid'-W. J. van Heijst
Why NOIA opposes the establishment of FOGI ......
Weather averages and-sea states,,.
for selected offshore areas .. ............ ... 64
Regular Departments
Advertisers .................82 Meetings to Make ............ 4
Available Data ............ 82 New Equipment .............77
Bookshelf . ........::...........80 . New Instruments............. 78
Classified Advertising .......80 The Ocean Law Letter.. , ....72!
Literature ....................74 Professional Directory.. ...:79
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here's the tube fitting
you only tighten once
CPV Mark VIII O-SEAL tube fittings have crosses in siies from 1/4" to 2". Write for
a recessed 0-ring that seals from vacuum Catalog 72. Combination Pump Valve Co.,
to 3000 psi. Even vibration and surges 851 Preston St., Philadelphia; Pa. 19104.
won't affect.the leaktight seal. Leakage, [phone].
constant retightening and fluid waste are
problems that are eliminated by these
uniquely superior fittings. Full line of
connectors, unions, tees, elbows and
HOW TO GET Al
FIX .
IN LESS THAN 60 SECONDS:
Tracor Model 700 Omega.Navigator Tracor's Omega Nav-
Low cost! All-weather operation! igation System can fix
Simple to operate! Solid State! your position in less
than a minute. Mid-ocean accuracy of ? 1. nautical mile in
daylight and ? 2 miles at night. Position information in
easy-to-read digital form. Tracor's warranty program is the
best in the industry. Write or call for specifications and name
of nearest authorized dealer.
Tracor
Industrial Instruments
6500 Tracor Lane ? Austin, Texas 78721 ? AC 512/926-2800
meetings to make
20-22 "Artificial Reefs," Astroworld
Hotel, Houston. Sponsored by
Texas Coastal and Marine Coun-
cil; Center for Marine Resources,
Texas A&M University, and the
National Marine Fisheries Ser-
vice. (Write Artificial Reef
Conference, Box 13407, Austin,
Texas 78711.)
APRIL
4 SEASCAPE '74-"Energy from
the Depths-the Engineering
Implications:" Henderson, Hall,
Newcastle-on-Tyne, England.
Sponsored by the Junior Sec-
tibn, Northeast Coast Institution
of Engineers and Shipbuilders.
(Write Seascape Conference,
3rd Floor Clayton House, Regent
Center, Newcastle-on-Tyne, NE ?
3HW, England.)
23-25 Floating Breakwater Con-
!er.ence, Sheraton Islander Inn,
Newport, R.I. Sponsored, by the
University of Rhode Island and
the University of Washington
Sea Grant Programs.. (Write
Walter J. Gray, Univ, of Rhode
Island Marihe Advisory Service;
Narragansett, R.I. 02882.)
29 "Cost Effectiveness in the En-
vironmental Sciences." Three-
day annual meeting of the
Institute of Environmental
Sciences. Shoreham Hotel,
Washington, D.C. (Write Betty L.
Peterson; Institute of En-
vironmental Sciences; 940 East
Northwest Highway, Mount
Prospect, III. 60056.)
MAY
6-8
Sixth Annual Offshore
Technology Conference,
Astrohall, Houston.. (Write
.Sherry Anderson, OTC; 6200
North Central Expressway,
Dallas, Texas 75206.)
13-16 Hovercraft and Hydrofoil Exhibi-
tion, Metropole Exhibition
Center, Brighton, England.
(Write Hovercraft and. Hydrofoils
Exhibitions Ltd., 51 Welbeck St.,
Lohdon W1M 7HE, England.)
21-22 ASTM Symposium on "Proper-
ties of Materials. for Liquid
Natural Gas Tankage." Statler
Hilton Hotel, Boston; Mass.
Sponsored by the Low
Temperature Panel of the
ASTM-ASME-MPC Joint Com-
mittee on' the Effect of
Temperature -on the Properties
of Metals. (Write Hank-Hamilton,
P.R. Director, 1916 Race St.,
Philadelphia, Pa. 19103.)
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 le,
system I've ever usedi...air or.el ctric
.
"StarlMater air starting is the most r?lia
maintenance free starting
"I used.to think all diesel engine starters were ,
pretty much the same ... until I tried
StartMaster," says John Moore, Drilling
Superintendent for the Walker Huthnance
Offshore Company.
John is directly responsible for 6 offshore
rigs and more than 60 diesel engines.
He's been in the business for years
and he's tried them all.
"We've been very impressed with StartMaster's
performance," John said. It cost's me about
half as much to operate as any system I've
ever tried. Trouble free operation is the name "Em
.. of our game ... and there's a lot of water,
w
A At;orAodyr%e PRODUCT, .
-all
m. a nemcw4er
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between us and the nearest
replacement parts."
John summed it up... "I guess
I really am a StartMaster believer.
In fact; I'm replacing all my other
starters with StartMaster and specifying it
on all future engine purchases."
So how about it? We made a Believer out of
John Moore. Why not let us show you proof of
StartMaster's performance?
Just give us a call. Stanadyne, Inc., Hartford Divi-
sion,.P.O. Box 1440, Hartford, Connecticut
.06102. [phone].. Or, contact your
nearest StartMaster dealer.
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a
ANN kkkk,
'XI
'as b
othu
~rIcvst
and
bu o
yant
vests.
Centex makes them bat
On the Cleft, _the Competent workRvest On'
the right,n Comfort Krngs Il ,Both UL-listed, the
TM`vests :are made of Genucel?,. the .Gentex'bran'd;
cif tough,long, lasting unicellular plastic foam.
Genucelwon t rot, waterlog? or dew. Its,
p g
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ct{r rep - rt. l floats. It' virtu lly `r d
or fort King 'Il is vin +lr acoated and goon
r
tour-riot led~t? ovide e tra w aving fo
P r ~ar # c t p tect t 9,P ne.tom
blows ari?~ ?, in d f wars ba
772-2 ~eE,?rC tot4lrt 'xi
The Competent4vest is fabric covered and
recommended forajobs where sharp instru-
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ments,or cutting edges could,,harm a vinyl.,
coated vest Made for full time wear, it weig s?
only X42 ounces (USCG Appfir val r umbers
1:60 053 10/?1 as~a work ve ~1 0 p 2 g
as buo ant YesG ~ ~ ~' t a 5 N w
If= you- want vests t a ar approv
b th work sts a ~b oya # ~
nyonen~m t s cy C Fr
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Ruston Paxman Diesels Limited
Vulcan Works, Newton-le-Willows,
Lancs WA12 8RU England
Telephone: [phone]
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Creative steelpower.
? Helping offshore oil recover
? ? ? to Mother ? al her worst.
In the search for tomorrow's energy, ol I com-
panies must now reckon with the awesome powers
of nature. Much of our future oil supply depends
on the ability to design and build the innovative
machinery that can be planted on the ocean f loor.
And these offshore platforms must be able at
times to withstand angry elements, like the 100
toot waves and extreme temperatures of the North
Sea. To solve these problems, engineers are turn-
ing to the creative steelpower of Lukens.
kind of high purity plate steel for those problem
design areas such as "K'' brace weld joints in the
upper leg sections of offshore platforms. Lukens
Lectrefine is a product of ow unique metal refin-
ing operation, which turns out plates with uniform
values of yield and tensile strength, elongation
and reduction of area. Values that remain virtually
the same in all directions- longitudinal, transverse
and through-gage. And minimum reduction of
area is certified to be 40% at specified test
locations.
With the help of new steels like Lukens
Lectrefine, the petroleum industry is getting the
critical materials of construction it needs to probe
the ocean's depths for the vital oil without which
a nation cannot move. Another example of how
Lukens is helping to turn the tide in the battle for
more energy.
Put Lukens' creative steel power to work in
the early design stages of your long-range projects.
Write or phone Jim Glazebrook, Manager -
Market Development Div., Lukens Steel Company,
Coatesville, Pa. 19320. Phone [phone].
The specialist in plate steels
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Q
...this is the end of the line.
The job gets done here, as contracted-or it doesn't. There is only one way to know in advance ...
look at the track record. Oceaneering has successfully completed more contracts in more parts of
the world, in deeper rougher water, than any other diving contractor.
Oceaneers made the first commercial helium dives, the first working bell dives the first un-
derwater hot tap, the first commercial submarine lock-out dive, and the first operational 600-foot
non-saturation bounce dives.
Oceaneering was awarded the first contract to.provide 1,000-foot diving services, and built the
first explosion-proof 1,000-foot saturation diving system designed for installation aboard a drill-
ing rig (the new SEDCO 702).
Today, Oceaneering supports more drilling rig operations than any other diving company in the
world!
Oceaneering has developed practical equipment and efficient working procedures from years of
field experience. The result is performance, where it counts ... at the end of the line.
OCEANEERING
Advancing operating frontiers...
9219 Katy Freeway, Houston, Texas 77024
[phone]' Telex 775181
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I m$ ?y YtDLEME Y RNhbaff Iamdarao
Two Rees n mole Ong jettea Enid Q,u
Reduced
' Construction Costs.
absorb all shocks. The quaywall is protected
from strong impacts. Easy installation
because Yokohama Pneumatic Rubber Fenders.
Quaywall construction costs are cut sharply
also cuts costs.
Increased ship safety.
Buoyancy always properly positions Yokohama
Pneumatic Rubber Fenders so they evenly dis-
tribute and absorb impact preventing damage to
moorings and ship's hull.
~00~00[~00
THE YOKOHAMA RUBBER CO.,LTD. C.P.O. Box: 1842; TOKYO, 100-91, JAPAN Telex: J24673 Cable Address: "YOKORUCO TOKYO'
Circle 64 on Reader Service Card
North :Sea 1974
Offshore
Technology' Conference -and Exhibition
Stavanger.- Norway Sept. 3rd 6th.
250 international exhibitors
The conference program comprices:
Technology -' Safety and Environmental Protection - Exploration,
Geology and Geophysics - Economy, Law, Energy, Marketing.
Write or phone now for complete program, list of
exhibitors, and registration card.
Conference office: Exhibition office: Houston office- Phone [phone]
Offshore North Sea 1974 Offshore North Sea 1974 ? ? ? ? ? ? Norway ? ? 1
London office: ? 01.668.1 1 1.
Phone: [phone] l l Stavanger - Norway Rotterdam office: ? 010.352347
Phone [phone]
We'll meet in Stavanger
? from all parts of the world.
Circle 65 on Reader Service Card
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OCEAN INDUSTRY
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Cat Tandem D399's with generator between,
capable of 1850 kW (hoisting). Cat-de
signed base, incorporating three-point sus-
pension, retains factory alignment without
deflection.
Atwood Oceanics' semi-submersible Margie.
Built by Marathon-LeTourneau in Singapore.
Capable of drilling in 600' (185 m) water
to a depth of 20,000' (6100 m). Two D399
Tandems plus a fifth D399 furnish prime
power.
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THE ONE BETTER PRIME POWER
UNIT MAY BE:TWOOF THEM.
Cat Tandem Diesels driving an AC generator
give high output with more flexibility.
Tandem D399's give you up to 1850
kW. And two of the pairs plus a single
D399 generator set 'make a total power
package ideal for SCR rigs, especially
semi-submersibles.
What's more, the Cat Tandem Diesel
arrangement provides more flexibility. You
can still maintain 50% load (or more, in-
termittently) while one engine is discon-
nected for service or repair. Or, you can
shut one down for economy reasons when
only part-load operation is required. One
man can disconnect or reconnect one of 'the
engines in 20-30 minutes without read-
justment problems.
There's also application flexibility -
because 6.25-inch bore Cat Diesels can give
100% power from either end of the crank,
rotate in either direction, and take two
engines' power through one crank.
The first Cat Tandems were installed
on Atwood Oceanics' semi - submersible
Margie. Other tandem-powered rigs are
being built in Singapore, Australia, England,
and the U. S. In fact, Caterpillar Tandems
or compounds are powering drilling, marine
propulsion, pipeline pumping, dredge pump-
ing, and prime and standby power installa-
tions all over the world.
For more details contact your local
Caterpillar Dealer.
AT-10APILLAR
Caterpillar, Cat and Ware Trademarks of Caterpillar Tractor Co.
See the Cat Tandem D399 unit on display at
the Offshore Technology Conference, Houston
Astrohall, May 5-8, 1974.
Circle 66 on Reader Service Card
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0
,..Little good it would do us to design and produce the
firiest'Graphic, Recorders in the world, if one hard
bump put them out of operation.
So we build the EPC Model 4100 and Model 4600
tougher than Dick Tracy.-
In temperature extremes, they run and run. Despite
shipboard handling, they run and run. Because the
designs are elegantly-logical, and the constructions
are eminently ocean going, the Models 4100 . and
4600 give -more: hours of service per dollar invested
than any similar instruments.
The Model 4100, is the most sophisticated graphic
recorder made: It has. jitter-free digital drive, com-
plete tape compatibility, spreading loss compensa=
MODEL 4100
Please write
for
complete
specifications.
14 Circle 67 on Reader Service Card
tion, and prints on -high resolution-dry- paper. An
Accutron clock is; incorporated into the front panel
as an .independent time reference and calibration
signal. The sweep operates either left to. right or
right to ' left, at rates, up to 8 sweeps per second.
For a single sweep, it can be triggered either in-
ternally or externally.
The Model 4600 has the same digital drive, tape
compatibility, variable sweep speed, single sweep,
and dry paper. output. It is, however, less flexible
than the 4100 and, therefore; less -expensive.
If you-want t,o know how well EPC-Graphic Recorders
work, we'suggest you ask any fellow geophysicist
who's used one. If you want to know why.-they work
so well, please write for our free literature.
MODEL 4600
EPC LABS, INC.
Box 97
123 Brimbal Avenue
Beverly, Massachusetts 01915
[phone]
OCEAN INDUSTRY MARCH 1974
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O O
U LJO~~ VO~ LJ LJ
instrument
4950 Terminal Avenue, Bellaire, Texas 77401
[phone] TWX 910-881-5782 Cable HOINCO
European Office Rochesterlaan 6, 8240 Gistel, Belgium
Telephone [phone] Telex BAUSCH 19399
8
a1
MARCH 1974 OCEAN INDUSTRY Circle 68 on Reader Service Card
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92
?1, 9
9 DECRE
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If you are planning
a seabed survey project,
chances are the system is here.
ME=
To get the system that's right for your job, it makes sense to call O.R.E. first. We build, sell and
lease the world's widest range of seabed survey gear, and we'll gladly discuss performance and cost
trade-offs with you.
Most equipment is in stock for immediate shipment, and special lease pools are located in Houston,
Halifax and Aberdeen.
O.R.E. field personnel are always on call to service or operate our equipment . . . and it's worth
checking our prices for packaged drilling site or route surveys anywhere in the world. ORE
Ocean Research Equipment, Inc. ? Falmouth, Mass. 02541 ? [phone] ? Telex 929-445
Houston, Texas 77007 ? P.O. Box 70025 ? [phone]
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PLACE
POSTAGE
HERE
Ocean IndustrY
GULF PUBLISHING COMPANY
BOX 2608
HOUSTON, TEXAS 77001 U.S.A.
Att: Circulation Manager
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Must Be
SUBSCRIPTION APPLICATION FOR UQ( oQ~ UGl)000,MT)7 MAGAZINE n Pa to r
in to B Be e C Conns sidered)
(Available without charge to persons directly engaged in the ocean/marine industry, and who qualify as outlined below)
If this application qualifies, I wish to receive free copies of OCEAN INDUSTRY
Signature
Name Job Title
J?
as
Address --City -State Zip Code
? My company is engaged in:
^ Petroleum ^ Chemicals & water purification ^ Service (What?)
^ Mining ^ Food from the sea ^ Consulting, engineering or research firm
NShip & boat building, structure design ^ Government; military
" & fabricating ^ Government; civilian ^ Other
? Do you recommend or approve the purchase or use of equipment, materials or services for your operations?
Please check: ^ Recommend ^ Specify ^ Approve ^ None
Please check below the Types of Equipment or Services with which you are concerned in your ocean activity:
^ Offshore drilling/production equip. ^ Instruments & instrumentation, cables,
^ Platforms, Structures, floating equip. connectors, etc.
^ Vessels-boats, ships barges, dredges, ^ Control Equip.-pressure, flow, etc.
tankers, etc. El Communications-radio, TV, etc.
^ Prime movers, pumps, compressors, andf ^ Navigation Equip-radar, sonar,
power equip. buoys, etc.
^ Shipyard, terminal & dock equip. ^ Deck machinery equip.-winches,
^ Diving services & equip., life support, cranes, handling equip., anchors,
underwater habitats, etc. chain, rope, etc.
^ Transportation services-boats, ^ Safety Equip.-fire extinguishers
^ Geophysical Services & Equip.
^ Engineering & construction services.
^ Materials (structural)-steel, aluminum,
alloys, glass, cement, etc.
^ Pipe, hose & fittings
^ Tools & Equip. for Maint. & Constr-
Welding, cutting, etc.
^ Corrosion control, including paints
and coatings.
helicopters, planes, etc. lifeboats, personnel transfer, etc. ^ Other
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PROPULSION
MOTORS. .&
GENERATORS
STEEL
WATERTIGHT
DOORS '
USED ? GOOD
able. Some Typical Prices shown be-
low. Please Inquire for other sizes.
26"x48"-4 Dogs-60.00 ea.
26"x57"-6 Dogs 80.00 ea.
26"x60"-4 Dogs, 6 Dogs-$86.00 ea.
26"x66"-6 Dogs, 8 Dogs-$100.00 ea.
Contact Ralph E. Ingram
MARINE EQUIPMENT NEEDS!
Prices are F.O.B. Portland, Ore.
TWO (2) 500 KW
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GENERATORS
* ENGINES
General Motors, Model 12-278A,
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* GENERATORS
General Electric, 500 KW,
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` ELLIOTT MOTORS
1362 HP, 1200 RPM ,
415 Volts DC, 2585
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28ANO2.
GENERAL ELECTRIC
GENERATORS o
1100 KW, 750 RPM,
415 Volts DC, 2650
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MAIN PROPULSION
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2-General Electric Main Propulsion
Double Armature Motors, 2700 HP,
280 RPM, Type MCF, 415 Volts DC.
AXIAL FLOW FANS
Rebuilt-Guaranteed
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Units are removals from ex-Navy
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Sizes 1 HP through 20 HP. Completely
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Bendix can, thanks to MODS, the first in situ Modular
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MODS can, measure and record'a wide variety of
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Write or phone The Bendix Corporation,
Environmental Science Division, Department
81, 1400'Taylor Avenue, Baltimore, Maryland
21204, [phone]:
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
C ~.
Development of the oceans' resources is a challenge vital to man's future.
It's a Challenge NKK is ready to meet.
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meeting the challenges of ocean development.
Overseas Offices DNew York: Telex: 233495 (233495 NKK UR) USA Tel: [phone] ^LOs Angeles: Telex: 910.321-
2456 (NKK LSA) USA Tel: [phone] ^Duesseldorf: Telex: 8587839 (8587839 NKK D) GERMANY Tel: [phone]
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Head Office: Tokyo, Japan
Cable: KOKANNK TOKYO
Telex: J22578
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 ecologically - acceptable and
economically viable:'To`do this, it is in
order to examine the fundamentals of
the problem from the. point. of view of
both. the environmentalist and the
operator. ,
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MILLION TON TANK92S
Anew approach, to
supertanker design
A stalemate between' economic: and ecologic interests in
the movement of crude oil between supply, and demand
points has been developing over. the last few years. To the
present, the ship designer has played a minor role in effect-
ing a rational compromise. While the new` approach, to
supertanker design suggested here is obviously not a pan-
acea for all problems that have arisen, it does address itself
to a number of the ecologic differences that exist.
Robert Taggart, Robert Taggart Inc., see 'whether a new design concept
Fairfax, Va. might provide a'solution which is both
In months the ecological accept-
ability of very -large crude carriers
used 'for' energy fuel transport has
been seriously challenged. It is, con-
tended that, in. coastal waters, these
large: ships 'have neither the low-
speed maneuverability nor the struc-
tural integrity' to permit them -to
operate without undue hazard .to the
environment.. Furthermore, - during
operations _ associated with the, dis-
charge of ballast water, the amount of
oil pumped. into the oceans of the
world has created a major pollution
problem.
There have' been suggested a
number of minor design changes that
purport to make these vessels
ecologically acceptable. Unfortunate-
ly, the cost of these changes is'so
great that the economics of the
transportation system is unbalanced
to the extent that tanker operators are
unwilling to .-incorporate them. It
appears that there is- an impending
stalemate between environmentalists,
on one, hand, and large tanker
operators,- on the other hand, as to
what should be done to provide a
supply of much needed energy fuel, at
a reasonable cost, with a low
probability of environmental desecra-
tion.
Perhaps it is time to take a hard
look at all of the factors involved to
Tanker Operating Economics : '
The total economic picture of: transport
of crude oil by sea from source of supply to
point of demand is extremely complex.
However, for the purposes of this discus-
sion, a simplistic view of the total picture
will 'suffice Of specific interest is the
transportation cost 'of moving I a unit of
cargo across "a given span of ocean. This
can be expressed in dollars per thousand
dwt-miles.
The unit transportation cost is made up
of a number of elements. It includes amor-
tization 'of =the construction cost over the
life of the ship, 'insurance, operating and
maintenance costs, and profit to the
operator. The sum of these costs divided
o11I 1 I$j~.
0 50 100 - 150 200 250, ;300. 350 400
TANKER DEADWEIGHT IN THOUSANDS OF TONS
Fig. 1-Unit transportation cost for crude
oil.
by.the product of the ship deadweight and
the miles it travels 'to transport a ton of
cargo gives the unit transportation cost. As
shown in Fig: 1, this cost is reduced
significantly as the size of the tanker in=
creases.
The reasons for this are fairly obvious. A
larger container costs less to build per unit
of capacity. The size of crew; to operate a
large ship is no greater than that to
operate a small ship and propulsive power
per ton of displacement decreases with in-
creasing size for the same sea speed. Thus
both the initial cost and operating cost per
ton of cargo is'less for the large tanker
than for the small tanker.
It is in the best interest of both the
operator and ultimate consumer to, keep
these transportation costs to a minimum.
The operator is.concerned with obtaining
the maximum possible return on his in-
vestment; the consumer is concerned with
obtaining the maximum amount of energy
fuel at the least cost. Anything that is done
to the ship design which ;will increase initial
cost, increase operating' cost, or reduce
the carrying capacity, will be objectionable
both to the operator and to the ultimate
consumer.
HAZARDS TO ENVIRONMENT
Environmental hazards associated with
tanker operations fall into two ,general
categories. One category is related to con-
ventional methods of4ankeroperation; the
other category is related to the probability
of a- catastrophe that may' result in the
dumping of cargo into the water.
Movement of, energy 'fuel is almost
universally a one-way operation over. great
distances. The supply and demand points
are widely separated geographically and
the supplier has_ noa requirement for any
cargo that can- be returned to him in the
same type of vessel used to transport the
energy fuel to the point of demand. The
result is that a tanker carries cargo in one
direction and, returns devoid of cargo.
For.reasons`that will be discussed later,
current tanker- designsare such that the
return trip, is made'in a ballasted condition.
Cargo, oil tanks are filled with sea water up
to 45% capacity for the return voyage. This
sea water must then be discharged before
the tanks can be again filled with cargo oil.
The hazard to the environment is that a
residue 'Of crude oil may be mixed'with the
dischargedxseawater.~' ,
This hazard has been reduced some-
what in recent years by the load-on-top
technique.'The new cargo is'pumped in at
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the top of the cargo tank which forces the
sea water out at the bottom. The oil, being
of lesser density, floats on top of the water
but there is some mixing at the interface
and also some oil from the previous cargo
is mixed with the ballast water. The water
discharge can be carefully monitored and,
when traces of oil are apparent, the dis-
charge can be stopped or rerouted to
separation tanks. Although this technique
has helped, the problem is not satisfactori-
ly solved. From the environmentalist view-
point, nothing but zero discharge of oil will
be acceptable.
The other category of environmental
hazard, that of accidental oil spills, is
equally critical. Any rupture of a cargo oil
tank can have a disastrous effect on the
ocean environment. A Coast Guard study'
of world-wide tanker casualties in 1969-
1970 showed that of a total of 926 tanker
casualties involving rammings, collisions,
and groundings there were 175 incidents
of environmental pollution. Of these
casualties, approximately 94% occurred
during inshore operations as shown in Fig.
2 and 97% of the polluting incidents oc-
curred in inshore waters. The percentage
distribution of location of polluting in-
cidents is very similar to the distribution of
all casualties. Other Coast Guard
statistics= indicate that, on the average,
every tanker is likely to be involved in an
accident once every nine years in its
lifetime and that one out of every six of
these casualties is likely to result in a
polluting incident.
HARBORS COASTAL AT SEA UNKNOWN
& ZONES
ENTRANCES
Fig. 2-Tanker casualties and polluting in-
cidents involving rammings, collisions and
groundings.
When these statistics are examined,
there is little wonder why environmen-
talists wish to restrict tanker operations to
those areas where they are the least acci-
dent prone-in other words well away from
any coastline. This concern applies to all
tankers, not just supertankers, since the
major quantity of pollutants has been
spilled by tankers of less than 10,000 dwt.
Their contention is that either the polluting
casualty probability must be significantly
reduced or that some means must be
found to import energy fuel without the
hazard of ships operating in inshore or
coastal waters.
CHANGES IN THE TRANS-
PORTATION SYSTEM
The increasing size of tankers used to
transport crude oil has dictated a number
of changes in the methods used to transfer
the cargo from seagoing vessels to shore
storage facilities. This applies particularly
to the coasts of the United States where no
existing harbors can accommodate the
larger tankers now being constructed.
Several alternative means are under active
consideration to adapt the transportation
system to this geophysical situation.
The most obvious alternative is to
dredge existing harbors and their ap-
proaches to a depth sufficient to accom-
modate deep draft tankers. This would
permit these large vessels to move to
within hose transfer range of existing
shore storage facilities. The time and cost
of the required dredging operations is in
most cases exorbitant. One compromise,
currently being investigated, is to alter
tanker designs to a large beam, shallow
draft configuration that will reduce dredg-
ing costs to a realistic figure.
A second alternative is to construct
offshore transfer stations, in waters deep
enough for supertanker operations, where
large vessels can tie up to discharge their
cargo through pipe line to shore demand
points. Under this alternative are included
fixed superports with storage and service
facilities as well as single point moors con-
nected by flexible hose to the transfer pipe
line.
A third alternative is to develop transfer
stations that are located on or near the
shores of islands, outside the continental
limits of the United States, where deep
water is available close to shore. Potential
sites currently being considered or
developed are offshore of Nova Scotia,
Grand Bahama, Puerto Rico, and Trinidad.
From these stations, the crude oil will be
transported by feeder tankers to East and
Gulf Coast ports of the United States. This
type of system, serving Northern European
ports, has been in operation for a few
years in Bantry Bay, Ireland.
The fourth alternative is the cargo oil
sea transfer system where the transfer of
crude oil from supertanker to feeder
tanker is carried out with the vessels under
way at sea. This system avoids the high
cost of offshore terminals or island
transfer stations but does involve the use
of feeder tankers that must make their way
into existing shore terminals. However, as
a part of the system, the feeder tankers are
equipped with a high degree of maneuver-
ing control capability.
CURRENTLY PROPOSED
SOLUTIONS
To combat the problem of discharging
oily ballast water, the load-on-top techni-
que already mentioned is a partial, albeit
unsatisfactory, solution. Some improve-
ment in this system can be anticipated due
to recent developments in sensors to
detect the presence of oil in water and in
more efficient methods of separating oil
and water. However, these developments
are either not considered sufficiently
promising or they are projected to be inor-
dinately expensive. In either case, the con-
sensus is that the procedure of overboard
discharge of ballast water that has been
exposed to cargo oil contamination will not
be tolerated in the foreseeable future.
One alternative is the use of segregated
ballast tanks. These are separate tanks
used for ballast water on the return trip
wherein the ballast water is never exposed
to oil contamination. Such a system is cer-
tainly feasible and unquestionably would
solve the environmental problems that fall
into this category. Unfortunately, this solu-
tion is unacceptable from the economic
standpoint. The incorporation of seg-
regated ballast tanks in the design of a
ship means that the cargo oil carrying
capacity, for a given size of ship, will be
correspondingly reduced. This has the
effect of increasing the unit transportation
cost in proportion to the amount of cargo
deleted to make room for segregated
ballast tank capacity. The requirement for
segregated ballast tanks could involve up
to an 80% increase in the unit transporta-
tion cost. This is acceptable neither to the
operator nor to the consumer.
Under the other category of en-
vironmental hazard, that of tanker
casualties occurring in coastal or inshore
areas, the proposed solutions have been
both more numerous and, in some cases,
even more expensive. The solutions that
are applicable to a particular transporta-
tion system depend upon the specific
characteristics of that system with regard
to exposure to potential casualty situations
and the types of ships involved. These
systems, described earlier, cover:
? Large beam supertankers brought to
existing shore facilities through dredged
channels.
? Supertankers tying up to offshore
transfer stations with cargo oil being piped
ashore.
? Supertankers delivering cargo to
island-based transfer stations with feeder
tankers used to move the oil to existing
continental bases.
? Supertankers transferring cargo oil at
sea to feeder tankers which in turn bring
the cargo into existing shore facilities.
The most hazardous of these operations
is that of running large beam vessels into
existing terminals through restricted and
heavily trafficked waters. At low speeds, a
very large vessel of conventional design is
virtually incapable of controlling its own
maneuvers. In waters of restricted depth,
this capability is further degraded, to the
point where the operation becomes ex-
ceedingly dangerous. Proposed solutions
include fitting this type of ship with power-
ful maneuvering propulsion devices and
developing tug systems with integrated
control to maneuver these large vessels in
and out of port. From an economic stand-
point, when harbor improvement costs are
added to the costs of ship modification
and tug system development, this opera-
tion appears to hold only marginal promise
as a viable transportation system.
When supertankers are required to tie
up to a pipe line-connected offshore ter-
minal, the environmental hazard is re-
duced considerably. These terminals can
be located away from congested traffic
areas thus reducing the probability of ship
collisions. The terminals can be designed
to minimize the chance of rupture of ship
tanks due to collisions between ships and
fixed structures, and the water depth
should be ample to avoid groundings. With
techniques currently available it should
easily be possible to augment tanker
maneuvering capability and to provide tug
services adequate to reduce the probabili-
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ty of oil spills from tankers to near zero
with this type of operation.
Both the environmental threat and the
economic problems of a system utilizing
offshore terminals relate more to the ter-
minal and its shore connection lines than
to the ship operation aspects. The ter-
minals and pipe lines will be subjected to
sea forces that may cause massive oil
spills. The cost of offshore terminals and of
laying pipe of adequate size is extremely
high. Thus, although there seems to be no
insurmountable problem in adapting ships
for this type of transportation system, the
economic and ecological acceptability of
the required facility installation is open to
question. For this type of system, there is
being considered the installation of special
wave barriers to mitigate the sea action
both to protect the fixed installations and
to extend the periods during which ships
can tie up. Specially designed heavy
weather tug systems are also being con-
sidered to aid in mooring and docking
operations. However, the remote offshore
location of a deepwater terminal will un-
doubtedly result in a system that will have
a considerable amount of down time due
to weather and sea action.
Many of the problems of an offshore
deepwater terminal are overcome when
transfer stations are provided at sites
where deep water is found close to a
protective shoreline. This route is being
followed by a number of large oil com-
panies as the most economic means of
bringing oil to continental demand points.
The Gulf Oil installation in Bantry Bay has
already been cited. In addition, Texaco is
constructing such a station in Trinidad and
Burmah Oil is planning to expand the pre-
sent facilities on Grand Bahama Island.
The main problem with this form of
transportation system is that feeder
tankers are required to transfer the cargo
oil from the island stations to continental
demand points. In other words, the same
total quantity of cargo will be brought into
continental ports by ship.
One can conclude that the use of feeder
tankers is economical since the major oil
companies are investing heavily in island
transfer stations. It does not, however,
solve the problem posed by the en-
vironmentalist. Although feeder tankers
are somewhat more maneuverable than
supertankers, the probability of polluting
casualties occurring in inshore waters is
not reduced significantly. It is increasingly
evident that drastic changes in tanker
design will be required to render this
transportation system ecologically accept-
able.
The latest contender for consideration
as a crude oil transportation system is the
cargo oil sea transfer system.' This system
has both economic and ecological advan-
tages over the other systems discussed.
From the economic standpoint, the cost of
expensive fixed installations is avoided
and turnaround time can be considerably
reduced. From the ecological standpoint,
the transfer between supertanker and
feeder tanker will take place at sea, well
away from marine traffic, with both ships
underway so as to retain their full
maneuvering capability. The feeder
tankers are equipped with a powerful
maneuvering propulsion device and sen-
sors and control elements for precise
positioning during mating operations. This
high degree of maneuvering capability
can be exercised when the feeder tankers
enter port so that the probability of
polluting casualties from these vessels
will be minimized.
Except for the last system discussed, no
major changes in the design of either
supertankers or feeder tankers are
evidently contemplated to improve the
ecological acceptability of these crude oil
transportation systems. Consideration has
been given to using segregated ballast
tanks, double-bottoms for increased
protection, and a variety of improvements
in maneuvering and control systems. But,
in most cases, the concessions to the en-
vironmentalists have been minimal and
usually do not involve a major imbalance
in the operating economics. The question
is whether there is any possibility of alter-
ing tanker designs to meet the economic
requirements of operators and consumers
while also satisfying the legitimate
demands of those concerned with the en-
vironment.
DERIVATION OF DESIGN
REQUIREMENTS
The economic disadvantages of seg-
regated ballast tanks are in direct conflict
with the demand for zero discharge of oily
ballast water. The operating technique of
ballasting down for return voyages should
be examined in some detail to see if there
is a likely prospect for resolving this con-
flict. As an initial step, consider the
reasons for running a large tanker in
ballast. These are:
? To obtain sufficient propeller sub-
mergence for adequate propulsion and
maneuvering capability without intolerable
vibration.
? To reduce freeboard at the bow by an
amount necessary to retain control of
heading.
? To reduce structural loads due to im-
balanced weight distribution and dynamic
effects of seaway action.
In order to maintain reasonable
propulsive efficiency, without excessive
cavitation or vibration, the tips of a screw
propeller should be submerged ap-
proximately 25% of the propeller diameter.
For a 300,000 dwt supertanker, with a
propeller diameter of 30 ft, this would call
for a draft at the stern on the order of 37.5
ft. With cargo and ballast tanks completely
empty, the stern draft of a typical ship of
this size might be on the order of 20 ft,
which would hardly be adequate. Further-
more, only about half of the rudder area
would be effective in meeting coursekeep-
ing and maneuvering requirements.
Under the same unballasted conditions
the forefoot might be almost completely
out of water, with a freeboard of 80 to 90 ft
exposed to wind action. The lack of sub-
merged forebody, coupled with the high
freeboard and reduced rudder effec-
tiveness would render the ship almost
totally uncontrollable at sea.
Structurally, the ship should be capable
of withstanding the bending loads im-
posed by this condition in still water. In a
seaway, however, the slamming loads and
torsional bending moments imposed
might easily prove too much for the struc-
ture to withstand. Therefore, a conven-
tional supertanker without either cargo or
ballast could not be considered a
seaworthy vessel.
The excessive trim of a supertanker in
the light condition is due primarily to the
fact that the machinery, fuel oil, and house
structure are located aft. In current super-
tanker designs this is done for a very good
reason. With the main propulsion and
maneuvering devices installed at the stern
it is essential that propulsion machinery
and steering engine be juxtaposed so that
connecting shafting lengths be minimized.
For efficient operation, the engine room
personnel should be housed near the
machinery spaces and it is also logical that
all of the machinery required for hotel ser-
vices and for ship operation be located in
the same general area. Similarly, deck
personnel and ship control areas have
been located in proximity to other
operating personnel and near the basic
services required. This results in the after
location of all personnel, all primary
operating functions of the ship, and the
consequent concentration of light ship
weight at the stern.
Although there is justification for
locating ship control functions at the stern,
this is not necessarily the best location for
optimum ship handling. With ships ex-
ceeding 1,000 ft in length, control from the
stern becomes exceedingly difficult due to
the distance between the bridge and
critical parts of the ship. It may be noted
that, in the past, tankers were usually
designed with the navigating bridge
amidships and Great Lakes freighters, that
have many similar characteristics, are con-
trolled from a bridge at the bow.
If the necessity for running a super-
tanker in ballast was eliminated, the need
to use segregated ballast tanks to avoid
discharging polluted ballast into the ocean
would disappear. It is of interest to see
what would be involved in removing the
ballast mode from tanker operating
procedures.
The first requirement is to devise a
propulsion system that will have adequate
submergence for efficient propulsion at
greatly reduced ship drafts. Concurrently,
the maneuvering control system must also
perform effectively at these reduced
drafts. The second requirement is to alter
the light ship weight distribution to get the
bow down and the ship on even keel. This
will serve both to improve course keeping
ability and to reduce structural stress
caused by seaway action. The transverse
metacentric height must also be adequate
to ensure ample static stability under this
operating condition.
The above design requirements are
those that relate specifically to economic
and safe ship operation without the poten-
tial environmental hazard of discharging
oily ballast into the ocean. There is an ad-
ditional requirement to improve
significantly the low speed maneuvering
capability of both supertankers and feeder
tankers. This includes the ability to stop in
a lesser distance, to turn more rapidly, to
be able to sidle against wind and current,
and to retain complete ship control while
backing. In a recent study conducted for
the Maritime Administration,' these
maneuvering requirements for a super-
tanker were summarized as follows:
? The ship shall be capable of main-
taining complete maneuvering control un-
der all conditions of operation.
? The safe approach speed toward a
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W BEl'Ow `
HUB
ISCHARGE ELEM
VORTEX P,ROPELLERaROTOR
Fig. 3-Scheme of the Vortex propeller.
fixed structure ahead shall be at least 30%
greater than for an unimproved ship.
? Without the aid of tugs or shore lines
the Ballasted ship shall be capable of
holding itself stationary against a beam
wind of 35 knots.
? The loaded ship shall be capable of
holding itself stationary against a beam
current of one knot in water depths of
threejtimes the draft of the ship.
? The loaded ship shall be capable of
rotating about its midsection at a constant
rate not less than 12 degrees per minute.
? The ship shall be capable of self-
propulsion in the event of failure of main
propulsion components.
These requirements were derived for a
supertanker that might be called upon to
offload at a continental port, at an offshore
transfer station, or at an island transfer
station. They apply equally well to a super-
tanker that operates in restricted waters
anywhere in the world and to' a feeder
tanker that enters any heavily trafficked
port.
CONCEPTUAL DESIGN OF A
SHIP TO MEET THE
FOREGOING REQUIREMENTS
For a supertanker or feeder tanker to
make a one-way ocean voyage without
ballast it is fairly obvious that, in light ship
condition plus personnel, fuel, and stores,
the ship must ride on even keel. This
means that all machinery, equipment; and
structures associated with ship propulsion
and control and cargo loading' and dis
charge, as well as those associated with
life support of personnel, must either be
located amidships or equally distributed
fore Land aft. This may appear to be a
radical deviation from current designs but
has many advantages from the standpoint
of ship control and of, structural design.
Assume, for the moment, that a super-
tanker is designed with its main propulsion
prime movers amidships together with all
cargo pumps and auxiliary hotel load
machinery. Also assume that the per-
sonnel accommodations are in a miships
house structure as are the navigation
spaces and bridge. This would preserve
the need for close juxtaposition of all ship
and crew operating functions and at the
same time permit the designof,a ship that
would ride on even keel under either light
or loaded operating conditions.
It would be convenient, in meeting the
design' requirements, if the propulsion
units and maneuvering control devices
could also be located amidships. This, of
course; is impractical from the standpoint
of propulsive efficiency using any'known
propulsive devices. The alternative is to in-
stall propellers fore and aft "'at the ex-
tremeties of the ship. Since it is not feasi-
ble to run drive shafting from a midships
prime mover to these locations, it is
necessary to use either electric or
hydraulic, motor drives for each propeller
connected by cable or piping to midship
prime movers:
To meet the design requirements, the
propellers must be totally submerged at
the light ship draft. For the 300,000-ton
ship cited previously, this light draft might
be in the order of 10, to 12 ft. Also, it is
desirable, that the propellers. not extend
below' the keel of the vessel. If conven-
tional, screw.- propellers are used, the
allowable diameter would be in the order
of 8 feet, which is much less than that re-
quired-for.efficient propulsion. In fact, to
provide adequate propulsive thrust, it 'is
mandatory that a vertical-axis propellersbe
used in order to fit within the allowable
dimensions. This is essentially a ,propeller,
such'' as a paddle-wheel, that delivers
thrust with the rotational axis disposedin a
generally vertical direction.
There are a number of existing propeller
designs which meet this criterion:: They
can generally be classified 'under the
category of rotating-blade propellers: The
blades-are spade-shaped hydrofoils ex-
tending downward from a circular,.plate.
The blade' axes are parallel' to -the'
rotational axis, and, as the mounting plate
turns, the blades change,'pitch angle.with
respect to their orbital path of'motion. The
pattern of pitch change varies for different
types of rotating-blade propellers;' they
may be identified as sinusoidal, cycloidal,
or Pi-pitch propellers or by manufac-
turers/inventors names such as Voith-
Schneider or'Kirsten-Boeing.
Although rotating-blade ..vertical-axis
propellers could be used at the. bow'and
stern of a supertanker, it is believed that a
SEPARATION
PLATE i
SUCTION
ROTOR ROTATION SUCTION
PASSAGE
recently invented device called a Vortex
Propeller would be more practical. The
Vo'ittex Propeller has no moving parts
other than the rotating impeller unit and
can be designed with the ruggedness and
reliability that are essential for long term
use in tankerservice. This device consists
of rotor fitted with multiple blades that
turns in a specially configured housing.
The propeller is capable of delivering
propulsive thrust in any selected direction
perpendicular to the axis of rotation and
developing a concomitant lift force along
the" line 'of the axis of rotation. The propor-
tion' of lift to thrust is a function of the
design of the rotating blades. The direction'
of thrust is a function of the housing con-
figuration and its alignment relative to the
rotlor.
Each rotor blade comprises three
elements: a suction element, a lift element,
and a discharge element as shown in Fig.
3. ,IThe, suction element is a cambered
hydrofoil which acts to draw fluid from the
periphery of the rotor and to move the fluid
.radially inward toward the axis of the rotor.
11
lift element.is also a hydrofoil which
The
resembles a blade of a screw propeller; it
may have pitch as well as camber 'and
se ,ves to move the fluid axially from the
suction region to the discharge region of
the propeller. The discharge element of
the rotor blade ' is also a cambered
hydrofoil which acts to move the fluid
radially outward from the rotor axis to the
pe'iphery.
]I -
simplified housing configuration is it-.
lustrated. For convenience in describing
the forces developed by the propeller, the
rotor axis is shown vertical. Flow through
the propeller is from right to left and
downward. The resulting thrust force is to
the right and the developed lift force is up-
ward. The housing is divided into upper
and lower chambers by a separation plate
which has the same thickness as the lift
elements of the rotor, blades; it has a cir-
cular cut-out concentric with the rotor and
equal. to the rotor diameter plus a slight
clearance., Above the separation plate is
the suction chamber and below is the dis-
charge chamber. Small clearances are
also provided between the suction
elements and the top of the suction
chamber and between the discharge
elements and the bottom of the discharge
chamber. The suction chamber is open to
the surrounding fluid on the right, or suc-
tion side of the housing with the remainder
of the rotor periphery sealed-off to contain
the fluid within the rotor diameter. Similar-
ly,1`the discharge chamber is open to the
surrounding fluid on the left, or discharge
side of the housing,with the remainder'of
the periphery sealed off to contain the fluid
within the rotor diameter. Thus, the fluid is
drawn into the rotor through the suction
opening, directed downward from the suc-
tion to the 'discharge chamber, and then is
fo rIced outward through the discharge
oplening. Propulsive thrust to the right is
developed by the acceleration of fluid from
right to left; upward lift is developed by the
downward acceleration of the fluid as it
moves from the upper suction chamber to
11
lower. discharge chamber.
the
For a 300,000-ton supertanker, four
Vortex propellers would be required, each
of about 20 ft in diameter and requiring ap-
proximately 10,000-hp drive units. These
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four propellers can be located near the ex-
tremities of the vessel, well outboard of the
centerline, as illustrated in Fig. 4. The total
rotor axial dimension is on the order of 4 to
5 ft so that the propeller can fit above the
keel and below the light ship waterline.
Fig. 4-Plan view of Vortex propeller
locations at bow and stern.
The housing configurations for the two
forward propellers can be arranged so that
the suction is taken from directly ahead
and the discharge follows the hull lines
downward and outward. Similarly, the after
pair of propeller housings can be arranged
to take suction from below and outboard
with discharge directly astern. In this way
the flow through the propellers will follow
the general path of flow around the hull as
it moves downward and outward at the
bow and inward and upward at the stern.
Thus, the propeller action will be tailored
to adapt the propulsion system to the hull
form. Although propeller efficiency may be
less than that of a screw propeller, the total
propulsive efficiency should be a con-
siderable improvement over what could be
anticipated for a single-screw propulsion
system at the stern.
It may be noted that no rudders or other
devices for maneuvering control are in-
dicated. If the four propellers are driven
with individually controllable speed and
direction, this vessel can achieve a
maneuvering capability far exceeding that
of any conventional tanker. In fact, it can
exceed the maneuvering requirements
cited earlier, both underway and during
mooring and docking maneuvers.
Underway, maneuvering control is exer-
cised by varying individual propeller rpm
to alter the flow around the hull, as shown
in Fig. 5. The increased flow velocity on
one side of the bow, with a corresponding
decrease on the other side, alters the posi-
tion of the stagnation point at the bow
causing a pressure increase on the lower
velocity side and a pressure decrease on
RELATIVE FLOW ALTERED
FOR LEFT TURN WHEN UNDERWAY
Fig. 5-Effect of varying individual
propeller RPM when underway.
the higher velocity side. This pressure
difference causes the bow to move in the
direction of reduced pressure. A similar
situation occurs at the stern when the
relative propeller speed is changed. With
the proper rpm control the ship can be
made to sidle to either side or to rotate
about'its center.
Fig. 6-Control of propeller rotation for
low speed maneuvers.
Fig. 6 illustrates a few combinations of
propeller speed and direction changes
that can be used during low speed
maneuvering to cause the ship to translate
or rotate in any selected direction at a
desired velocity. With proper sensors and
control system this vessel is quite capable
of being dynamically positioned, that is,
holding itself in a selected position and at-
titude on the ocean surface. Therefore, it
has no requirement for tug services at
either end of its run. Furthermore, the re-
quirements for deck winches and anchor-
ing systems are drastically reduced; these
items of deck equipment and tug services
will be needed only for emergency
operations.
COST FACTORS
The elimination of rudder and steering
engine plus a reduction in deck machinery
About the author
Robert Taggart, a
graduate of the Webb
Institute of Naval
Architecture, has been
engaged for 30 years in
research and develop-
ment related to the
design, construction, and
operation of marine
vehicles. He is a recognized authority on ship
propulsion and maneuvering control,- he con-
ceived, designed, built, and operated the first
dynamic positioning system used on an ocean
drilling vessel. Taggart is a member of the
Society of Naval Architects, Marine
Engineers and the American Society of Naval
Engineers. He is a licensed professional
engineer in Virginia and in the District of
Columbia.
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and tug services will result in a significant
saving over the cost of construction and
operation of a conventional ship. The
magnitude of these and other cost factors
are difficult to analyze and are beyond the
scope of this paper. However, a few
elements of the cost equation are given
here to illustrate the differences that may
be anticipated.
The installation of four propellers, rather
than one or two, will obviously increase the
construction cost. Also, an electric or
hydraulic drive system calls for additional
machinery that is both more expensive to
procure and install and has a lower overall
mechanical efficiency and thus a higher
fuel consumption. However, it has the ad-
vantage of being easier to control during
maneuvering operations and is more
adaptable to the different propeller
loadings that will be applied when the ship
is fully loaded and when it is in light condi-
tion.
There will be a significant reduction in
operating cost brought about by running
the ship in light condition as opposed to
running it in a ballast condition. Due to the
lower resistance, the return trip can be
made at a higher speed, or the fuel con-
sumption at the same speed will be con-
siderably less.
From a volume standpoint, it is ex-
pected that there will be a definite increase
in carrying capacity for a given length,
beam, and depth. With the form of propul-
sion recommended, the stern can be filled
out to give a higher block coefficient.
There will be no requirement for
segregated ballast tanks or for oil-water
separation tanks. Also, the greatly im-
proved maneuvering capability, with the
accompanying reduction in casualty
probability, may obviate the need for dou-
ble bottom tanks. The midship location of
main machinery spaces and house struc-
ture should make possible a more efficient
arrangement design that also conserves
space within the hull.
It is not expected that the structural
weight and cost should differ markedly
from conventional designs. However, the
distribution of structure will change con-
siderably due to the differences in hull
form, support requirements for the
midship house and fore and aft propulsion
units, the need for a lower center of gravi-
ty, and a heavier bottom girder structure to
reduce bending stresses when operating
in the light condition.
All of these cost factors must be careful-
ly considered to determine whether such a
radical design change is feasible. In
evaluating the merit of this concept, both
acquisition costs and operating costs must
be analyzed to see what the net effect will
be on the unit transportation cost of crude
oil. Only if this unit cost is equal to or less
than the current cost can the concept be
considered economically acceptable.
'J.D. Porricelli, V.F. Keith, and R.L. Storch, "Tankers and
the Ecology," Transactions SNAME. Vol. 79, 1971.
2"An Analysis of Oil Outflows One to Tanker Accidents,"
note by the United States of America to IMCO, 1972.
"'New System to Discharge Oil Developed," The Journal of
Conunerce. June 18, 1973.
'Robert Taggart, "A Research and Development Program to
Improve Inshore Maneuvering, Mooring and Docking
Capabilities of Supertankers," NMRC Report No. 373-06-
00-412? February 1973.
 ~L/
9SM
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Are million-ton tankers practical?
V
says
Andrew G. Spyrou.
Onassis Group of
Companies
The oil industry, which is constantly investigating
ways and means to maintain a reasonable cost of
transporting oil, has found no substitute for the con-
ventional tanker; and the economics of transporta-
tion; has proved that the bigger the tanker, the
smaller the transportation cost. The question
is-how large should a tanker be to transport the
required amounts? The magic figure of one million
tons deadweight has often been mentioned.'
Are we ready to build a ship of this size, and
therefore create the million-ton tanker fleet? The
answer to this intriguing question is a qualified
"yes," for the following reasons:
Since IMCO recommendations have been made
known, shipyards in Japan and Europe with the
capability to build very large tankers set out to put
the final touches to the design for the million tonner.
The main constraint on use will necessarily be the
routes and port facilities which can accommodate
these ships. The routes of these fleets must ultimate-
ly be defined by their reception facilities.
Because of its large draft (about 100 ft), the million tonner
would be excluded from certain routes to Northwestern Europe. It
will not be able to enter the North Sea through the English
Channel. It may, however, enter the Mediterranean and approach
Europe via the south. This would leave three choices open to
European countries: either create another Bantry Bay to supply
NW Europe or make Fos-sur-Mer in France, or Genoa in Italy,
what Rotterdam is to NW Europe today. For Japan, the million
tonners will have to use Lombok Straits. For the United States,
there are no limitations around the Cape of Good Hope. There are
indications that port authorities, as well as oil companies, will im-
prove port facilities the next few years to take advantage of the
economics of the million-ton tanker. When it is not feasible to
dredge to sufficient depths, the use of a single-point mooring
system and transshipment terminals will permit the use of those
large carriers.
Design
Because of its size, the ship must be designed as far as
possible to be independent of outside assistance when away from
terminal ports. For this reason, the question of control, reliability
and duplication of essential components is of prime importance.
Maneuverability at low speeds is also very important.
Thus great emphasis must be placed on safety and reliability,
and the ship's equipment must be chosen from designs already
available and proved. Further, the final product must be entirely
viable in the hands of the operating personnel.
It is doubtful whether an owner of the million-ton tanker will
K
o7
says
VIM
Dr. Tsunco Kuniyasu
Ishikawajima-Harima
Heavy Industries Co.,
Ltd. Tokyo
With the world's crude oil consumption expected
to total some 4,100-billion tons by 1980, and the dis-
tance between the oil-rich nations of the Mid- and
Near-East, Venezuela, North Africa and Alaska and
the oil-consuming countries, mammothizing tankers
is greatly needed to (carry large volumes of crude oil
economically.' Improved and amplified port and har-
bor facilities have been developed in oil-producing
nations, while oil-consuming countries have made
great strides in developing central terminal station
(CTS) systems, utilizing off-shore terminals at ample.
water depths. The more the ships increased in size
(Fig. 1), the lower became their cost per dwt, reduc-
ing transportation cost per dwt and raising their
economic aspect.
NISSHO MARU
TOKYO MARU
UNIVERSE APOLLO
10
UNIVERSE LEADER'
SHELL
? TANKER
!
GLOBTIK TOKYO
UNIVERSE IRELAND NISSEKI MARU
-
~-
EMITSU
ID
MARU
?
~
V
I
- M/ENGINE TURBINE
--- SPEED APPROX. 15.5 KNOTS
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.L
W
M
have the facilities to carry out calculations necessary to determine
the scantlings for this size ship. It is essential that the shipyard, the
owner and the Classification Society work together on such
problems throughout the design and building stages.
Because of deficiencies in the knowledge of structural analysis
and of material behavior, the structural design of a ship of this size
is rapidly acquiring a more theoretical basis. The importance of
the experience factor, however, must not be overlooked when for-
mulating standards employed to verify a design. Where ship-
building is concerned, there is a lapse of many months between
the time a design is finalized and until service experience has
been gained. By that time, several ships of a particular design will
have been completed and a fault in the design will have been
repeated several times. In terms of money, this could be a very
formidable sum. In terms of oil pollution, whether operational or
accidental, it could mean a disaster of tremendous magnitude.
In the past few years there has been a tendency to produce
designs which, in order to make them competitive, building time
and labor involvement was reduced to a minimum. There is
nothing wrong in such efforts, because it is considered progress
and I fully agree with the idea of cost reduction. What I would not
agree with, however, is the adoption of a design with a construc-
tion method which could compromise the efficiency of operation
of the ship whether at sea or in port.
Some of the important problems which still require intensive
study and careful consideration for this size ship are: corrosion
control, mooring and anchoring, stern tube seals, steering and
emergency stopping.
Construction
Ship construction is an assembly industry, and the method of
construction and organization of the shipyard has a large bearing
on the yard's competitive position. There are shipyards in Japan
and Western Europe capable of building the million-ton tanker.
Today, however, all these yards are geared to build tankers up
to 500,000 dwt. This means that present production methods will
contribute to somewhat higher cost per dwt for a million-ton
tanker than for VLCCs or ULCCs.
Propulsion machinery
To provide power needed for the million tonner, a single low-
speed diesel engine with direct drive would require large dimen-
sions. If a group of medium-speed diesel engines is arranged to
develop the required power and transmit it through reduction
gears to the propeller, the problem of power developed from one
single engine is simplified, and has the advantage of allowing
three choices of propeller revolutions and, in case of engine trou-
ble, the ship can sail at reduced speed with one engine dis-
connected for repairs or maintenance.
Against these advantages are important disadvantages: the use
of boiler fuel is still a borderline case; because there are many
parts to be overhauled, more maintenance will be necessary; and
because such an installation, with all its auxiliaries, will be much
more complicated and less suited to automation.
A gas turbine installation would appear to be an ideal prime
mover because it is mechanically much simpler than the diesel,
and when compared with the steam turbine, the problems of feed
water or condenser do not exist. An important disadvantage is the
need to use properly treated fuels. Also, a first cost comparison
shows the gas turbine plant is more expensive than the equival-
ent steam turbine plant.
Steam turbine propulsion machinery has been used almost ex-
clusively by the VLCCs now in service. Although it has a lower
thermal efficiency than either the diesel engine or gas turbine, the
power output for marine propulsion has never been a problem.
Since we first gave serious consideration to a nuclear propul-
sion plant in 1957, great advances have been made in reactor
technology, particularly in the United States, and the view prevails
that nuclear-powered ships can now be built and operated safely
and effectively. There are some very important questions still to
be resolved, such as international agreement on safety, licensing
and regulation, responsibility, third party liability, and indem-
nification limits, among others.
Problems: Hull Steel Weight v. Price
One of the most influential factors on a ship's price is the hull
steel weight. Fig. 2 shows the changes in hull steel weight per dwt
with increased ship's size. First, there is a dwt zone which
minimizes the unit hull steel weight per dwt in every draft. Second,
the unit hull steel weight goes down with the increase in hull size,
reaching a minimum around 250,000 dwt, then turning up from
that point. Third, the propulsion, power required by a
megalotanker exceeding 800,000 dwt becomes in excess of 70,-
000 hp which, from a technical point of view, should be propelled
by twin screws, aggravating the unit hull steel weight per dwt. In
the case of the one-million dwt tanker, this would be as bad as
that for tankers below 100,000 tons.
This means large vessels over 250,000 tons, considering hull
weight, are very much subject to a rise in cost per dwt.
The relationship between increased hull size and ship's price
per dwt is shown in Fig. 3.
-CONVENTIONAL TANKER
---S.B.T. BY IMCO 1973 CONVENTION
10 20 30 40 50 60 70 80 90 100 110 120
DEADWEIGHT (LT), x 10'
First, there is dwt zone giving a minimum ship's cost per dwt in
every draft.
Second, although the ship's price per dwt sharply declines with
increased hull size, price reduction effects of hull size are no
longer expected if the hull size exceeds some 400,000 dwt.
Third, ship's price per dwt attains a minimum at 600,000 to
700,000 dwt, and increases if the hull is made larger than 700,000
tons.
Fourth, those vessels over 800,000 tons will necessarily use
twin screw propulsion, and the price per dwt will go back to the
250,000 to 300,000-ton class level.
In summary, the scale merit on ship's price is limited to no more
than 400,000 or 450,000 tons, compared with the value 250,000
tons justified by the unit hull steel weight per dwt (Fig. 2). One of
the reasons is the larger the hull size, the less the hp per dwt, if
hull speed is fixed.
Results of estimating transportation cost per dwt of various
sizes are indicated in Fig. 4. First, there is a dwt zone which gives
a minimum transportation cost per ton in every draft. Second, the
transportation cost per ton gradually descends with the increase
in ship's size so far as tonnage is limited to about 600,000 tons; in
the 600,000 to 800,000 ton range, its decrement becomes smaller.
Exceeding 800,000 tons, the cost per ton is almost flat. Third,
ships exceeding 800,000 tons may have to be driven by twin
screws, and eventually can only compete with a single screw for
400,000-ton tanker in payability, unless their insurance credit is
considered.
I believe, therefore, that the largest single-screw ship
technically feasible could attain the minimum transportation cost
per ton.
Since IMCO enacted regulations to prevent world-wide marine
pollution, tankers over 70,000 tons delivered in 1980 and onward
are required to be segregated ballast tankers (SBT), unavoidably
pushing up building costs. The average increments according to
IMCO's new requirements have been computed, and the results
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 NOT YET
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YES
Automation
We must accept the fact that machinery surveillance should
become the province of instrumentation which can be superior to
human sensory perception. Today and in the immediate future,
owners are able to select reliable and durable equipment as a
result of the technologies of the aerospace and nuclear engineer-
ing industries, which have produced materials and techniques to
manufacture components which last for many years. and require
little or no maintenance. The same factors should determine the
selection of navigational aids.
Survey and drydocking
To illustrate the enormity of the structure,. and the effort in-
volved for proper examination of the structure and cargo tank
testing of a VLCC, it has been estimated a surveyor must travel a
vertical distance equivalent to climbing Mount Everest, with still
one more mile to go!
Consequently, it is not only prudent but essential to provide for
safe and rapid accessibility to inspect tanks during the design
development. Underwater survey by movie or high-resolution TV
could be considered for outside examination.of hull and survey
work in drydock.
By the end of 1976, at least four drydocking facilities will be
available to accommodate this size ship. By the end of this
decade, three more drydocks for repairs of million tonners will
also be in service. Another way to carry out repairs could be in the
"afloat" condition, a successful method we used for two of our
tankers, the Olympic Runner and the Olympic Rider in 1966. This
successful ship surgery simultaneously increased depth and
length of the ships, and they continue to operate satisfactorily to-
day. Thus, I feel confident the ship repair industry will also make
its contribution to the development and operation of the new
super tankers.
Experience justifies optimism
Looking back, my optimism for the rapid development of the
VLCC and the facilities to service them has been justified. I view
the development of service facilities for the million tonners with
the same feeling of optimism. -
As we move towards the realization.of building the million-ton
tanker, it has become more urgent for the Classification Societies
to revise their requirements for drydocking these very large ships.
Serious consideration must be given to extend the period
between drydocking from two to-say-four or five years, with an
afloat survey in between to reduce the lay-up periods to.a
minimum. A universally agreed pattern of hull markings should be
arranged for ready identification by a diver or camera crew. And
the Classification Societies should consider extending their ser-
vices to survey repair work carried out while a vessel is under way
at sea.
In summary, I remain optimistic about the construction of these
million tonners so long as it is approached in a rational and recep-
tive manner.
The shipping industry is constantly faced with problems of real,
technological and economic challenge. The prospect of the
million tonner is part of that constant challenge.
I feel we are ready for it.
Andrew G. Spyrou, technical director of AS.
Onassis' Group of Companies, graduated
from Strathclyde University, Scotland, in
1945 with a B.Sc. degree in naval architecture.
He is a member of the Technical Committee
of the American Bureau of Shipping and
Lloyd's Register of Shipping. Also, Spyrou is
a director of Govan Shipbuilders Ltd. and
Scotsiourn Marine Co. of Glasgow.
a,o
ri=x?--a=oo TWIN SCREW
SINGLE SCREW
- CONVENTIONAL TANKER
-'- S.B.T. BY IMCO 1973 CONVENTION
10 20 30 40, 50 60 70 80 90
DEADWEIGHT (LT), x 104
L
Fig. 4-Analysis of transportation cost/LT.
indicated by broken lines of Figs. 2 through 4.
Thus, ships of 400,000 dwt will be increased in price per dwt by
some 6%; transportation cost per dwt will increase by some 5%, if
the staggered ballast system is used.
Elements accelerating enlargement
With the.economy of the world expanding, there are some
factors promoting the enlargement of hull size. The scale merit as
viewed from the ship's price is limited to around 400,000 to 450,-
000 tons, but when viewed from the transportation cost per ton,
the scale merit is shifted for larger sizes. Therefore, economics in-
dicate enlargement of hull size can still be expected. Another fac-
tor is that by reducing the number of vessels by increasing their
size, the problem of crew shortages can be resolved, and
operating costs can be reduced by the resultant labor saving
despite high wages.
Elements restricting enlargement
Preventing the mammothization of ships are these factors:
Most shipbuilding facilities are designed to best meet the produc-
tion of 250,000 to 400,000=ton class ships, and due to limitation in
facilities and equipment, the construction of large ships in the
500,000 to 1-million-ton tanker is accompanied by inefficiency.
Speaking of earning efficiency of the building berth, it is not
profitable for a shipyard building a 500,000-tonner if the rate of
profit is the same as that of the 250,000-tonner.
Public voices for increased levels of safety standards for large
vessels and requirements for enhanced performance of ship's
outfittings such. as cargo handling facilities and navigational in-
struments seem to have become more and more noticeable with
the consequence of high grade ships, all combining to increase
the cost.
To summarize, it is unlikely for us to see one-million-ton
tankers in the immediate future. But it is evident the transportation
by sea of crude oil will mostly be undertaken by CTS systems con-
structed apart from populated areas for economics, pollution con-
trol and safety.
ACKNOWLEDGMENT
'Abstract based on a presentation made at the Super Ocean Carrier Conference held in
New York City, Jan. 16-18, 1974. Proceedings of this conference may be purchased
from SOCCO, P.O. Box 269, San Pedro, Calif. 90733.
About the author
Dr. Tsuneo Kuniyasu received degrees in
naval architecture and marine engineering
from Tokyo University in 1946. Thereafter, he
joined Harima Shipbuilding and Engineering
Co., Ltd., and later took an assignment with
Kure Shipbuilding and Engineering Co., Ltd.
Since 1969, when Ishikawajima-Harima
Heavy Industries Co., Ltd. merged with Kure
Shipbuilding and Engineering Co., he has been
manager of the Initial Design Department of
Ishikawajima-Harima Heavy Industries Co.
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Constructing an artificial
island off Brazil
Offshore trans-shipping
terminal is located in
open sea
Luiz de Lima Cardoso and Leandro
Mendes Sabino, Termisa, Rio Grande
do Norte S/A, and Bela Koman,
Soros Associates International
An artificial-island type of terminal
was recently built 8 miles (14 km) off
the coast of Brazil, near Areia Branca
in the state of Rio Grande do Norte. It
is intended for the trans-shipment of
solar salt, and possibly other bulk
commodities, destined for southern
Brazilian ports and for export.
The Brazilian government, through
Term isa-Terminals Salineiros do Rio
Grande do Norte S/A, a mixed
economy enterprise attached to the
Ministry of Transport through the
National Department of Ports and
Navigable Waterways, had the ter-
minal built after a detailed study of the
region's salt producing industry, its
markets and the traditional methods
of handling and transporting the
product. The new terminal with its
modern material-handling system
replaces the antiquated method of
hoisting hand-filled buckets from
barges to ships anchored in the open
sea. Before the selection of the
artificial-island system as the op-
timum solution for the terminal, Soros
Associates International Inc., the con-
sulting engineers for the project from
concept to completion, investigated
several alternative systems, including
self-unloading barges, floating
storage facilities, long-distance con-
veyors and aerial cableways.
The feasibility of building and main-
taining an artificial island in this part
of the Atlantic Ocean was established
after careful investigation of the wind
and wave data, tidal movements,
Trans-shipping Terminal consists of artificial island, open-sea shiploading berth ana con-
necting conveyor trestle. Island includes barge unloading wharf, storage area and auxiliary
facilities.
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As sheet-pile cells are completed, the template is removed. Contractor was J. Ray McDer-
mott, Inc.
ocean currents and sea bottom con-
ditions. Geophysical surveys and soil
borings carried out before final
design led to the most suitable loca-
tion of the island and of the adjacent
pile-supported structures for the
barge unloading and shiploading
facilities.
Several alternative methods were
considered for the construction of the
island perimeter, including a rubble-
mound breakwater, rectangular
caissons on top of a rubble base,
cylindrical caissons jetted into the sea
bottom, a flat beach with revetement
and seawall, and sheet-pile
bulkheads. The method adopted con-
sists of steel sheet-pile circular cells
topped with a reinforced concrete
seawall. Rip-rap protection is applied
in front of the cells to prevent scour of
the sea bottom and to serve as a filter
blanket.
The construction of sheet-pile cells
in the open sea presented many initial
problems, mostly related to the selec-
tion of construction equipment.
However, once these were sur-
mounted, the basic island was com-
pleted in less than four months.
The marine engineer-contractor,
the Oceanic Division of J. Ray McDer-
mott Inc., used a fleet of vessels in-
cluding a derrick-boat of 500-ton lift-
ing capacity. Each of the 24 cells was
preassembled around circular
template on the deck of the derrick-
boat. The 58-ft (17.5-m) diameter
assembly was then lifted by the
derrick boom, swung into position
and lowered to the sea-bottom over
guide piles. A pile-driving hammer
was used to drive the sheet-piles to a
penetration of approximately 15 ft (5
m) into the fine granular soil. As soon
as each cell was driven, it was filled
with selected material dredged from
the sea-bottom some 9 miles (16 km)
from the terminal. The template was
removed progressively with cell filling.
Dredging. The dredging and filling
operations were carried out by a sea-
going trailing-suction type hopper
dredge which filled the cells and cell
closures as well as the enclosed body
of the island. The discharge pipe line
of the dredge was supported on the
approach trestle between the island
and the shiploader.
The shiploader, dolphin, trestle and
supports are steel structures sup-
ported on pipe piles of 24-in. (60 cm)
diameter penetrating up to 120 ft (37
m) into the sea bottom. Permanent,
braced jackets were used to position
and guide the piles during driving.
The depth of the water at low tide
varies from 23 ft (7 m) near the island
to 50 ft (15 m) at the shiploading
berth.
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Barge unloaders were assembled on shore, transferred to a barge and towed to the island
for positioning by the derrick-boat.
cquipment
The shiploader, designed by Soros
Associates and detailed by Pohlig-
Heckel, is of the slewing-bridge type
capable of loading up to 25,000-dwt
bulk carriers without having to move
the ship while at berth. Larger ships
can be loaded by moving them fore
and aft under the loader so that the
boom may reach the extreme
hatchways.
The shiploader was towed, pre-
assembled, from the construction
yard on the bank of the Mossor6 River
via barge to the terminal. Upon arrival
at its final location, it was lifted into
position by the derrick-boat. The
completed shiploader, including
slewing bridge, shuttle carriage,
boom, mast and conveyor equipment,
has a total weight of 320 tons. The
shiploader as well as the rest of the
materials handling machinery was
furnished by Pohlig-Heckel AG and
Pohlig-Heckel do Brasil S/A.
Barge unloaders. The western or
lee side of the rectangular island is
naturally protected from the prevail-
ing easterly waves. A pile-supported
wharf was built along this side to ac-
commodate two barge unloaders
capable of traveling longitudinally
over the length of the wharf. Each un-
loader weighs 353 tons including
counterweight and machinery. The
two machines were pre-assembled in
the construction yard on shore,
transferred to a barge and towed to
the terminal. The derrick-boat lifted
each unloader and placed it on the
wharf track.
Each unloader is equipped with a
grab-type bucket and has a capacity
to unload salt from barges at the
nominal rate of 350 tons per hour. The
reclaiming and shiploading system,
using 42-in. (1,070-mm) and 36-in.
(920-mm) belt conveyors, can load
ships at the nominal rate of 1,500 tons
per hour. Up to 100,000 tons of salt
can safely be stockpiled on the island.
Along the three exposed sides of
the island a reinforced concrete
seawall was built on top of the sheet-
pile cells. This seawall protects the
island against wave action. Records
indicate a maximum wave height of
approximately 8 ft (2.5 m).
The open-sea structures were
designed to resist 20 ft (6 m) waves as
a safety measure. Recorded waves
are sufficiently small to permit the
docking and loading of ships on a
regular basis.
The completion of the Termisa ter-
minal is considered a milestone in
the relatively short history of offshore
terminals for bulk materials. The
successful solution of the technical
problems encountered during its
planning and construction should
provide useful guidance for what will
probably be an increasing number of
installations of this type in the future.
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`Hughes Glomar Explorer' begins
sea tests of mining systems
Though little heralded, an event of
world-wide importance occurred at
8:30 a.m. on February 15, when the
Hughes Glomar Explorer sailed from
Long Beach, Calif., to begin tests at
sea of manganese nodule mining
systems. The outcome of these year-
long tests could materially affect
every nation on this planet. For if
successful, this prototype mining
vessel could open up vast new
resources of hard minerals locked in
the trillions of tons of potato-like
nodules that lie scattered on the sur-
face of deep ocean sediments
throughout the world.
In the Pacific alone, there are an es-
timated 1.6 trillion metric tons of
nodules, and 6 million more tons are
forming each year. If it were possible
to gather all of these nodules and
economically process them, world
production of nickel, cobalt and
manganese could be sustained at
present rates for tens of thousands of
years. And we would have enough
copper to last the world for several
thousand years.
But it's not a good idea to count
nodules before they're harvested.
They are widely scattered over the
vast reaches of the oceans, and the
first step in the establishment of a
mining venture is to locate a large
concentration of nodules-say an
average of about 2 lbs of nodules per
sq ft extending over an area of several
thousand square miles. To make
matters more difficult, these sites
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have to be searched out in 12,000 to
20,000 ft of water because this is
where nodules with the most
favorable mineral assays are to be
found.
Surprisingly, these initial difficulties
have been largely overcome by at
least eight modern-day sea-going
prospectors. This includes five
privately financed U.S. companies (or
groups): Deepsea Ventures, Inc.;
Howard Hughes' Summa Corp.
(owner of the Hughes Glomar Ex-
plorer); Kennecott Copper Corp.;
Ocean Resources, Inc., and Inter-
national Nickel Co. of Canada. Three
other government funded groups are
Japan's Sumitomo-MITI (Ministry of
Trade and Industry) group; France's
CNEXO-Societe Le Nickel group;
and a German combine of Metall-
gesellschaft AG, Preussag AG and
Salzgitter AG (AMR Group). Ap-
parently all of these companies and
combinations of companies have
World's first deep-ocean mining ship,
the 36,000-ton Hughes Glomar Explorer. The rugged
derrick and substructure will handle the
heavy mining vehicle and the casing used to raise
and lower the vehicle to the sea bed.
located mine sites through highly
sophisticated survey methods.
Several of the companies have
even developed methods of extract-
ing the metals from the nodules.
(Please see June 1971 Ocean In-
dustry, pages 27-28). But the biggest
problem facing miners is skimming
the nodules off the seafloor in 2 to 4
mile-deep-water and raising them to
the surface, economically and ef-
ficiently.
The first to develop a full scale
prototype mining system was Howard
Hughes' Summa Corp. The major
components of the system are the
36,000-ton mining ship, Hughes
Glomar Explorer and a seafloor min-
ing vehicle which is connected to the
ship by a string of pipe and an um-
bilical cable that supply electric power
and control circuits.
A large submersible dry dock,
designed by Lockheed Missiles and
Space Co. Inc. and constructed by
National Steel and Shipbuilding Co. in
San Diego, Calif., plays a key role in
the system. The mining vehicle, which
was also developed by Lockheed, is
too large and heavy to be handled by
the ship's gear in a conventional
manner and must be installed from
beneath the ship. The unit is loaded
onto the submersible dry dock which
rendezvous with the ship in calm
waters of specified depth. There, the
dry dock submerges and the ship
moves over the drydock. The docking
legs engage the mining vehicle, lift it
clear of the drydock and the ship
moves off. The drydock then surfaces
and returns to its base. It will subse-
quently be used to service the mining
vehicle when it requires undocking for
maintenance or repairs, etc.
As shown in the accompanying il-
lustration, the mining ship has a
heavy-duty dynamic derrick and sub-
structure. This unit handles the large
diameter pipe which links the mining
vehicle with the ship and, of course,
supports it on its transit to and from
bottom.
Characteristics of the ship. The
fundamental engineering concepts
for the new mining ship were supplied
by Global Marine Development, Inc.
which will also test and operate the
vessel for Summa. The unit is 618 ft
long, with a 1151/2-ft beam and an
assigned navigational draft of 46 ft.
Construction was carried out under
Global's supervision in Sun Ship-
building and Dry Dock Co.'s Chester,
Pa., yard. Because of the large beam,
the vessel had to sail around Cape
Horn to reach Long Beach where out-
fitting was completed.
The vessel is propelled by five
Nordberg diesel-driven main gener-
ators which supply power through an
SCR system to six propulsion motors
capable of delivering a combined
total of 12,000 bp to the ship's two
shafts. The deep ocean mining ship is
capable of operating at very slow
Submersible drydock which is used to transfer the mining vehicle to (or from) the Hughes
Glomar Explorer. The mining vehicle is placed in the drydock, which submerges. The ship
moves over the submerged drydock and docks with mining vehicle, and sails off. The sub-
mersible drydock then surfaces and returns to its base.
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Some of the key men involved in the development of the mining system. In the top row
from left to right are George Sheary, Summa's technical coordinator; Manfred Krutein of
Global Marine Development Co.; Paul Reeve, Summa's project manager. In the
foreground are David Pasho, Global Marine geologist, and Conrad Welling of Lockheed
Missiles & Space Co.'s Ocean Mining organization. The men are standing in the nodule
analysis laboratory on board the Hughes Glomar Explorer.
speeds during mining operations or at
speeds up to 12 knots.
Features of the Hughes Glomar Ex-
plorer include automation permitting
control of engine speed, direction and
position from either of the ship's two
complete bridges. Under normal
operating conditions the ship will be
conned from the forward bridge while
under way and from the after bridge
while mining.
Positioning system. The vessel has
dynamic positioning system supplied
by Honeywell that allows it to move
slowly and precisely during mining
operations. There is also a highly
sophisticated navigation system
which enables the operators to deter-
mine the location of the vessel with
almost pinpoint precision.
On-board assays. The ship is
equipped with a laboratory which can
run assays to determine the mineral
content of the nodules.
Quarters. Because the Hughes
Glomar Explorer is an experimental
vessel with new and untried systems,
the number of accommodations for
personnel were extended to 125. This
will take care of the operating crew, as
well as the technicians who will inhabit
the vessel during the testing and "de-
bugging."
Test program. Summa is reluctant to
divulge technical details of the new
vessel and its systems because of the
highly competitive nature of the
operation. The same goes for the
details of the tests which began last
month. However, it seems logical that
the tests will include docking and un-
docking the mining system and run-
ning the system to bottom in shallow
water before taking it into water of
great depth. Also, the tests will likely
be carried out in waters where the
bottom configuration is known, and in
fairly rough seas before moving into a
mine site.
From these tests Summa should be
able to approximate the number of
working days per year from the min-
ing vessel. This, of course, will have a
strong bearing on the economics of
the operation.
One thing is certain. The tests will
not be carried out in one of the mine
sites Summa has located. These are
carefully guarded secrets, and at the
present time, no proprietary claim
could be exerted because there is as
yet no legal mechanism for regulation
of deep ocean mining.
One of the supplemental but highly
important activities that will be a
necessary part of the shakedown will
be a study of the impact of deep
ocean mining on the environment.
Preliminary tests made by indepen-
dent researchers, however, indicate
that deep ocean mining will have a
minimal effect. But this will have to be
thoroughly demonstrated and docu-
mented in the early stages of deep
sea mining, if the fledging industry is
to operate without hampering lawsuits
and needless delays.
Paul G. Reeve, Summa's project
manager, has stated on a number of
occasions that the project is primarily
experimental and that the objective is
not to establish commercial mining
operations by any set date. Most of
the systems are new and many may
have to be modified or even replaced
before full-scale mining operations
can be commenced.
But as matters stand today, it's a
safe bet that Summa will solve the
technical problems before the U.N.
solves all of the legal problems
relating to deep ocean basin regula-
tion.
When the U.N. Conference on Law
of the Sea gets under way in Caracas,
Venezuela, in April, the subject of
deep sea mining will undoubtedly be
near the top of the agenda, because
the presence of the Hughes Glomar
Explorer in the Pacific will serve as a
strong reminder that technology will
not wait for another decade of debate
and procrastination.
If the regulations which ultimately
will grow out of this and other con-
ferences on law of the sea, are such
that they encourage the venture
capital and pioneering efforts, the
world may realize the benefits of this
new source of raw material.
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 k 1" ..-e 061 ""R. t f ' *ar , L.[ti,......L.ro"- IN [
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Bounce diving in 450-600-ft
water depths and deeper
A new breathing mix could save up to $300,000 per
year on rigs operating in this depth range
Donald M. Taylor, Editor
Recently, four divers in a hyperbaric
chamber at Duke University made a
simulated dive to 1,000 ft in only 33
minutes.
The men were breathing a new mixture
of helium, oxygen and nitrogen. They
arrived at the simulated depth with none
of the usual losses of mental or physical
capacity that afflicts divers breathing the
traditional helium-oxygen mixture. They
returned to the simulated surface
pressure in 96 hours.
By way of comparison, the normal
time for compression in 1,000 ft is 24
hours; and the decompression period now
used by the U. S. Navy for a similar dive
is l1 days. This amounts to a reduction
of 7 days in total elapsed diving time. At
lesser depths, the percentage reduction in
time runs even higher.
What will this mean to the offshore oil
industry? It could mean plenty. Officials
of Oceaneering International, Inc., one
of the participants in the Duke ex-
periments, say the new technique could
extend non-saturated diving beyond its
present depth limit of 600 ft to as much
as 1,000 ft. And this could reduce diving
costs by almost $300,000 per year for rigs
operating within this range.
The basis for this reduction in costs
can be found in current diving practices.
To begin with, the time required on bot-
tom for actual work is usually quite
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SURFACE ..?~?????.
Recording of tremors during dives. First column shows suppression of tremor during a
200-ft air dive. The second column indicates no increase in tremor after reaching bottom
following rapid compression to 720 ft breathing special gas mixtures. Third column in-
dicates severe tremor occurring following same compression rate while breathing conven-
tional helium/oxygen mixtures.
SUBMERSI8I ES
short. "An analysis of 4,000 drilling rig
dives showed the average time spent on
bottom was only 17 minutes," says D.
Michael Hughes, Oceaneering's chair-
man. "The expense of diving then, is
almost entirely a function of the time, ef-
fort and materials expended in going to
and from bottom. This is why non-
saturated or bounce dives hold such
promise in the 400 to 600-ft depths."
The time required for a bounce dive
may run as little as 10% of that for a
saturated dive. In the bounce dive, the
diver is compressed to bottom pressures
in a matter of minutes, quickly does his
work, and usually starts decompression
within the first hour. Because of the short
exposure to high pressures his body does
not become saturated with the breathing
gas, and the period of decompression
runs only a fraction of the time that
would have been required had he stayed
longer under high pressure.
Why, then, aren't all dives bounce
dives? Hughes, a tall affable man in his
mid-30s who started as a diver in the Gulf
of Mexico, explains, "Primarily, it's
because we lack precise knowledge about
short-duration diving beyond 400 ft.
Although a large number of short dura-
tion dives have been made in the 500 to
600-ft range, most of them produced an
unacceptable incidence of bends. The
ones which were not successful pointed
up a need for further work if these dives
are to become a commercial service."
One of the most difficult problems
starts with the compression cycle. In
depths below 430 ft, high speed compres-
sion in the helium-oxygen mixture can
produce high pressure nervous syndrome
(HPNS) which is characterized by
nausea, dizziness and tremors. The
symptoms become more severe with in-
creasing depth, eventually resulting in
somnolence or convulsions. Even if the
diver's mind is clear, he may be physical-
ly incapable of working or even of saving
himself.
To Dr. Peter B . Bennett, professor of
anesthesiology at Duke University
Medical Center, this represented a
challenge. Animal experiments had
previously indicated that the effects of
HPNS could be negated by adding a cer-
tain amount of anesthetic or narcotic gas
such as nitrogen to the helium-oxygen
diving mixture. Experiments had also
shown that the effects of nitrogen nar-
cosis, which would then result, could be
relieved with increasing pressure.
In August, Bennett, who is an inter-
national authority on the physiology of
diving, began a series of simulated
human dives designed to see whether just
the right balance could be found between
helium and nitrogen so that narcosis and
HPNS might both be negated. Four
divers participated in the dives, three
from Harbor Branch Foundation and
one, Erik Geerts, from Oceaneering.
Surprisingly, success came early. Dur-
ing a dive to 720 ft in August, using the
three gas mixture, the four divers showed
no signs of HPNS but did complain of
slight narcosis.
In the 1,000-ft dives that followed later
in the year, the nitrogen content was
decreased. "This greatly reduced the nar-
cosis they had experienced without caus-
ing any of the symptoms of HPNS to
come back," Bennett said. "The divers
had no tremors, giddiness or sickness and
felt no pain in their joints."
Everybody involved considered the ex-
periments a nearly perfect success. Lad
Handelman, Oceaneering's president
was particularly happy with the possible
time saving because his company has a
contract to provide diving services in
water depths to 1,000 ft. If divers can be
compressed to 1,000 ft in 20 to 30
minutes, then spend 20 minutes working
on bottom, they can be decompressed in
a fraction of the 11 days normally re-
quired. Because divers would not be tied
up for such long periods in the decom-
pression chambers, the size of the diving
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crews could be reduced by, say, 25%.
This is a much needed savings which can
be passed along to the customer.
Another savings comes from the speed
of response to emergencies. "It costs
$40,000 to $50,000 a day for a drilling rig
to operate in the North Sea,"
Handelman said. "If it typically takes a
diver 24 hours to compress to 1,000 ft,
that's a waste of a day right there."
Oceaneering believes the new tech-
nique can lead to still another saving. A
non-saturated dive to 600 ft would re-
quire only half the charging gas and no
replenishment gas during decompression.
A 60% reduction in consumption of ex-
pensive gases is possible using bounce
diving rather than saturation dive
technique. At two dives per month, this
new technique could effect a major yearly
savings.
The divers, too, prefer the non-
saturated for obvious reasons. Following
a bounce to 600 ft, the diver will need
only about 15 hours in the decompression
chamber. A saturated dive at the same
depth will require a stay of about 6 days.
And this brings up another factor of
keen interest to Mike Hughes. That is the
matter of diver safety. "Long periods un-
der pressure increase the diver's exposure
to possible rig catastrophes such as fire
or blowout," says Hughes. "Can you im-
agine the feelings of a diver if a fire
breaks out when he has eight more days
-'--'-TOTAL BOTTOM TIME: 1 HR
TOTAL COMPRESSION TIME: 33 MIN.
2
DAYS
Graph of 1,000-ft dive showing rapid compression and decompression.
to go in the decompression chamber!"
The new diving mixture takes on still
greater importance in light of the oil in-
dustry's expansion into deeper water. As
Dr. Bennett put it, "One thousand ft has
been the limit of man's working capacity
in water, but even this has not been prac-
tical commercially because the divers had
to go down and come back so slowly they
lost much of their functional ability at
that depth."
But this depth limit has been set by the
combined effects of helium and pressure,
he says, and no one yet knows how far
man can dive with the helium/pressure
effect eliminated by the use of the three
gas mixture. It could be considerably
deeper. More research is needed to com-
plete studies of rapid compression before
this technique can be considered safe for
field use, but the potential savings could
be tremendous.
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Vessels supporting
North Sea drilling
It was about 26 years ago that the first offshore well was
drilled on a federal lease in the Gulf of Mexico. In the formative
years that followed, shrimp boats and flat bottom barges were
used to support the offshore drilling and production effort.
In 1955, some 19 years ago, the first boat specifically de-
signed for offshore support operations was built. This was
Tidewater Marine's Ebb Tide.
From this point the marine transportation industry has
evolved to a fleet of over 2,700 vessels with a replacement value
in excess of $4 billion. No longer can these vessels be classed as
"boats." One of the most recent North Sea designs, for exam-
ple, is Tidewater's Mammoth Tide. She is 220 ft in length and
rated the largest towing/supply ship in operation. This 10,500-
bhp vessel has a bollard pull in excess of 250,000 lbs.
Note the contrast in the two Tidewater vessels, Ebb Tide and
Mammoth Tide, shown in photos accompanying this table.
Other sophisticated towing/supply ships include Offshore
Logistics Inc.'s Ranger. This vessel is depicted towing the
Waage Drill I from New Orleans, La., to Stavanger, Norway.
The Ranger is one of six such units being built for and operated
by Offshore Logistics from its Aberdeen, Scotland, base. It is
200 ft in length and has a continuous rating of 7,040 bhp.
These and other vessels have been designed by naval
architects and marine engineers to meet the growing demand to
serve the industry in the North Sea.
As indicated in the chart below, vessels are being used in sup-
port operations of some mobile drilling units. However, this is
not an indication of the actual number of vessels operating in
the North Sea. Spot charters, pipe hauls and countless other
duties are being performed by these and other vessels.*
Wassertor, owned by Offshore Supply Association Ltd., is shown
here towing the Transworld 61 off Stavanger. The vessel is
currently under contract to Shell.
MARINE TRANSPORTATION COMPANY
Vessel name Horsepower Length Drilling
(BHP) (ft) unit
AquaMarine Inc.
AquaMarine 502
5,400
180
Ocean Victory
Occidental
AquaMarine 503
5,400
180
AquaMarine 504
5,400
180
Acadian Marine Service Inc.
Acadian Freedom
3,100
170
--
Brown & Root
Acadian Victory
3,100
170
--
American Offshore Inc.
Polar 901
9,000
225
Sedco 702
Conoco
Polar 902
9,000
225
International Offshore
Services Ltd. (I.O.S.)
Lady Joyce
--
--
Sea Quest
British Petroleum
Lady Elizabeth
--
--
Sedco K
British Petroleum
Lady Vivienne
--
--
Lady Jean
--
--
"Ocean Indu.crrrc June issue will feature a complete report on the marine transportation in-
dustry. This will include complete data on vessels in operation, under construction and planned
as well as cost figures, etc.
(Scheduled to begin work
with platforms in Piper
field and assist in
support operations of
the Ocean Victory.)
Pipe haul contract. Also
doing rig work on sport
charter with Sun, Union,
Santa Fe and other
companies.
All vessels listed are
servicing these rigs.
Also, two Ocean Inchcape
vessels are servicing
these units.
Currently drydocked due
to grounding.
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MARINE TRANSPORTATION COMPANY
Vessel name Horsepower Length Drilling
Unit
Lady Jean
Lady Vivienne
Lady Alexandra
Arthur Levy Boat Service Inc.
Celtic Seahorse
6,000
192
Sedneth 701
Ranger/Texaco
Arctic Seahorse
6,000
192
Zephyr l
Texaco
North Seahorse
6,000
192
Brown & Root-Wimpey Ltd.
WimBrown 2
WimBrown 3
Maersk Supply Service
(A.P. Moller)
Maersk Fighter 1,932
52.66 m Transocean ll
Maersk Shipper 3,800
53.34 m Gulf Tide
Ocean Inchcape Ltd.
Oil Venturer --
--
Sea Quest
Oil Discoverer --
--
Sedco K
Oil Driller --
--
Ocean Kokuei
Oil Mariner --
--
Offshore Logistics, Inc.
Ranger 7,040
200
Waage Drill I
Enterprise 7,040
200
Offshore Marine Ltd.
Norfolk Shore 1,600
159
Britannia
Arctic Shore 2,400
177
Sedneth l
Pacific Shore 2,400
177
Suffolk Shore 1,600
171
Sedco 135F
Dogger Shore 5,600
176
Orkney Shore 4,000
175
Sedco 135G
Dogger Shore 5,600
176
Shetland Shore 4,000
175
Tropic Shore 2,400
167
Pentagone 81
Channel Shore
(Neptune 7)
Ocean Shore 4,000
182
Sedco 702
Viking Shore 5,600
195
Kent Shore 1,600
176
Ocean Rover
Offshore Supply
Association Ltd. (OSA)
Marientor
4,060 IHP
178
Grand Isle
Holstentor
2,580 IHP
173
Zapata Explorer
Martiniturm
4,060 IHP
178
Pentagone 81
Wassertor
6,2401HP
185
Ocean Voyager
Ansgariturm
2,580 IHP
176
Ocean Viking
Johannisturm
2,580 IHP
173
Gulf Tide
Jakobiturm
2,5801HP
173
Hohentor
2,5801HP
173
lmkenturm
3,6201HP
173
Arsterturm
2,590 IHP
173
Pagenturm
2,6201HP
173
Lukasturm
3,850 BHP
185
Georgturm
6,240 IHP
188
Deep Sea Driller
Shell
Phillips-Norge
Allocation subject to
change as rigs move to
new locations.
These vessels will be
re-allocated to service
the Sedco 703 in
April 1974.
EBB TIDE-The first custom-built cargo boat ever to
be constructed to serve the offshore oil industry.
This 120-ft vessel pioneered what is now almost a
universal trend by having its wheelhouse in a
forward position, leaving the entire aftdeck clear for
cargo and supplies.
British Petroleum These rigs are also being
British Petroleum serviced by I.O.S.
BOC
ARCO UK
Shell
Shell
Shell
Elf Norge
Conoco
Phillips
ARCO
Phillips
Elf Norge
Shell
Occidental
Phillips Norge
SAGA
Offshore Marine Ltd.
withdrew from the OSA con-
sortium as of Jan. 1974.
Ranger assists in the tow of Waage Drill I from New
Orleans to Stavanger. The vessel, owned by
Offshore Logistics, Inc., is under contract to
Hamilton Bros. Oil & Gas Ltd.
These vessels are also
being used in platforms work.
This vessel was delivered
early this year. It is
the first to six such
vessels planned for
North Sea service.
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
Length Drilling
Unit
Sachesentor 6,240 IHP 188
Deep Sea Driller
Wilhaditurm 6,2401HP 188
West Venture
Pinnastor 2,5801HP 173
Chaparral
Kattenturm 2,6201HP 173
Seaforth Maritime Ltd.
Seatorth Hero 5,000 180
Ocean Rover
Sea forth Challenger 5,000 180
Pentagone 82
Peder Smedvig
I/S Norway Supply Ships
West Avocet 4,400 175
--
West Albatross 4,400 175
--
West Eagle 2,100 175
--
Smit-Lloyd N.V.
Smit-Lloyd 104 7,500
West Venture
Smit-Lloyd 109 7,500
Waage Drill II
Smit-Lloyd 107 7,500
Smit-Lloyd 41 4,000
Blue Water No. 3
Smit-Lloyd 44 4,000
Smit-Lloyd 43 4,000
Western Pacesetter I
Smit-Lloyd 106 7,500
Smit-Lloyd 48 4,000
Drill Master
Smit-Lloyd 105 7,500
Smit-Lloyd 108 7,500
Sedneth 1
Smit-Lloyd 2 3,000
Sedco 135F
Penrod Rig 58
Smit-Lloyd 11 3,000
Zapata Explorer
Smit-Lloyd 12 3,000
Chaparral
Smit-Lloyd 3 3,000
Offshore Mercury
Smit-Lloyd 18 3,000
Smit-Lloyd 15 3,000
Transocean I
Smit-Lloyd 16 3,000
Smit-Lloyd 45 4,000
Transworid Rig 58
Smit-Lloyd 47 4,000
Smit-Lloyd Il 3,000
Zapata Nordic
Tidewater Marine Service Inc.
Mammoth Tide 10,500
Contract
SAGA
Union
Shell
Phillips
Conoco
Mobil
Mobil
Phillips
Union
ARCO UK
Hamilton
Sun/Ashland
Esso
Shell
Shell
Placid
Phillips
Shell
Amoco
Shell
Conoco
Phillips
Two additional vessels
working in the North
Sea. Two planned for
delivery 4/74 will be
placed under exclusive
contract to B.P.
Two new vessels under-
construction and committed
to Brown & Root for
North Sea operations.
MAMMOTH TIDE. This 220-ft long towing/supply
ship is specifically designed to work in the North
Sea. The vessel is a full 100-ft longer than the Ebb
Tide. It has a 251,370 lb. bollard pull and can attain
over 16 knot speeds when fully loaded.
Largest vessel of its kind
in operation. A sister
ship, Goliath Tide, is
also scheduled for de-
livery. One of these
units will work with the
Sedco 704 when it is
completed later this year.
185
Grand Isle
Odin Drill
ARCO
Home Oil/Bow Valley
Tender Trout 4,000
185
Sea Quest
British Petroleum
Tender Turbot 5,750
Zapata Marine Service, Inc.
185
Odin Drill
Home Oil/Bow Valley
Centurion Service
3,600
175
Transocean Il
British Petroleum
Signal Service, Victory
Majestic Service
7,040
185
Ocean Victory
Occidental
Service, Viking Service,
Monarch Service
7,040
185
Hudson Service and
Titan Service
3,600
170
Orion
Pennzoil
Valiant Service are also
Trojan Service
3,600
175
working in the North Sea.
Saxon Service
5,400
185
Ocean Rover
Phillips
Thor Service
5,400
190
Baffin Service
6,560
190
Zapata Ugland
Total Oil Marine
Baffin Service scheduled
to begin operations
in 5/74.
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
Preview of new
drilling rigs
Sedco orders $35 million
semi-submersible
Sedco Inc.'s newest semi-submersible drilling platform will
require more than 8,000 tons of steel and cost in excess of $35
million.
The new unit, Sedco 706, will be the seventh vessel in the Sed-
co 700 series of semi-submersible drilling platforms.
Construction of the new vessel is being carried out by Kaiser
Steel Corp. Completion is scheduled in the fall of 1975 at
Kaiser Steel's San Francisco Bay area assembly yard.
The twin hull column stabilized semi-submersible will have
the same basic design as the other Sedco 700 series drilling
units.
Sedco 706 will be capable of drilling in up to 2,000 ft of water
SEDCO 706 is the seventh vessel in the Sedco 700 series of semi-
submersible drilling platforms. The vessel will be capable of drill-
ing in up to 2,000 ft of water, even in stormy seas.
even in stormy seas. It can maintain its mooring in 80-ft waves,
I00-knot winds and 2-knot currents.
The vessel's thruster system is specifically designed to im-
prove performance in rough seas and deep water. Four 1,600-hp
thrusters can propel the vessel at 8 knots. This provides power
for survival in severe seas while reducing the time and cost of
mobilization. But the main function of the azimuthing thrusters
is to assist the mooring system when the rig is on location and
drilling. (For full technical details on design and system for the
Sedco 700 series, see Ocean Industry, May 1973.)
Quarters are provided for 102 persons.
Norwegians order jack-up for 300-ft water
K/S Norway Jackup has placed a construction order with
Levingston Shipbuilding Co., Orange, Texas, for a Levingston-
designed Class III jack-up drilling platform.
This is the first Norwegian firm to contract for a jack-up type
unit. K/S Norway Jackup is a three-company joint venture
formed by Fearnley & Eger Chartering Co., Ltd., Skips A/S
Kim and Od(jell Drilling and Consulting Co. AVA/S. The
owners had previously applied for Export-Import financing of
the unit.
Delivery is scheduled for September 1976. The total price, in-
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Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
eluding machinery and drilling equipment, will exceed $18
million.
The triangular shaped mobile drilling platform will be
capable of drilling 30,000-ft wells in water depths up to 300 ft.
The 418 x 178 x 22-ft platform will be supported by three
square truss type legs, each 418 ft long. The 50 x 50-ft drill slot
in the stern of the vessel will allow nine well positions to be
drilled with the skid-type structure. The derrick substructure
can be repositioned over the pipe rack when the rig is under
tow.
The hull is equipped with a double-sided rack-and-pinion
jacking system furnished by Armco Steel Corp.'s Machinery
and Equipment Division, formerly National Supply Division.
The jacking system is electro-mechanical and pinion drive. It
is comprised of six gear boxes, two for each leg, with six in-
dividual electric gear motors and gear trains terminating at six
pinions. The rated jacking capacity for this system is 7,200
short tons at a speed of approximately I ft per minute. The con-
trols are a push button type, operated from a single remote con-
trol console. Each leg can be operated individually or
simultaneously.
Air-conditioned living quarters are provided to accom-
modate 54 persons.
Storm orders two new jack-ups
Storm Drilling Co. and Storm Drilling S.A. have placed con-
struction contracts for new jack-up drilling units.
These identical mat-supported jack-ups will have a 25,000-ft
drilling capability and a 250-ft water depth capability.
The rigs are hydraulic, self-elevating mobile platforms
measuring 166 ft in length, 132 ft wide and 16 ft deep with a 50-
ft drill slot.
The mat will be 210 x 170 x 10 ft and its drill slot will be
90 x 87 ft. Each of the three cylindrical columns will be 312 ft
long and 12 ft OD.
Both vessels will be capable of storing 6,150 cu ft of bulk mud
and cement (3,000 sacks), 1,500 bbls of active mud, 4,324 bbls
of drill water, 402 bbls of potable water, 1,796 bbls of fuel oil
and 4,027 bbls of salt water.
The Storm Drilling Co. unit is being constructed at
Bethlehem Steel Corp.'s Beaumont, Texas, shipyard.
The Storm Drilling S.A. unit will be constructed by
Bethlehem Singapore Private Ltd. in Singapore.
THE NEW JACK-UP UNITS are of the same design as the Dia-
mond M 99, shown here. The vessels are planned for completion
in September 1975 and February 1976.
Diamond M orders three new rigs
Diamond M Drilling Co.'s rig construction program, which
began in 1972, now reaches over the $120 million mark with the
recent announcement of three new construction contracts for
mobile drilling rigs.
Two self-elevating jack-ups and a semi-submersible drilling
vessel are planned for construction.
The jack-up units will be of the Levingston design and built
by Levingston Shipbuilding Co.'s Orange, Texas yard. These
triangular shaped units are designed to work in water up to 300
ft deep and have a rated drilling capability to 30,000 ft.
The 208-ft-long platform with a 178-ft beam and 22-ft deep
hull is supported by three truss type legs. A four-point mooring
system is provided by four 7,500-lb ships anchors.
Quarters are provided for 54 persons.
The new jack-ups are scheduled for delivery in September
1975 and February 1976.
The semi-submersible will be constructed at the ?Alabama Dry
Dock and Shipbuilding Co. in Mobile, Ala. This is the third
Diamond M/Korkut designed semi-submersible construction
contract to be placed with Alabama Dry Dock.
The first unit, Diamond M Century, was delivered in
November 1973 (see Ocean Industry, December 1973, for
details). A second unit is planned for delivery in August of this
year.
The new twin hull column-stabilized vessel will be completely
self-propelled. It will have an over-all length of 290 ft and a
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
DIAMOND M's NEW SEMI-SUBMERSIBLE will be larger than the
company's first self-propelled semi-submersible, Diamond M
Century. The unit is scheduled for completion in November 1975.
maximum beam of 200 ft. The vessel will be capable of working
in water up to 600 ft (with provisions to work in 1,000-ft
waters), and to drill up to 30,000-ft wells.
Delivery is scheduled for November 1975.
Diamond M Chairman and Chief Executive Officer Don E.
McMahon said the company has executed definitive
agreements in connection with the previously announced ven-
ture with a group of Norwegian investors with respect to the
construction supervision and management of another self-
propelled semi-submersible drilling vessel of the Diamond M-
Korkut design. This Norwegian rig will also be built at
Alabama Dry Dock and delivery is scheduled for July 1975.
The rig will be owned by a newly formed Norwegian company
in which Diamond M will have a 20% interest.
Rowan plans new semi-submersible
Rowan Companies, Inc., has announced that Rowan Int'l
Inc., its 50% owned subsidiary, has placed a construction con-
tract with Levingston Shipbuilding Co., Orange, Texas, for a
$26 million semi-submersible.
The unit, Rowan-Midland, is designed for operation in 600-ft
water depths and has a rated drilling capacity to 25,000 ft.
The platform consists of two parallel lower hulls with four
vertical stability columns on each hull with vertical truss system
of tubular braces supporting the main deck. The lower hulls are
connected by four horizontal braces and four small diagonal
braces. The vessel will measure 270 ft in over-all length, 210 ft
wide and 100 ft from keel to main deck, with an operating draft
of 50 ft.
The rotary table is at the center of the drilling unit above the
main deck to minimize motion on the drill floor.
Design and construction drawings for the Rowan design con-
cept were prepared by Earl and Wright, San Francisco.
Delivery is scheduled for the fourth quarter of 1975.
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
now
developments
to watch
Homopolar generator
shows promise
Revolutionary new unit is expected
to achieve a power density greater
that 1,000 hp per cubic foot
Westinghouse Electric Corp., under a contract with the Ad-
vanced Research Projects Agency (ARPA) of the Defense
Department, has developed a novel, high-power density liquid
metal current collector that paves the way for completion of a
prototype 3,000 hp segmented magnet homopolar generator
(SEGMAG). Westinghouse is building the machine for ARPA.
High-power versions of the SEGMAG are expected to
achieve a power density greater than 1,000 hp per cubic foot.
They will have applications that include ship and vehicle
propulsion, high-power pulsing generators, energy storage, and
power supplies for electrochemical processes.
Homopolar machines operate on the principle that voltage is
generated by a conducting disc rotating in a magnetic field. As
generators, these machines are capable of producing large
amounts of direct current at relatively low voltage. The
prototype, for example, will produce 100,000 amps at 24 volts.
The concept uses a series of small magnets to produce the
field, and the conductor is a drum-shaped cage rather than a
disc. This arrangement produces only a small field, less than
500 gauss, at the current collection sites in the machine.
"This has greatly reduced the electrodynamic and
magnetohydrodynamic forces that adversely affect the perfor-
mance of any liquid metal current collector. Fluid dynamic
stability problems were the most important design challenges,"
John Mole, who conceived SEGMAG and manages the over-all
program for Westinghouse, said.
Carbon brushes, the current collectors ordinarily used in
present-day generators and motors, are inadequate for the high-
current densities involved in the SEGMAG-up to 20,000 amps
per square inch.
The Westinghouse-ARPA system replaces carbon brushes
with a liquid alloy of sodium and potassium metals called
"NaK." The liquid makes contact with only a small portion of
the rotor surface, rather than over the entire rotor as in most
present homopolar designs using liquid metals.
A broad-scoped technology effort was required to support
the current collector development. The use of NaK with its
unique characteristics of high conductivity, low density, low
viscosity and high chemical reactivity presented numerous com-
plex problems associated with materials compatibility, liquid
metal technology, cover gas maintenance and seal development.
Major problems overcome in the experimental program in-
clude the tendency for the liquid metal to be forced out of the
annular collector gap, where it circulates at speeds up to 150
miles per hour, the incomplete filling of the gap by NaK
PROTOTYPE NEARS COMPLETION. This sketch depicts the
prototype of a 3,000-hp segmented magnet homopolar generator
that is nearing completion at the Westinghouse Research
Laboratories.
resulting in discontinuous and limited electrical contact, the
reactivity of the NaK with water vapor and oxygen contamina-
tion in the inert nitrogen cover gas, and the formation of
aerosol by the viscous working forces in the NaK.
The program indicates that a loop for circulating and purify-
ing the liquid metal is essential for long-term collector stability.
Also it has shown that a sealing and cover gas system for
maintaining the nitrogen purity must be provided, and that con-
structional materials for the machine which are chemically
compatible with the NaK environment must be judiciously
selected.
The current collector has been successfully tested over more
than 150 hours, including a continuous run of 76 hours, in a
full-sized subassembly that duplicates the important operating
parameters of a SEGMAG current collector.
Versatile sub designed for
fast long-range performance
A two-man wet submersible with a top speed of over 7 knots
and a range of up to 50 miles is claimed by its British manufac-
turer, Cooke Bros. (Marine Projects) Ltd., to be one of the
most advanced craft of its kind.
The Diver Transport Vehicle (DTV2) can be accurately
trimmed to neutral buoyancy, allowing it to hover at depth, so
that work such as the repair of buoy chains and the
maintenance of data buoys can be carried out in mid-water.
Easily handled and completely stable in operation even in
strong currents, it can carry tools and power sources as well as
crew support equipment. It features a maximum operating
depth of 250 ft.
The DTV2 is of semi-monocoque construction, with an
aluminum frame, GRP shell and an acrylic cockpit which
allows distortion-free viewing. A single lever controls the
rudder and two 14-in.-square hydroplanes; diving and surfacing
are effected by admitting water or compressed air to built-in
buoyancy tanks.
Power is provided by either lead-acid or silver-zinc 12-v
batteries giving 5 or 10 hours operation, respectively, at a cruis-
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
ing speed of 5 knots. Speed is infinitely variable, forward and
reverse, by means of a simple throttle-type lever.
Being totally enclosed, the crew is protected from cold
currents and undersea life, and can undergo decompression
while under way. A built-in breathing system is incorporated;
oxygen or mixed gas cylinder can be carried to give divers
greater mobility and endurance. A full line of optional equip-
ment is available.
The I8-ft-long craft weighs about 1,800 lbs and can be used in
pipe line and archaeological surveys, photogrammetry,
geological and marine sampling and numerous other
applications.
Airboat in trials on Puget Sound
A 38-ft airboat from the Aircushion Boat Co. Inc. is produc-
ing some outstanding performance records during trials on
Puget Sound.
The craft has performed in 4-ft ocean chop at speeds of 35
knots with little or no roughness due to waves slapping the hull.
The top speed of the vessel is in excess of 40 knots.
In comparison with other high performance type vessels the
airboat is said to use about 20% less fuel per mile due to its
reduced drag. This is because the hull of the vessel is only slight-
ly submerged during transit. The air cushion supports the
16,000-lb weight of the vessel.
Power is provided by two 330-hp gas powered engines, with a
third engine providing power to the air cushion.
An alternate design is a twin diesel unit, water jet propelled
with a 30-knot service speed in 4-ft ocean chop while carrying a
4,000-lb payload. Higher payloads can be achieved with slightly
reduced speeds.
The design of the airboat can be adapted to other vessels such
as work boats, commercial fishing craft and sport vessels.
Energy conservation strategy study
Braddock, Dunn and McDonald Inc. (BDM) of Vienna, Va.,
will conduct a technology assessment study on energy conserva-
tion for the National Science Foundation.
The $243,691 contract study is expected to take over 18
months and will focus on alternate strategies and methods for
conserving energy.
Rock drill bit provides
its own thrust
Foster-Miller Associates Inc. has developed a new bit that
produces 90% of its own thrust.
The conical-shaped bit has roller cone cutters arranged in
such a fashion that the rotating bit acts like a self-tapping
screw.
The bit shown here requires less than 10% of the thrust of
conventional bits of similar diameters.
Evidence of a hydrothermal field
found at the mid-Atlantic ridge
Evidence of a hydrothermal field at the mid-Atlantic ridge
has been found in an investigation involving a Texas A& M
University scientist.
Dr. Robert Scott participated in the Third Trans-Atlantic
Geotraverse cruise that discovered the Atlantic hot springs,
located about 2,300 miles east of the Florida Keys.
He said the search for the feature started with one piece of
rock dredged up last year.
"It showed strong indications of a circulation of water
through the earth's crust," Scott said. The TAMU associate
professor of geology said the hydrothermal field covers about
30 square kilometers.
"The water probably circulates in deep fractures associated
with small-scale normal step faults parallel to the median valley
of the mid-Atlantic ridge," Scott remarked.
To test the possibility of a hydrothermal field, an integrated
system of measurements was made on the November 1973
cruise.
Some of the material collected on the cruise will be sent to
scientists in other countries for study. Also, an extensive
chemical isotopic and mineralogical study of the sediments and
rocks is planned.
Buoy transmits data
Comex Equipement's new meteorological and oceanographic
data buoy is moored in the Gulf of Gabes, about 80 kilometers
off Sfax, Tunisia. The buoy transmits wind speed and direction,
swell amplitude, buoy heave and the voltage level in the battery
power supply to a shore-based recording station for 14-minute
periods every four hours.
The device uses a spar buoy type structure for its autonomous
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
measuring station at sea. Basic components are a large float, a
small secondary float and a mast which supports the
meteorological instruments.
A shore-based recording station, in Sfax, decodes the signals
transmitted by the buoy and the various parameters are record-
ed on a graphic analog recorder.
The system is designed for easy installation and can operate
unattended for up to six months. Batteries in the power source
have a zero weight in water and can be easily installed by divers.
Private ownership of deepwater
ports and refineries studied
The Coastal Plains Regional Commission has signed an
agreement with seven oil companies to study the economic and
environmental feasibility of privately owned deepwater ports
and refinery facilities in North Carolina, South Carolina and
Georgia.
Companies participating with the commission include
Ashland Oil Inc., Shell Oil Co., Cities Service Oil Co., Exxon
Pipeline Co., Mobil Oil Corp., Shell Oil Co. and Tenneco Oil
Co.
The $300,000 study cost will be shared by participating com-
panies and the commission.
Selection of a professional study team will be conducted by a
Management Committee composed of representatives from the
three states. The study will determine the economic and en-
vironmental feasibility of deepwater ports and refineries and
will also assess the potential economic and land-use impact of
such facilities.
The study team will be under the direction of J.K. Schafer, a
development planned with the commission. A final report is
scheduled for completion within six months.
Underwater laboratory used
for coral reef studies
Teams of diver-scientists from France, Germany and the
United States are studying environmental factors affecting the
health of coral reefs in a series of continuing underwater in-
vestigations.
The NOAA-supported projects are being carried out in a 16-
ft-long and 8-ft-diameter Hydro-Lab. The facility houses up to
four persons for a week. It is operated and supported by the
Perry Foundation, Inc., and the Bahama Undersea Research
Foundation on a non-profit basis.
Oil and gas seep locator
for offshore exploration
Some of the world's greatest oilfields-on land and
offshore-have been discovered as a result of oil seeps.
For this reason the location of oil seeps is an important phase
of offshore geophysical exploration.
Now it is possible to lease an oil and gas seep locator to dis-
play on a marine seismic survey vessel.
The system, available on a lease basis from InterOcean
Systems, Inc., records the data on strip chart analog records as
well as digital magnetic tapes.
SEABOOM SURROUNDS TANKER. This oil containment ap-
paratus is being used at the Tiverton, R.I., dock to contain any
spills or leaks which might occur during oil transfer operations.
The apparatus, called Seaboom, rides 12 in. above the water and
24 in. below the water. It was developed by Submarine Engineer-
ing Associates with technical assistance from BE. Goodrich.
Ocean-going car pool
Since this is the only underwater pickup truck in existence,
Navy divers have to share transportation to offshore work sites
aboard the Construction Assistance Vehicle (CAV).
The revolutionary craft was conceived and developed by the
Civil Engineering Laboratory (CEL), Port Hueneme, Calif.
After the laboratory completed its program of fabricating,
testing and evaluating, the unique craft remained out of service
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
for about. two years. But now the CAV is on active duty once
again. It is supporting the marine sciences program at Oregon
State University.
A catamaran hulled vehicle, the CAV can deliver up to 1,300
lbs of cargo, equipment and divers to and from construction
sites to a maximum depth of 120 ft. It weighs 18,000 lbs, has a
10-ft beam, and a top submerged speed of 2.5 knots.
Solar energy supplies power for warning
device on platform
Continental Oil Co.'s Marine Division is testing solar panels,
similar to those that power Skylab, as a supplemental power
source on a production platform off Louisiana. The panels con-
vert the sun's energy into electricity to recharge storage
batteries that operate warning devices to alert ships of the plat-
form's position.
Contract for geophysical data
in Gulf of Mexico
The Western Geophysical Co. of Houston has been awarded
a $237,930 contract by the U.S. Geological Survey, USGS,
Department of the Interior, to provide non-exclusive,
proprietary, seismic reflection data in the Gulf of Mexico.'
The contract will provide about 10,000 line miles of data
between the 600 and 3,000-ft water depth contours on the entire
continental slope offshore from Texas.
The contract is part of an accelerated effort by the USGS to
evaluate offshore acreage as to its potential for future lease
sales. Since this geophysical data acquisition program began in
1969, about $6 million has been awarded through about 50 con-
tracts.
MARINE FOG FORMATION STUDIES. Naval Research
Laboratory scientists from Washington, D.C., are conducting
studies into marine fog formation in the area of the Galapagos,
Islands aboard the laboratory's catamaran research vessel USNS
Hayes.
field.
Access equipment for rig construction
Access equipment for the construction and maintenance of
large steel jackets and drilling/production platforms has been
developed by Kwikform, Inc.
The equipment includes a specially designed friction clamp
(patent pending) which allows mechanical connection of staging
to steel structures without the need for temporary welding of at-
tachments. They can also be used for tying access equipment to
the main structure.
The equipment is being used extensively by 1 edpath Dorman
Long and Laing Pipelines Offshore in the construction of plat-
forms and substructures for both the Auk field and the Forties
FRICTION CLAMPS enable contractors to position work plat-
forms above or suspended from a structure without the need for
temporary welding operations.
KWIKSTAGE SCAFFOLDING SWIVEL BASE AND HEAD
is erected to two end frames at JACK solve Laing's problem of
Redpath Dorman Long's facili- providing a work platform
ty during the construction of a above floating tank.
drilling/production platform.
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
GAS E OIL
WRAPUP
I. Untied S4a4es
Lease plan draws plaudits
The exploration manager of Exxon Co. USA commended
President Nixon for plans to increase U.S. offshore lease
offerings from the current 2 to 3 million acres to possibly as'
much as 10 million in 1975.
R.W. Bybee told an Interior' Department hearing in.
Houston: "We believe the industry for some time to come has
the capacity to handle even more acreage than your original
five-year program proposed. It will take some time to 'get
tooled up and we'll need state and federal help in tooling for the
big job ahead but all the companies need the acreage and your
determined effort to maintain a schedule is what we need."
The hearing on a proposed May sale of 1,335,684 acres off
the Texas coast was scheduled to last two days, but was com-
pleted in one day without opposition to the proposed sale.
Marathon will operate venture
Marathon Oil Co. will succeed Signal Oil & Gas Co. as
operator for the SLAM and SLAMT groups off Louisiana,
effective April 1.
Marathon said the move,-applying to both exploratory and
production activities, is designed to more effectively consolidate
operations under the direction. of one company. Marathon
already acts as operator both off Texas and Louisiana on leases
owned by certain other companies besides Signal.
Properties involved in the changeover include producing plat-
forms in the Main Pass Block 306, West Delta Block 58 and the
East Cameron Block 321 fields, along with associated onshore
facilities.
Exploration partnership formed
Texasgulf, Inc., of Houston has assigned three-fourths in-
terest in Tract 101 off Florida to Clark Oil Producing Co.,
Home Petroleum Corp., Pelto Oil Co. and Tesoro Petroleum.
Pelto and Tesoro each have 25% interest in the tract, Clark
has 162'3% interest and Home 8'/3%.
O
The tract, covering 5,760 acres, was purchased by Texasgulf
in the Dec. 20 federal lease sale for a cash bonus of $4.13
million.
2e Canada _
Atlantic potential eyed
Oil discoveries on Sable Island off the Canadian Atlantic
Coast may well presage similar discoveries off the U.S. East
,Coast, according-to the American Petroleum Institute.
API says the Sable Island Bank-like George Bank off New
England, the Baltimore Canyon Trough east of the Middle
Atlantic States, and the Blake Plateau off Georgia and
Florida-contains large petroleum deposits.
Oil was found on the small island in 1971, the first oil and gas
strike in the Atlantic of North America, and Canadians believe
it will, prove significant in meeting Canada's growing energy
needs.
3. Sou4h America
Texaco hits off Colombia
The Colombian Division of Texas Petroleum Co.; subsidiary
of Texaco Inc., completed a significant extension to the
offshore Chuchupa gas field in the Guajira region of northern
Colombia. The well, Chuchupa-3, eight miles offshore, 'tested
8.8 MMcfd of gas. It is 21h miles south of the field discovery,
completed last November.
4. Europe
Japanese aid asked in North Sea
Britain would welcome Japanese help in bringing North Sea
oil reserves to shore, according to Britain's industrial develop-
ment minister.
Christopher Chataway, discussing increased Japanese invest-
ment in Britain, said:
"I've made it clear to Japanese- industrials that we very much
48 OCEAN INDUSTRY MARCH 1974
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welcome their participation in North Sea supply, and 'I pointed
to a couple of areas where Japanese industry could be of help to
us and speed the flow of North Sea oil."
Boundary agreement expected,
An agreement was expected soon, as Ocean Industry went to
press, establishing the boundary in the Bay of Biscay for Spain
and France. The boundary also would fix the limits of certain
acreage held by Exxon Corp. in the Spanish sector of the bay.
Lone Star joins Greece venture
Lone Star Gas Co. has agreed to participate in its first
Mediterranean exploration venture when two wells are drilled
off Greece this year.
The operator, with 75% interest, is Anschutz Corp. of
Denver, Col. A Lone Star subsidiary, LSG Greece, has the
remaining 25%.
Two wells will be drilled on two separate concessions of
about 1.4 million and 600,000 acres. Both are near the large in-
dustrial city of Salonika, bordering the Aegean Sea.
5. U.S.S.R.
Fire destroys platform
The Soviet Union reported that fire destroyed.a fixed plat-
form in the Bakhar gas field, the Caspian Sea's most prolific.
The fire occurred after separation of 6-in. production string
with subsequent rupture of the well's casing.
6. Africa ,
Tests yield gas off Nigeria
The West German Deminex group found a gas structure
between 7,545-8,200 ft in its Bilbari 2 well in Block 79 'off
Nigeria. The well tested gas at the rate of 16.1 MMcfd with 54-
gravity condensate.
Amoco drills for acreage interest
Amoco Tanzania Petroleum Co. will participate in drilling
four wells in Tanzania to begin earning a percentage interest in
a petroleum exploration license held by the Italian. state-owned
company Agip. Percentage earned will relate to the amount
spent by Amoco, and could reach a full-half interest in 14
million acres on and offshore Tanzania. '.
Two offshore wells are planned for 1974, with two additional
undesignated wells programed for the following year. The'in-
itial well was spudded recently west of the island of Zanzibar by
the rig Gatto Selvatico, belonging to Saipem, Agip's sister com-
pany in the ENI group.
Agip is operator for- the joint venture program.
7. Far East
Agreement reached on disputed 'area
The governments of Japan and South Korea have signed an
agreement calling for'joint exploration and development of oil
and gas in a portion of the East China Sea claimed by both
.countries. The area had been under dispute since 1968 and the
agreement has been under negotiation the last two years.
Gulf of Siam test planned,
Gulf Oil will use Zapata's drillship Investigator to drill a
wildcat well in Block 9 of the Gulf of Siam off Thailand: The
MARCH 1974 OCEAN INDUSTRY N
Gienair inl!ne:'molded "cable connector; assemblies.
Interchangeable with competition,plus"ltheseeextras ''.
at no extra price! .
High strength copper alloy contacts.
Crimp=contact / wire" terminations:,.,
Gold plated contacts. Strain relief rib design.
A size %" Dia. single contact.
G size 34" Dia. to 5 contacts.
K size 11/16" Dia. to 8contacts.
Other products: Bulkhead connectors, penetrators,
metal shell connectors to 100 contacts and cable
assemblies.
-- ---------------
-------------------
Glenair Inc.
1211 Air " Way,Glendale, Ca. 91201
V13) 247-6000"
WX 910-497-2066 ,';11ELEX 67-3485
Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
Applications, operations,
Pump Selection Charts,
Performance Lifting
Cost data, etc.
Excellent engineering
reference.
Dillon CRANEGARD Boom Angle Indicating / Alarm System warns
operator when preset upper and lower boom angle limits are
reached. System accuracy is within +1/2 degree! Precise settings
may be made within 0.2 degree.
Sensor box mounts on foot of boom. Indicator is located in crane
cab. Rugged construction. Easily installed. No special tools re-
quired. Provides high measure of safety where it really counts -
with both men and equipment.
FREE! CRANEGARD CATALOG Includes information on
complete CRANEGARD line consisting of Load/Indicating
Alarm System, Running Line Tensiometer, Boom Length
Indicator and Boom Angle Indicating/Alarm System.
W. C. w< "Ilott & COMPANY, INC. s.~ .
Dept. 121-C, 14620-DL Keswick St., Van Nuys, Calif. 91407 [phone]
OCEAN INDUSTRY MARCH 1974
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vessel has been drilling for BP in the Makassar Strait off East
Kalimantan.
BP drills in the Gulf of Siam
British Petroleum has begun a drilling program in the Gulf of
Siam off Thailand using Atwood Oceanics' drillship Get-
tysburg. The first well was' projected to 4,000 ft, and the rig was
to move to the southern Gulf area to spud the 16-B-1?.
Woodside-Burmah joins venture
Indonesia's Pertamina has approved an agreement between
Australian companies International Oils and Woodside-
Burmah providing .for Woodside-Burmah to earn up to 65%
working interest in International's production sharing contract
with Pertamina.
As part of the agreement, Woodside-Burmah will carry out
substantial seismic surveys offshore and geological surveys
onshore. Two to four wells may be drilled, pending results of
the surveys. The acreage comprises some 7,500 sq mi covering
the Indonesian islands of Timor, Roti, attendant smaller
islands, the Savu Archipelago and adjacent. offshore areas to
the 100-fathom depth.
Asamera gets Sumatra strike
Asamera Oil, operator for a group, has an oil discovery in
northern Sumatra, east of the Tualong field. The strike tested
1,300 bopd from one interval, 1,890 from another. Develop-
ment drilling is planned.
Acreage interest acquired
Champlin Indonesia Inc., subsidiary of Champlin Petroleum
Co., has received government, approval to acquire 38.8% in-
terest in a production sharing contract off Irian Java, In-
donesia. Champlin agreed to drill an exploratory well by March
1975.
Acquisition was from a group comprised of LVO of In-
donesia Inc., Odeco Indonesia Oil Co., White Shield Indonesia
Oil Corp. and White Shield Exploration Corp.
Tesoro .confirms discovery
Tesoro Petroleum said it, has completed a well that confirms
a new zone discovery in the Juata field on Tarakan Island, In-
donesia. The well tested 845 bopd and is on production to an ex-
port terminal. A third well is being drilled, and additional sites
are being prepared.
8. Australia
Woodside- Burmah' logs gas, oil
Woodside-Burmah logged oil and gas shows at its Lambert I
wildcat on the Australian Northwest Shelf on a test of a per-
forated interval between 3,101-3,106 ft. On. completion of the.
well, the, drilling vessel Glomar Tasman will drill the Depulch-l
wildcat on Permit WA-29-P in the Beagle sub-basin off
Western Australia.
Esso-BHP leaves Otway basin
Esso-BHP has withdrawn from the Otway basin off South
Australia and returned to the Bass basin near the entrance to
Bass Strait. Two dry holes were drilled in Otway basin. The
drillship Glomar Conception was to move to Toolka 1, Permit
T-3P, in the Bass basin.
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New type of floating storage
for Ashtart Field off Tunis
J.D. Bax and W. J. van Heijst, SBM
Inc.
Increasing world hydrocarbon con-
sumption is forcing oil companies farther
offshore in their search. The problem
which invariably crops up after the dis-
covery of oil is how to export it-either
by constructing a sealine to shore and
utilizing conventional land-based storage
and related terminals, or by keeping the
crude near the field by installing offshore
storage and loading facilities.
The offshore solution is in many cases
the optimum one, and floating storage in
particular has been used widely. Apart
from a few exceptions (in the Gulf of
Mexico and at the Fateh field off Dubai)
when spread-moored storage has been, or
is being used, all these offshore floating
storage facilities employ an SBM as the
mooring system. The advantage of this
type mooring is that it allows the vessel
to weathervane around the buoy and
assume the position of least resistance to
wave, current and wind forces.
One of the first applications was off
Qatar, where Shell moored the 38,000-
dwt Zenatia to an SBM and used it as
floating storage for their Idd El Shargi
field.
Off-taking tankers moored alongside
the Zenatia to export the crude. This con-
figuration performed quite well for some
years until production justified a pipe line
to shore. During this period, storms with
25-ft waves and 70-knot winds were
weathered without difficulty.
After this successful pioneering by
Shell, other oil companies recognized the
merits of using an SBM for mooring a
permanent storage tanker, and quite a
number of these floating storage systems
are, or will soon be onstream (see Table
1).
Although the systems listed perform
very well, a closer look at the operating
records indicates that from the cost
angle, some improvements could be
made, especially in view of the following:
? The necessity for careful and fre-
quent maintenance and replacement of
nylon mooring ropes and floating hoses.
? The need for operating main
engines or bow thrusters in order to pre-
vent the vessel hitting the buoy.
Experience has shown that during
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ARCO* Java Sea
ARCQ
h
IIAPCc .
Jaitaa
Shell e45pcasta
periods of calm weather the storage
vessel has a tendency to "kiss" the buoy,
consequently endangering the floating
hose system between vessel and buoy.
In addition, there is always the risk
that during changes of tide, when the
vessel 'swings around the buoy to take up
her new position, the vessel may hit the
buoy.
For these reasons, the Zenatia off
Qatar has always had back propulsion
available, while the 900,000-bbl
Pazargad off Cyrus field is fitted with
bow thrusters driven by one of the
loading pumps. This requires capital in-
vestment and affects operation costs.
It is clear that a floating storage
system is developed which bypasses the
above problems and at the same time
retains the important "weathervane"
capability of an SBM system, the
economics of offshore floating storage
will be significantly improved.
It was for this reason that SBM Inc., a
member of the IHC Holland Group, en-
visaged the idea of incorporating the
SBM in the tanker or barge, thus
eliminating the floating hoses, nylon
ropes and the necessity of back propul-
sion.
However, following engineering
studies backed by tank tests in the
Netherlands Ship Model Basin at
Wageningen, this concept has somewhat
changed. A concept where the tanker is
attached to the buoy' by a rigid arm was
found to be a better configuration.
The degree of freedom of both buoy
Mooring of off-tankers alongside the SBS
has been tested to determine maximum
operating conditions.
and vessel connection is limited: the rigid
arm can only hinge at the vessel end
along a horizontal axis. This arm is rigid-
ly connected to the turntable which
rotates on the buoy body.
This concept makes optimum use of
the "weathervane" principle, since the
rotating point of the system is more than
100 ft in front of the vessel, rendering it
more sensitive to the continuously chang-
ing wave and wind directions.
When the storage vessel is at medium
draft, the buoy lies horizontally. Due,
however, to the rigidity of the buoy con-
nection to the arm in the vertical plane,
the buoy rolls with the vessel and is forc-
ed to tilt in order to accommodate the
variations in the draft of the storage
vessel.
Compared with the size of the tanker
and the rigid arm, the buoy dimensions
are small and the forces and bending
moments necessary to tilt or roll the buoy
are therefore limited.
The box construction which combines
large bending stiffness with torsional
stiffness has been chosen for the rigid
arm design.
Extensive model tests on different
types of storage vessels in varying water
depths and sea conditions (the 100-year
storm) have demonstrated that the
system is practicable. By optimizing the
anchor chain layout, buoy dimensions
and rigid arm layout, the mooring forces
in the anchor chains and the rigid arm
construction were brought below
predetermined limits and fully within the
bounds of normal shipbuilding practice.
These tests also confirmed that export
tankers moored alongside the SBS could
continue operation in 14-ft waves without
causing excessive mooring stresses.
Single Buoy Moorings Inc. is already
in the process of constructing the first
SBS for the Societe Nationale de
Petroles d'Aquitaine, and the installation
of the system in the Gulf of Gabes
(Tunis) has been completed. In this par-
ticular case, the 70,000-dwt Torrey Can-
yon will be modified to accommodate the
mooring arm. By using this existing hull,
it is possible to get the SBS onstream
within I I months of the order date.
ACKNOWLEDGMENT
Based on an article published in the IHC Offshore Division
Oil Report. Vol. 17.
Research fleet enlarged
at Texas A&M facility
Visitors to Texas A&M University's
Pelican Island campus of the Moody
College of Marine Sciences and
Maritime Resources aren't seeing double
when they view the dock area of the cam-
pus.
The two sparkling new ships tied near
the T/S Texas Clipper are sister ships,
the first of a new class of oceanographic
research vessels constructed for the Navy
in New Orleans, La.
The R/V Gyre, newest addition to the
Aggie "Navy," was joined this week by
the R/V Moana Wave. as the Hawaii-
bound ship arrived for partial outfitting
at Pelican Island.
Dean Letzring, research scientist at the
Galveston campus of TAMU, noted that
the Wave will receive sonar transducers
and other navigation and scientific gear
while docked at Pelican Island.
"The Wave is being delivered to the
Institute of Geophysics at the University
of Hawaii," Letzring noted. "Some of
their technicians have been sent to aid
our crew in equipment installation."
He added that equipment manufac-
turers have been shipping gear to
Galveston to be stored by TAMU until
the ship arrived. One major unit, a por-
table laboratory van to be mounted on
the ship's working deck, arrived Thurs-
day in duplicate, with one unit being in-
stalled on the Gyre and the other on the
Wave.
The new ship will be skippered by
Capt. Charles Billings and is scheduled to
depart Galveston for Hawaii, via the
Panama Canal. Letzring said a full com-
pliment of crew members from Hawaii
will be on board.
"The Wave will undergo shakedown
tests enroute to Hawaii," he said. "She
will also make some underwater televi-
sion tests before she arrives in Ho-
nolulu."
Both ships were built under Navy con-
tract by Halter Marine Services of New
Orleans. They are officially designated as
Auxiliary Geological and Oceanographic
Research (AGOR) class vessels. The
Gyre is numbered AGOR 21 and the
Wave is AGOR 22.
Both ships have duplicate hulls, but the
Wave's topside is modified slightly to fit
special requirements for oceanographic
studies in the Pacific. The Gyre will
operate primarily in the Gulf of Mexico
and the Atlantic Ocean.
The temporary reunion of both vessels,
according to Letzring, is probably the
last time they will be docked side by side.
The ships, costing $1.8 million each,
will accommodate 10-member scientific
parties and 11-man crews. The twin-
screw, steel-hull ships will cruise at 12
knots with a range of approximately
8,000 miles.
OCEAN INDUSTRY MARCH 1974
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Rolling deck for supply ship
designed for work in heavy seas
A rolling platform deck on a supply
vessel has been designed to facilitate deck
cargo operations to rigs working in heavy
seas.
The platform, designed by Central
MacGregor Ltd., is comprised of an open
steel framework with thick replaceable
wood sheathing fitted on top. High side
supports retain cargo such as drill pipe,
tubular items, etc. The platform rolls on
wheels or rollers and is moved by
hydraulic winches on the platform, port
and starboard, driving on fixed chains.
Hydraulic power is provided by a
power pack mounted on the platform
structure. The basic design load capacity
of the platform is 350 tons distributed
over 15 m x 9 m, which can be tailored to
suit the individual dual ship's re-
quirements.
The platform is mounted in three sec-
tions, making it readily interchangeable
between vessels. An extendable center
section allows the total platform width to
be adjusted to the vessel's beam.
Shipboard connections are kept to a
minimum, the only requirement being
the traction chain anchorage, platform
buffer stops and electric power connec-
tion with flexible cable. The hydraulic
power pack is completely integral with
the platform.
$10 million construction
contract awarded for tugs
Equitable Equipment Co., Inc., has
been awarded a contract of approximate-
ly $10 million by Nolty J. Theriot, Inc.,
to build four 149-ft, 6-in. twin screw,
8,500-hp ocean-going tugs, with fixed
propellers and stainless steel kort propul-
sion nozzles. They will be built to ABS
Maltese Cross A-l, Unlimited Ocean
Towing Service, Ice Class C-I, AMS.
The estimated total cost, including
owner-furnished equipment of the tugs,
exceeds $14 million. The contract for
these four tugs and three identical tugs
contracted in January 1973 brings to
seven the total of such vessels to be built
by Equitable for Theriot with an es-
timated total value of approximately $25
million.
Republic of China orders
12 supply vessels
The Danish shipyard Arhus Flyde dok
A/S, which specializes in series produc-
tion, has received an order for eight sup-
ply vessels from the People's Republic of
China.
Four additional vessels are on order
with Hitachi, according to trade reports.
The supply vessels can be outfitted as
seismic research ships before they are put
into service to offshore rigs.
Power plant cooling water
could boost energy supply
One way to increase the supply of
energy might be to explore the possibility
of using the warm water which flows
from electric power plants.
The water, usually taken from a near-
by river, lake or ocean bay, is used to
cool the condensers of the power plant.
The water is returned to its source several
degrees warmer which can be a problem
or it can be a resource-a vast one. More
research is needed to find constructive
uses for waste heat. Experiments and
projects now under way may point the
way to more efficient energy use in the
future.
Among the uses to which warm water
has already been put:
? Heating experimental greenhouses
operated by Dr. Merle H. Jensen of the
University of Arizona's Environmental
Research Lab. Dr. Jensen humidifies,
heats and cools his air-inflated green-
houses with waste water channeled
through long plastic tubes.
? Controlling the environment in open-
field agriculture. In Springfield, Ore.,
fruit and nut trees sprayed with warm
water were not damaged by frost, while
half the unsprayed trees were damaged.
At Oregon State University, cauliflower
and corn yields have been increased by
more than 50% by raising root and soil
temperatures.
? Raising oysters 12 months a year.
The idea was developed when a Long
Island power company consulted the
New York State Department of En-
vironmental Conservation on the possi-
ble effects of warmed sea water on
marine life. The result-an oyster
hatchery on the discharge lagoon.
Although waste water is a resource of
large potential, there are problems which
must be overcome, says Petroleum To-
dav.
Most power plants are located near
cities, while many of the proposed uses
(for warn water) are agricultural or
aquacultural-far from cities. Low-grade
heat has to be used close to its source,
otherwise the heat is dissipated during
transportation.
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The first keel section for the largest vessel ever constructed in an American yard is swung
into place at Bethlehem Steel's Sparrows Point, Md., shipyard. The 265,000-dwt tanker is
the first of five under contract at the yard. It will be delivered to Boston-VLCC Tankers,
Inc. It is being constructed in the yard's 1,200-ft-long building basin which is capable of
constructing tankers of over 300,000 dwt.
U. S. gas industry plans $2.3 billion
research for five-year period
More than three-quarters of the U.S.
natural gas industry's total research
budget of $2.3 billion for the next five
years should be geared toward develop-
ment of synthetic natural gas (SNG), ac-
cording to the American Gas Association
(AGA).
"Conversion of coal to SNG repre-
sents a major opportunity for the gas in-
dustry to increase its gas supply over the
coming decades based on enormous
available coal resources and existing
technology," AGA Chairman Herbert
D. Clay said.
A recent report detailed the full
technological requirements of the gas in-
dustry for the next 25 years in three
progressive time frames.
Clay emphasized, "While AGA has
for several years pointed to the seriously
declining availability of proved reserves
and the steps needed to reverse that
trend, U.S. potential for new supplies of
natural gas from conventional and novel
sources is estimated to be in excess of 100
times today's annual rate of consump-
tion."
Over three-quarters of the utilization
funding called for in the report should be
for continued development of efficient
natural gas fuel cells for residential, com-
mercial and industrial markets.
An increase in natural gas supply
through the development of improved ex-
ploration and production techniques
utilizing existing technology will be
emphasized over the next five years, ac-
cording to the report.
Major objectives of the liquefied
natural gas program are centered around
safety, reducing the possibility of en-
vironmental damage, and improved
measurement technology.
Joint bidding on offshore
leases often a necessity
Frank N. Ikard, president of the
American Petroleum Institute, said, in
Washington, that two matters discussed
by Secretary of the Interior Morton
caused him some concern: Morton's in-
tention to forbid large oil companies to
join together in bidding on leases; and his
proposal to require more rapid disclosure
on geologic and geophysical data on
leased tracts in order to increase bidding
competition.
Ikard's feeling is that "a review of the
record over the past 10 years will show
that there is already keen competition
among bidders. In many instances bid-
ding consortia were the only possible way
to raise the huge amounts of capital for
the bonus payments, and for the
necessary geological exploration and
eventual development."
The API president also told the House
Subcommittee on Immigration, Citi-
zenship and International Law, which is
investigating present and proposed
development of Outer Continental Shelf
resources, that "these scientific data are
gained at great expense to the individual
company and should be kept as
proprietary information. Certainly some
information of a general nature could be
supplied, but ... the data should belong
to the company that sponsored the ex-
ploration."
Todd signs tanker
contracts for $136 million
Todd Shipyards Corp. announced that
it had signed contracts for the construc-
tion of four 89,700-dwt tankers at ap-
proximately $34 million per vessel. Two
of the tankers will be built for sub-
sidiaries of Overseas Shipholding Group,
Inc., and the other two are to be con-
structed for affiliates of Seres Shipping,
Inc. U.S. government commitments for
guarantees under Title XI of the
Merchant Marine Act of 1936, as
amended, have been issued for each of
the four vessels.
The vessels, to be built at Todd's Los
Angeles Division, will be 894 ft long, with
a beam of 105 ft, 9 in. and a draft of 49 ft.
They are of the San Clemente class
powered by steam with a shp of 24,500.
Delivery of the first vessel will be in
March 1977 with the balance at four-
month intervals thereafter.
With the award of these contracts,
Todd will proceed with the last phase of
its program to increase the capability of
its Los Angeles Division. Shipbuilding
ways are being lengthened and widened
to accommodate vessels up to 100,000
dwt. Also included are increased heavy
lift capabilities, outfitting and other
related production improvements.
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Experts from 75 nations
will set pollution standards
Experts from 75 nations will meet May
13-17 at the Department of Commerce's
National Bureau of Standards (NBS),
Gaithersburg, Md., to explore mutual
problems and work out guidelines for
standardized oil pollution measurement
techniques.
The Marine Pollution Monitoring
(Petroleum) Symposium and Workshop
is co-sponsored by three Department of
Commerce agencies-NBS, the NOAA
and the Maritime Administration
(MarAd). The Symposium and
Workshop's working guidelines will be
hammered out under a plan developed
last August by the joint Intergovern-
mental Oceanographic Commission/
World Meteorological Organization
(IOC/WMO) Planning Group for the
Integrated Global Ocean Station System
(IGOSS). The IOC is a United Nations
Educational, Scientific and Cultural
Organization (UNESCO) affiliate.
Hotel headquarters for the conference
will be at the Shoreham-Americana in
Washington, D.C.
Fluor will manage $ 75
million Java Sea NGL plant
Atlantic Richfield Co. and Fluor
Ocean Services, Inc., Houston, have an-
nounced the signing of a letter of intent
whereby Fluor would carry out project
engineering management for a $75
million natural gas liquids (NGL) plant
to be built in the Java Sea offshore In-
donesia.
As previously announced, construction
of the 25,000-bpd complex is expected to
begin in mid-year. It will operate with
crude oil produced from the Ardjuna
field, about 90 miles northeast of Jakar-
ta. The plant will be the world's first
totally offshore facility for the recovery,
storage and loading of NGL, an Atlantic
Richfield spokesman said.
Working on the project with Fluor and
responsible for process design will be the
Houston Division of Fluor Engineers and
Constructors, Inc. Both are subsidiaries
of Fluor Corp., California.
Atlantic Richfield Indonesia Inc. is
operator for a group of American firms
which holds a production sharing con-
tract covering 16,000 square miles in the
Java Sea with Pertamina, the Indonesian
state-owned oil company. The other par-
ticipants are Independent Indonesian
American Petroleum Co., a subsidiary of
Natomas Co.; Carver-Dodge Oil Co., a
subsidiary of Reading & Bates Offshore
Drilling Co.; and Ramah Properties, a
partnership composed of Warrior Inter-
national Corp. and certain subsidiaries of
Tidewater Marine Service, Inc.
Photo with permission of H.J. Jansen, IHC
Chinese Vice President Hsien-nien, at the IHC Holland stand at the Netherlands Industrial
Exhibition in Peking, examines the D.P. Drillship, as J.D. Bax of IHC explains its
capabilities. The People's Republic of China has 30 dredges on order with the firm at this
time.
OIL SUPERVISOR, 105-ton mooring launch is loaded aboard Guinea Gulf Line's Pegu for
shipment to West Africa for Ocean Inchcape Ltd. (OIL). Three such units will be used by
OIL (Nigeria) Ltd. to operate two marine service contracts for the Shell BP Petroleum Co. of
Nigeria.
NKK DELIVERS ESSO OKINAWA. Esso Okinawa, a 255,000-ton supertanker, has been
delivered by Nippon Kokan to Esso Tankers, Inc., of Liberia, the first of three such vessels
ordered by the firm. The new vessel is 1,109 ft in length, with a beam of 170 ft and a draft of
68.5 ft. It has a service speed of 15.4 knots.
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New all-weather lamp for fog penetration shown aboard the Portland, Maine, pilot boat
after successful testing by Portland Pilots, Inc. In the group are Air Commander Richard
Simonds, USCG marine inspection officer; Capt. Charles C. Dunbar, president of pilot
group; Capt. Howard L. Wentworth, Jr., senior pilot, and Loren K. Hitchinson, president of
Southworth Machine Co. which will manufacture the lamp for Safemark.
New pulsating light
cuts through fog
A pulsating light beam that passes
through the empty spaces between fog
particles, raindrops, snowflakes or dust
particles and can be seen approximately
twice the distance of most other lamps
has been under test in Portland, Maine.
The tests have been highly successful,
according to Charles C. Dunbar, presi-
dent of Portland Pilots, Inc. Field testing
is being conducted by Southworth
Machine Co. under a licensing agree-
ment with Safemark Inc., the patent
holders of the lamp. Harbor pilots have
found the light particularly useful in ap-
proaching large ships in foul weather
when standard searchlights and radar
become relatively ineffective.
It is felt that the new Safemark all-
weather lamp holds great promise for the
offshore industry as well as the commer-
cial marine field.
Foreign Buyers' Groups
program formed
With the 6th annual Offshore
Technology Conference, May 6-8, in
Houston, as the springboard, the U.S.
Department of Commerce is launching a
new service to attract foreign buyers to
the United States for specific business
negotiations.
The new service, called the Foreign
Buyers' Groups program, utilizes
Commerce facilities both in the United
States and overseas to set up direct com-
munications between conference ex-
hibitors and prospective foreign
customers, and assist in advance
arrangements for business appointments
during the conference itself.
As part of the Foreign Buyers' Groups
program, Commerce contacted officials
of U.S. embassies in 23 foreign countries
to determine the level of interest in the
conference among businessmen in those
countries. Inquiries brought 3,000 re-
quests for conference brochures.
Once the embassies identify
businessmen who want to attend the con-
ference, their names and the names of the
U.S. exhibitors they want to consult are
forwarded to the department in
Washington. The information then is
relayed to the exhibitors. In turn, ex-
hibitors are invited to contact Commerce
if they wish to discuss sales or agency
agreements with Conference visitors
from specific foreign countries.
Additional information about the
Foreign Buyers' Groups program may be
obtained from Robert A. Taft, Office of
Export Development, Bureau of Inter-
national Commerce, U.S. Department of
Commerce, Washington, D.C. 20230,
telephone [phone].
Orbiting satellites
provide positioning
for offshore rigs
Magnavox has developed a real-time
precise positioning system for offshore
drilling vessels. It can automatically
provide a position fix day or night,
anywhere in the world.
The system receives messages trans-
mitted from five polar orbiting satellites;
thus, no signal range limitations or shore
stations are required. These satellite
messages are processed and a position fix
is automatically printed out in latitude,
longitude (and height).
Position accuracies of better than 10 in
(in three dimensions) can be achieved by
automatically obtaining approximately
10 satellite fixes.
A two-dimensional, latitude and
longitude, position fix of 100 ft (RMS)
can be achieved by computing a single
satellite fix. This accuracy is achieved
while the vessel is stationary or under
way, provided speed and heading are
known.
To provide a real-time position fixing
capability the dual channel satellite
receiver is connected to the computer and
the satellite data is processed immediate-
ly and a position fix is printed. When a
position is required, though not in real-
time, a data recorder can be used to store
the raw satellite data and a post com-
putation of this data will provide the
identical precise position information.
The data-recording technique is often
used in either inaccessible or highly
remote areas for boundary or fixed site
positioning.
EXIMBANK interest
rate upped to 7%
The board of directors of the Export-
Import Bank of the United States an-
nounced that the bank has raised its in-
terest rate on loans from 6% to 7% per
annum, effective Feb. 4, 1974.
The action of the board in raising the
rate followed a recommendation to that
effect by the National Advisory Council
on International Monetary and Financial
Policies.
Outstanding credit authorizations and
preliminary commitments will be gov-
erned by the interest rate provisions of
those authorizations and commitments.
Errata
On the North Sea map, page 20, in the
February issue of Ocean Industry, the
key symbols for drillships and jack-up
rigs were switched.
In the February issue of OIM, the
name of the Graythorp Works was mis-
spelled under the illustrations on pages
25 and 26.
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Armco to expand
machinery division
A major expansion of domestic
manufacturing capacity for oil and gas
drilling rigs and their major components
has been announced by the Machinery &
Equipment Division of Armco Steel
Corp.
Robert H. Etnyre, division president
and Armco vice president, said the first
phase of the multi-million-dollar expan-
sion program will begin soon at the
division's Gainesville, Texas, plant.
First-stage facilities are expected to be in
operation within the year.
"The next phase is planned and will
immediately follow this initial expansion
as early as possible in the second half of
1974," Etnyre said. "Our division plants
are heavily booked well into 1975, and
immediate expansion is essential if we're
to continue to meet the demands of our
customers."
Capacity increase projected. Goal of
the expansion, which is scheduled for
completion during 1975, is to increase
division production of drilling rigs and
major replacement components by ap-
proximately 50%.
"Our customers indicate that ad-
ditional drilling rigs and replacement
components are urgently needed in their
efforts to make the United States self-
sufficient in energy supplies," Etnyre
said.
The Gainesville plant produces slush
pumps, plunger pumps, torque con-
verters, mooring equipment and pedestal
cranes for drilling rigs. First phase of the
expansion program will include installa-
tion of additional machine tools and
heat-treating facilities as well as ad-
ditions to plant buildings.
Demand for rigs growing. "Our market
research indicates there are slightly more
than 1,400 operable drilling rigs in the
United States right now," Etnyre said,
"with nearly 100% utilization. Our most
conservative estimates show a need for
250 additional rigs."
He also pointed out that many of the
existing rigs are older units, which in-
dicates the probability of heavy demand
for replacement components as well as
the need for complete new rigs.
Shell orders 3rd deepwater
platform for Brent field
Matthew Hall Engineering Ltd. has
been awarded a contract by Shell U.K.
Exploration and Production Ltd. for the
design and engineering of module struc-
tures to contain production facilities,
plant and equipment for its third
deepwater platform. The multi-well drill-
ing and production platform will be
located in Shell's Brent field in Block
211 /29 in the British sector of the North
Sea.
GATTO SELVATICO SUPPORTED ON PONTOON. A 9,900-mile rig tow was completed in
52 towing days. The towing vessel, Sinader, can be seen alongside.
Pontoon used to transport rig
9,900 miles in 52-day voyage
A 9,900-mile rig tow performed by the
Dutch towage company International
Transport Contractors By. (ITC) has
generated a great deal of interest in both
oil and insurance circles.
The operation involved the transport
of Saipem's jack-up drilling unit Gatto
Se/vatico from Ravenna, Italy, to Dar-
es-Salaam, on the east coast of Africa.
The tow, under the direction of F.J.
Jonkman, was headed by an engineering
team from ITC. Equipment used in the
move included a 7,100-hp tug Sinader
and an ocean-going pontoon, Teo 336-3.
Once on location, the pontoon was
submerged and the 4,500-ton jack-up rig
was moved into position above the pon-
toon. The pontoon was then refloated.
Once this operation was completed, the
Sinader took the pontoon in tow and
traveled through the Mediterranean, out
into the Atlantic and then via the Cape of
Good Hope. The entire 9,900-mile trip
was completed in 52 towing days at an
average speed of 8 knots. During the tow,
Force 10 gales were encountered while
rounding the Cape. This reduced speeds
to 2'/z to 3 knots on several occasions.
ITC says the pontoon tow method can
be used for moving larger rigs.
Lummus will supply deck modules
for Frigg field platforms
Combustion Engineering, Inc.'s sub-
sidiary, C-E Lummus, has received a
contract valued at more than $7 million
from ELF-Norge for offshore platform
deck modules to be used in the exploita-
tion of the Frigg field gas deposits in the
North Sea. According to C-E Lummus
president, William P. Orr, his company's
operating centers in Paris and London
will handle project management, process
design, detailed engineering, procure-
ment, cost control and scheduling
responsibilities.
The Frigg field deposits were dis-
covered by ELF-Norge in 1971 and are
scheduled to be operational by 1975. The
concessions, in the British and
Norwegian North Sea zones, are
operated by a French consortium com-
prised of ELF, Aquitaine and
Total-with ELF-Norge assuming full
responsibilities for development.
A 345-ft platform, slated for comple-
tion later this year, is being constructed
by L'Union Industrielle et D'Enterprise
(U.LE.) at the St. Wandrille Yard near
Le Havre. C-E Lummus will be responsi-
ble for four prefabricated modules to be
mounted on the superstructure of the 24-
well unit. Included will be drilling and
wellheads, scrubber desanders, pig
launching equipment and an accom-
modation module.
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At GEC-Elliott v believe that
shipping electrical power systems from the
States to the North Sea is carrying things a
little too far.
An understandable point of view
when you realise that we operate from Rugby
in England.
A mere 71 miles from the North Sea.
Naturally enough, this has certain ad-
vantages. Like when we supply equipment,
you pay freight charges from Rugby.
Not Houston.
Wl , our engineers arrive on site,
they've had eight hours sleep.
Not an exhausting eight hour, change-
at-Washington D.C. flight.
And if we're rung with problems first
thing in the morning, we're not five hours
behind and tucked up in bed.
But service of this kind isn't much
use unless the equipment we make is worth
servicing.
So you may like to know that
the world's largest drilling and production
American technology
a long way to go
For just 4 days, you'll find us on your doorstep
in the British sector
at the
on Stand 3475C
,
,
^r`'---_ "'" Houston
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
platforms, being built for BP, ar Being
equipped with our electrical systems and
prime movers.
The same goes for two Norwegian rigs
being built in Finland.
And we're one of only three companies
in the world who have developed dynamic
ship positioning.
Whilst North Sea oil is a recent
arrival, our capability is based on many years
of experience.
We're the 1 lest electrical manufac-
turing outfit in the UK.
And the GEC group includes names
like Marconi, AEI, English Electric and
Ruston.
If you'd like to know more about us,
write to this address:
GEC-Elliott Electrical Projects Ltd,
Boughton Road, Rugby,Warwickshire,
England.
It's 71 miles from the North Sea.
GEC-Elliott Electrical Projects Ltd.
a GEC-Elliott Automation company.
in the North Sea has
to match ours.
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
The Company that builds to last ... endures.
National Marine Fisheries Needed a
hydrographic winch to send probing
instruments 4600 fathoms.
Where did they turn?
For 46 years New
England Trawler Equip-
ment Co. has designed
and custom-built heavy-
duty deck equipment
to meet the highest
performance require-
Hydrographic Winch Aboard Dept. of Commerce ments in the industry.
Vessel OREGON If. Our hydraulic, electric
and diesel driven wind-
lasses, winches and other "workhorse" equipment can be found on
research vessels, barges, workboats, dredges, offshore drilling rigs
and tugboats throughout the world.
Our rugged capstans - 3 HP to 50 HP, above or below deck drives,
electric or hydraulic, serve Moran, White Stack Towing, Crandall Dry
Dock, Litton Ship Systems, McAllister, Texaco, Humble, U.S. Navy
YTB's and Coast Guard vessels.
We are big enough to build to any need. Small enough to give personal
attention to your exact requirements. Write or call today for the name
of our representative in your area.
NEW ENGLAND TRAWLER EQUIPMENT CO.
291 Eastern Avenue, Chelsea, Mass. 02150 [phone]
total containment
For continuous long term protection SEABOOM
is the answer. The installation above, like many
others in constant use for more than two years, is
easily towed by a Boston Whaler "Outrage 21" with
a 65 H.P. outboard. Submersible SEABOOM is
also available.
E-a-E-3M TM
permanent
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permanent oil and debris containment booms.
SUBMARINE ENGINEERING ASSOCIATES, INC.
430 SOUTH MAIN ST., COHASSET, MASS. 02025 617-383.6000 Cable SEABOSTON
North Sea security
concerns authorities
The security of gas and oil production
platforms in the North Sea is being ex-
amined by British defense chiefs.
Admiral Sir Terence Lewis said in
Scotland that there was a peace time
threat to North Sea gas and oil which
was a wide and worrying subject.
He said that the threat of guerrilla or
hijack attacks could not be ignored, and
that although in peace time the civilian
police had jurisdiction on the oil rigs, the
Royal Navy stood ready to go to their
assistance.
But in times of tension or war, this
becomes much more the same problem
as protecting merchant shipping and
more difficult as the position of the rigs
are well known.
Much thought had been given to the
problem and he suggested oil companies
could help by burying pipe lines in the
sand bed in order to make them less
vulnerable.
Sea forth orders four
tug-supply vessels
Seaforth Maritime has placed an order
for L' 7.2 million for two new tug-supply
vessels with the Clydeside Shipbuilding
Co., Scott-Lithgow and another two
vessels of the same class with Drypool
Engineering Co. of Hull, which has
already built the first eight vessels of the
Seaforth fleet.
This brings the Seaforth fleet up to a
total of 12 supply ships and the latest
vessels now ordered will require very low
fuel consumption for free running and
they will provide greater power for tow-
ing or anchor handling.
The specification will enable these new
vessels to support year around drilling
programs in the most severe conditions
of the North Sea.
Delivery for the four vessels is sched-
uled for late 1975 or early 1976.
Australian drilling slumps
Preliminary figures for 1973 indicate
oil drilling in Australia has slumped to its
lowest point in I I years.
The situation is expected to worsen in
1974, especially with the Australian
government's decision to abolish oil drill-
ing subsidies in June.
Figures for 1974 will be further
aggravated by Papua New Guinea's in-
dependence.
Including Papua New Guinea, about
610,000 ft of exploration, development
and service wells were drilled in and
around Australia in 1973, a sharp dip
from 972,434 ft in 1972.
The last year in which there was less oil
drilling in' Australia than in 1973 was in
1972, when 408,511 ft of hole were
drilled.
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Diving Industry-Challenge and goals in '74
D. Michael Hughes, chairman of the
board, Oceaneering International
The past year. Rapid development of
the offshore oil exploration program in
the North Sea and further extension of
drilling in Southeast Asia has led the div-
ing industry into much greater diving
depths than have been encountered in
prior years. There has been talk for years
of diving in 400 to 600 ft of water, but
very little work done. During 1973
several drilling rigs operated in these
water depths and, as a result, a number
of support dives have been made.
The result of these dives has been to
emphasize the lack of precise knowledge
about short-duration diving beyond 400
feet. While the industry had some
proprietary decompression schedules,
they were never really put to the test. At
this time they are being used in the field
quite extensively.
Some disagreement exists regarding
the actual limits for short duration diving
as opposed to saturation diving;
nevertheless, a large number of dives in
the 500-600-ft range have been made,
most of them successful. The ones which
were not successful have pointed out the
need for further work in "tuning up" the
decompression profiles and in es-
tablishing new treatment procedures for
new problems such as "vestibular
bends". In addition, several contracts
have been awarded to provide diving ser-
vices in water depths up to 1,000 ft. To
assure safe and efficient performance, a
rather extensive research effort has been
conducted to establish the adequacy of
deep saturation decompression profiles
for offshore operations, and to develop
and prove the support equipment re-
quired to allow divers to work confident-
ly and efficiently. Among these efforts
was a 15-day saturation dive to a work
depth of 1,000 ft with four days spent at
bottom pressure. During this series, a
complete test was made of diver life sup-
port equipment and communications as
well as monitoring a number of impor-
tant physiological functions.
What's ahead. This year will see a
drastic increase in the requirements for
diving at depths greater than 400 ft.
While an actual working dive has not yet
been made to 1,000 ft in the offshore oil
fields, it will probably happen during
1974. The significance of this is the in-
crease in proven operational depth of oil
field diving from a maximum of 600 - 1
000 ft-an increase of almost 70%.
Also during this year will come com-
mitments by diving contractors to
provide services in water depths up to at
least 1,500 ft. Requests for these services
have already been received from major
oil companies.
Deep dives in the Gulf. Even the Gulf
of Mexico should see some very deep div-
ing. For example, one major oil company
has requested diving services in water
depths up to 800 ft and leases are being
planned to 1,500 ft.
Research planned for 1974 includes a
very extensive program to finalize
decompression profiles for short duration
dives (up to one hour on bottom) to a
maximum of 650 ft. In addition, research
is already under way to eliminate the
High Pressure Nervous Syndrome
(HPNS) which debilitates the diver by
producing tremors, dizziness and nausea
when they are compressed rapidly to
depths greater than 500 ft. If this
problem can be overcome, it opens the
possibility of "bounce" diving to depths
as great as 1,000 ft. For the time being,
however, saturation diving will remain
the safe and practical way to perform
work at depths greater than 650 ft.
Improvements will be made in satura-
tion diving compression to increase the
rate of decompression and to provide
$10 a watt.
With an EB 1500 radio station, your master
can dial you directly. From the North Sea,
the Persian Gulf, or anywhere in the world.
Anytime.
The cost: only $10 per watt. Compared
to a $3600, 150 watt SSB that gives you only
limited talk power-for $24 a watt!!
No other radio station in the EB 1500
price class even comes close in power and
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docking, faster turnaround and immediate
diversions. With that kind of savings your
EB 1500 will pay for itself fast, while increas-
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And that's just the beginning. The EB
1500 has synthesized circuitry so there are
no crystals to cause trouble or break down.
It has modular design, so expensive, time-
consuming repairs are practically eliminated.
And performance-the EB 1500 performs
so well it's approved by every foreign flag
maritime authority in the world. And it's so
rugged and reliable, we give you a unique
guarantee-one full year on parts and labor.
In writing. In short, the EB 1500 is an excel-
lent investment, both for your new ships,
and for upgrading your existing equipment.
And that's real economy.
? No crystals... completely synthesized.
? Auto tuning.
? One year warranty on parts and labor.
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10
A/S Elektrisk Bureau
Headquarters Oslo, Norway
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 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
safer and more comfortable life support
for the divers during their stay in the
chambers. Major steps will also be taken
to improve gas mixing and conservation.
The pressing requirements of the
energy crisis will result in some very
rapid increases in diving technology in
the next year. It will also place very
severe demands upon qualified per-
sonnel, and the personnel shortage which
already exists will require changes in
training techniques. Much more exten-
sive training will have to be given in a
"concentrated course" basis rather than
the long apprenticeship or "on the job
training" which is now used to produce
qualified divers.
Urgent action is needed
on North Sea oil problems
An urgent plea for greater collab-
orative efforts by government, industry,
universities and research organizations in
Britain to solve the major technological
problems facing oil companies in the
North Sea was made in Edinburgh by
Professor Tom Patten, acting director of
Heriot-Watt University's Institute of
Offshore Engineering.
Speaking at a seminar on "The Future
for Submersibles," the last of a series of
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specialized topics relating to the offshore
engineering industry, Professor Patten
expressed grave concern that unless ac-
tion was taken now Britain could lose out
in the race to develop the new
technologies which were so urgently
needed.
"No nation has all of this technology
at present for the simple reason that the
problems being encountered in the North
Sea have not been met before. The race
to develop this technology is now on. The
winner will have a very substantial edge
on his competitors-particularly since
the current oil supply situation highlights
the need in future to look for oil in hostile
marine environments.
"These seminars have
3000 HP. For propulsion, position- Whatever your application,
ing and tow assistance. Tunnel Baylor has built or has a design
and below hull installations ... for your thruster application. Get
fixed or controllable pitch pro- in touch with us and let us show
pellors ... azimuthing or fixed you the performance, cost savings
position thrust ... chain or bevel and reliability of a Baylor Marine
gear drive. Thruster.
CD
co/\ 714=_Zn~\/NJv
Tel.: [phone] / Telex: 762-232
P 0. Box 32326 / Houston, Texas 77036
lustrate the range and complexity of the
problems facing the oil companies and
the sheer magnitude of the cost involved.
Both escalate dramatically as we move
into deeper waters. I am concerned that
the efforts being made by other countries
to solve these problems are not matched
by similar efforts in the UK. This is an
area in which collaboration between
government, industry and the universities
is in the national interest. If by this
collaboration we can lead the world in
developing the new technologies we shall
have that highly exportable commodity
"know how" which has won us such rich
rewards in international markets in the
past. This technology will assure con-
tinued economic growth in Scotland long
after the last barrel of oil has been drawn
from the North Sea.
"The solution of the technological
problem requires massive collaborative
effort. My experience at Heriot-Watt
University is that such collaboration
between university, industry and govern-
ment does work. ANGUS (the letters
stand for A Navigable General-purpose
Underwater Surveyor) the university's
cable controlled submersible is being
developed in our Department of Elec-
trical and Electronic Engineering with
the support of the university, the Science
Research Council, the Department of
Trade and Industry and the Vickers
organization who have financed its re-
cent, successful, sea trials. That same
department announced only a fortnight
ago that with the financial support of
Tullis Russell Ltd. they had successfully
developed a new one million volt un-
derground cable capable of carrying
Scotland's present total power demand at
one third of the cost of conventional un-
derground cabling.
"In my own department (Professor
Patten is head of the Department of
Mechanical Engineering at Heriot-Watt
University) we have been working closely
with industry on many projects and have
Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
been collaborating closely with Brown
Brothers Ltd. on the development of a
computer controlled simulator for testing
tank stabilizers for ships. Through the
university's industrial liaison division,
Unilink, we have established a means by
which industry can readily gain access to
the technological and manpower
resources of this university and the
Research Park we have established on
our new campus at Riccarton provides
industry with a convenient research and
development base with access to
sophisticated university research tools
and facilities.
"On the Research Park we are now
putting up the first permanent building
for our Institute of Offshore Engineering.
I am encouraged to believe that the in-
stitute-which was set up with a pump
priming grant from the Wolfson Foun-
dation-may shortly receive government
support from the University Grants
Committee. The institute through these
seminars has attracted to Edinburgh
world authorities on offshore engineering
operations.
"The next important stages of North
Sca oil development provide great in-
dustrial opportunities for countries
bordering the North Sea. While in this I
see great opportunities for growth in
Scotland, I should not be surprised if, by
virtue of the expertise of its financiers, its
strategic location, its improving com-
munications and its highly specialized
manpower, Edinburgh emerges as the
nerve centre of the European offshore in-
dustry. In this Heriot-Watt University
and its Institute of Offshore Engineering
have very important roles to play."
Extension to crude loading
facility of Kharg Island
Santa Fe Overseas, Inc., has been
awarded a contract by Oil Service Co. of
Iran for the construction of a two-berth
extension to crude oil loading facilities
off the coast of Kharg Island.
The project will involve the pulling of
two 56-in. crude oil pipe lines from shore
to connect with new tanker berths which
will be erected approximately one mile
off the west coast of Kharg Island in
water more than 100 ft deep.
Tankers of up to 500,000 dwt will be
able to load at the outer berth. The inner
berth is designed to accommodate
tankers in the 300,00-dwt class.
The contractor is a subsidiary of Santa
Fe International Corp., with head-
quarters in Orange, Calif. The ne
berths will be an extension to the two
berth steel island which was constructs
in 1972 by a Santa Fe-sponsored joint
venture as part of a $30 million expan-
sion of the Kharg terminal.
Work on the project began last month.li
Steel structures will be fabricated on
Kharg Island.
KOCKUMS SHIPYARD recently delivered the 255,000-dwt Sea Swift to its owners, Salen
Shipping. The VLCC is 1,117 ft long, 170 ft wide, has a 65.9-ft draft, a speed of 15.9 knots
and a pump capacity of 70,445.9 gpm.
PUMPS
for all requirements
backed by
world wide service
WEIR PUMPS LIMITED THEWO LDs TO
W
Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
Why NOIA opposes the establishment of FOG!
The National Ocean Industries
Association (NOIA) is strongly opposed
to a legislative proposal for the establish-
ment of a Federal Oil and Gas Corp.
(FOG) to engage in the exploration,
production, transportation, refining and
marketing of oil and gas, according to a
statement submitted to the Senate
Commerce Committee by NOIA Presi-
dent Charles D. Matthews.
The proposal, offered by Sen. Adlai E.
Stevenson (D-III.) is in the form of an
amendment to a bill (S.2506) to amend
the Natural Gas Act.
Matthews' statement takes issue with
Sen. Stevenson's position that FOG
would provide the public with knowledge
of the actual cost of producing oil and
gas, giving the nation a "yardstick"
against which to judge the performance
of the private oil companies.
Matthews said, "This so called
`yardstick' argument is as spurious today
as it was some 40 years ago when it was
also used as a feeble justification for put-
ting the federal government in the elec-
tric power business in the form of the
Tennessee Valley Authority." He also
contends that while yardsticks are useful
as important instruments in commerce,
they must be checked against standards
which are maintained with meticulous
care.
Private oil industry and FOG-non-
competitive. The NOIA statement says
that creation of FOG would be non-
competitive between government and
private industry because the two parties
would not be playing by the same rules.
Noting that the federal government
already owns more than one-half of the
WEATHER AVERAGES and SEA ' STATES FOR
WORLD WEATHER REPORT
Wind
Sea and Swell
This m0ttth Next month Month after next
Distribution of Winds
Sea Condition
well Conditio
(all directions), %
all directions)
(
811 directions),
Timor Sea Arabian Sea Gulf of Mexico
%
%
Gulf of Alaska North Sea Western Alaska
Argentina Malaysia Sea of Japan
=
'o
Mozambique Yeltow Sea Adriatic Sea
e
c
o
$
E
Canadian Arctic North Slope Grand Banks
w
Y
4
"'
Caribbean Sea Bass Strait Gulf of Guinea
to
E
.M
~
~
~ ~
C
~
N
^
c
gS~
C
QC
-
r
.A}
_ r
tV
A
3 9
U
V
M
A
7 '0
Z
b
A
.
2
J~
S g.
MAR.
S.W,
4
12
51
28
5
0
E.
12
59
23
6
S.W.
25
75
0
0
11.95
0.81
21.8.
.
-'~m
TIMOR SEA (12?26'S. 130?52'E(
(i
Mid April marks the and of the
m
DARWIN
er the
o
(hurricane) season. These storms formover the
APR.
E.
2
'6
53
38
1
0
S.
25
75
0
0
E.
50
0
50
0
3.38
0.04
23.7.
Timor Sea and generally move southwestward
-
before recurving to the southeast of Australia.
MAY
E.
-
4
0
S
0
17
83
0
S.E.
25
38
37
0
0.06
0.00
10.2'
MAR.
Ix
5
3t
38
18
4
E.
10
54
31
5
SMALL ICEBERGS
0.51
0.12
1.2?
GULF OF ALASKA (61?10N. 15001W)
ANCHORAGF
7
~
The cyclones of the Gulf of Alaska are much less
AND BERG BITS
dp
1
ntense during this period, but they are common
APR.
E
4
34
42
14
3
E.
12
60
26
2
ARE CONFINED
0.43
Trace
1.4C
and bring high winds and high swlls. Ice breakup
be
ins in latt
r
art of Mar
h
g
p
.
c
e
_
TO COASTAL ,
MAY
?
6
42
39
9
2
E
12
60
26
2
WATERWAYS
0.51
0.03
1.27
MAR.
NW.
-
8
31
37
18
3
NW
5
63
30
2
E.
29
49
22
0
2.60
0.00
10.7
BAHIA
ARGENTINA (3844'S. 62'11W)
Squalls -pamperas" frequently move in from The
APR.
W
7
29
36
17
8
N.E.
2
52
46
0
N.
33
52
15
0
2.16
0.00
12.31
BLAN
southwest and bring brief torrMbal rains, strong winds
and heavy Esaa
.
.
MAY
W
6
32
35
17
8.
NW.
5
38
57
0
S.
34
53
4
9
1.65
0.00
5.51
AR
SE
6
38
38
13
3
S.E.
8
63
17
12
S.W.
43
37
11
9
2.84
0.08
22.01
MOZAMBIQUE (25?55'S
32?34'E)
,
Tropical storms pose a threat to this region
through about mid-April. However, most of the
APR.
N.E.
2
6
34
40
15
3
N.E.
8
60
19
13
S.W.
52
33
12
3
2.44
0.12
14.0:
storms recurve to the east before reaching the
LOURENCO
mainland.
MARQUES
_
MAY
N.
3
7
28
39
19
4
N.
10
58
17
15
S.W.
57
27
14
2
1.06
0.00
5.83
MAR.
W.
5
20
34
25
13
3
0.12
0.00
0.27
NO
CANADIAN ARCTIC (74?43'N, 94?59'W) -
.RESOLUTE
During this period, the movement of storms
APR.
S.W.
6
21
36
24
11
2
DATA
0.24
0.04
0.6'
through the area will be on the increase.
ICE
MAY
S.W.
6
20
40
23
9
2
0.35
0.04
1.46
MAR.
E.
3
6
38
41
11
1
N.E.
6
62
31
1
E.
23
54
22
1
2.50
0.00
4.55
CARIBBEAN SEA (18?30'N, 77?55'W)
Minor tropical disturbances will cause thunder-
MONTEGO
shower activity during this period. Intensification
APR.
E.
2
5
43
40
10
0
.
E
2
65
31
2
E.
29
49
20
2
4.32
Trace
8.35
BAY
of these disturbances to hurricane strength this
l
i
ear
y
n the year is extremely rare.
MAY
E.
3
5
43
39
10
0
E.
2
59
38
1
E.
25
52
21
2
6.86
1.61
12.2E
G
Prepared by The Institute for Storm Research, University of St. Thomas,
Houston. For annual summaries of stations included in this report or for
other world locations, contact Institute for Storm Research, 4104 Mount
Vernon; Houston 77006; or phone [phone].
Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
 Approved For Release 2011/08/03: CIA-RDP02-06341 R000302420040-3
U.S. lands considered most likely to be
productive in the search for petroleum,
Matthews points out unfair advantages
FOG would have over the private oil in-
dustry:
(I) FOG would be allowed to take first
choice of 20% of the most promising
federal lands offered for lease.
(2) Three offshore lease sales between
December 1972 and December 1973
brought about $5 billion in bonus bids
into the general fund of the Treasury,
which eased the burden on the taxpayer.
(FOG would not be required to pay
bonus bids.)
(3) FOG would pay no royalties.
(4) FOG would be financed under ap-
propriations on which it would not be
required to earn any rate of return.
(5) FOG would be able to borrow
funds at a lesser rate than private com-
panies because of the federal government
guarantee of its obligations.
(6) FOG would not be required to pay
federal taxes, while the federal govern-
ment levies heavy taxes against its
business enterprise competitors.
Allocation of fuel supplies. As to the
legislative sponsors' claim that the cor-
poration would contribute additional fuel
supplies which the federal government
could effectively allocate to essential
public needs "including national
SELECTED OFFSHORE AREAS
Precipitation
Temperature, 0F
Tide and Current
Fog/Cloud
1973
1973
v
0
a
";
`
~
E
m .-.
3Y
Y
9
2
>
m
G O
9"
'
m
~s
c
ffir
m
"
E
of
c
m
?
.,
E
E
-
m
g
M
xi
x
e
~
3
2e 3
Q
O
c.
I$
2
P
h
E
2 f
u
oC ?a
ov
a IS
0
0
NA
82.2
79.2
87.2
NA
83
22.7
10/11
0.8
1.2
G