30 J. D. van Manen 
In general, it is to be expected that, for a cargo carrying capacity of 20,000 dwt and a 
speed larger than 20 to 25 knots, the submarine tanker will have a distinct advantage over 
the conventional tanker. The Electric Boat Division of General Dynamics Corporation has 
made, under contract to the Maritime Administration, a study of nuclear propelled submarine 
tankers for mercantile application. Neither military nor economic factors were considered 
in this study, which embraces 27 different designs. 
The 27 designs were carried out for ship speeds of 20, 30, and 40 knots, cargo carrying 
capacities of 20,000, 30,000, and 40,000 dwt, and for three types of cross section, namely, 
rectangular, limited in draft; rectangular, unlimited in draft; and circular. The designs 
restricted in draft were made suitable for harbor depths of water of about 11 meters. 
Of these 27 designs, two types of submarine tankers appear worthy of further develop- 
ment: the most conservative, and the largest and fastest. 
The Most Conservative 
The most conservative design would be one of rectangular cross section, limited in 
draft, for which the following numerical data would apply: 
Cargo deadweight 21,189 tons 
Speed 20 knots 
Surface displacement 38,791 tons 
Submerged displacement 42,671 tons 
Loaded draft 35 feet 
Length 583 feet 
Beam 80 feet 
Depth 40 feet 
Total power required 35,000 shp 
Number of screws 1 
The Largest and Fastest 
The following design is currently considered as an upper limit in ship speed and cargo 
carrying capacity because of the present state of power plant technology: 
Cargo deadweight 41,565 tons 
Speed 37 knots 
Circular cross section 
Maximum diameter 80 feet 
Surface displacement 91,903 tons 
Submerged displacement 101,000 tons 
Loaded draft* 67 feet 
Length 936 feet 
Total power required 240,000 shp 
Number of screws 4 
*Made possible by the addition of a parallel middlebody. 
