Submarine Cargo Ships and Tankers 363 
His power curves are reproduced in Fig. 12 and show the same general relationship between 
the circular and elliptical section submarines although the estimates are based on quite 
independent data. The principal difference between his curves and those shown in the 
present paper is that the power curve for the surface ship is considerably higher and much 
nearer to the elliptical submarine than to the circular one. This difference can be accounted 
for by the fact that Teasdale included a “normal” allowance for service conditions, in other 
words, for the effect of wind and rough seas. 
DWT = 45600 TONS ((NCLUDING REACTOR WEIGHT) 
NO WEATHER ALLOWANCE ON 
SUBMARINES AC p= +0-0004 
{2 14 16 {8 20 22 24 
V KNOTS 
RFACE SUBMARINES 
SHAPE |HULL FINED TO SUIT HIGHER SPEEDS JPT 
300 
pose | ost 
45 
so 
644290 |67860 | 629860 
74650 | 76850 
WS SQ FT 110,000 AVERAGE {25070 | 204120 
Fig. 12. Comparison of nuclear Saleen surface and submarine 
tankers (from Ref. 4) 
Q 
a 
Q 
Cc 
cr 
> 
D 
a) 
c 
OPERATING PROBLEMS 
The strength of submarine cargo ships and problems of manoeuvrability are both 
extremely important factors in the design of such ships. The first is not strictly “hydro- 
dynamic” and the second is to be discussed in another paper, so the present remarks will 
be confined to very general aspects of these two problems. 
It has been said that in the case of submarine tankers carrying liquid cargoes of one 
sort or another, they need only have a central pressure hull containing the machinery, 
