ANALYSIS OF WORLD TANK SHIP FLEETS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP83-00423R000800540005-9
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 38
• Document Creation Date: November 9, 2016
• Document Release Date: February 18, 1999
• Sequence Number: 5
• Publication Date: October 1, 1952
• Content Type: REPORT

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ra
Country: International
Subject: Analysis of World Tank Ship Fleets
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Iwo-B report.
Place Acquired:
- -
Date Acquired:
Date of Info :
1 Oct 52
Source: Documentary
[Available on loan from CIA library is a photostatic copy
of Analysis of World Tank Shi Fleets; Sun Oil Company;
1 October 1952; 3 pp
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ANALYSIS Cr
WORLD TANK SHIP FLEETS
October 1, 1952
STATISTICAL R? SEARCH DIVISION
SUN OIL COMPANY
PHIL .DELPH A P" "A I,ebruar7 23, 1953
00,11Y is L, e f e t } rest of
;~ ? rrattt ~issemi-
This unevaNeteJ information for
renrt.
25X1A2g
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CPYRGHT
Analysis Of
World Tank Ship Fleets
OCTOBER 1, 1952
STATISTICAL RESEARCH DIVISION
SUN OIL COMPANY
PHILADELPHIA, PENNA.
February 23, 1953
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?CPYRGHT
The basic data for this analysis came principally from
two sources. Particulars of tank ships in existence were furnish?d
y the Division of Ship Statistics of the United States Maritime
dministration, while those for vessels under construction or on
rder were supplied by the Transportation Coordination Department
f Standard Oil Company (New Jersey). Without the gracious
ooperation extended by both organizations, this study could not
iave been prepared.
As in the past, the Tabulating Division of the Sun Oi
ompany prepared the basic tabulations from which the finished
ables were constructed. The saving in effort thus effected, con;
ributed materially to the amount of statistical detail which it
as possible to incorporate in the tables.
To the staff of the Statistical Research Division fel
he tasks of planning the statistical presentation and preparing
he analysis of the data. Both phases were under the general
upervision of Mr. J. Hunter McDowell of that Division.
Joseph T. Wilson, Jr.,
Manager, Statistical Research Div
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31> 1POI YRCNT_-_C
CPYRGHT
From an examination of the particulars of the existing tank
ship fleet as well as those for tank ships under construction, together
with relevant historical comparisons, the more important findings Would
appear to be:
1) Both in the number of vessels and in their average
size and speed the present world fleet has shown
significant gains since 191+5,
2) The average vessel presently under construction
materially exceeds in size and speed not only
the average tanker in existence, but also the
norms for ships under construction or on order
as recently as in 1950. Moreover, the unpre-
cedented number of tankers in the present peace
time building program will increase the carrying
capacity of the 1957 world fleet by 56.3% with
no losses or by 39.5% if all vessels over twenty
years of age are deleted. These extremes repre-
sent average annual increases of 9.3% and 6.9%,
respectively.
3) From the immediate postwar situation wherein
nearly 60% of the world's carrying capacity was
under United States registry, our relative portion
has successively declined to its present position
of just under 30%.
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CPYRGHT -2
CPYRGHT
4) The United States' position will undoubtedly
evidence a further decline during the next
five years, since building programs of the
other major fleet owners far surpass that of
this country. Present indications are that at
the end of 1957 our portion of the world tank
ship fleet will not exceed 22%,
5) As a consequence of the practice adhered to by
many United States owners of placing vessels under
friendly foreign registry, this country controls
a considerably greater portion of the world fleet
than is indicated by flag statistics, On October
1, 1952 for example, United States flag vessels
represented 2904% of the capacity of the world,
whereas our control extended to 44.1%. Neverthe-
less, the trends indicated in points 3 and 4 are
unmistakably in evidence whether our position be
judged by flag or by control.
na ng from accelerated building programs in
the War period, age distributions of the major
flags of the world and of individual fleet owners
reflect a heavy concentration of tonnage con-
structed during the period 1942 through 1945.
This unbalanced condition will have a profound
effect on the timing of tanker replacements for
many years to come,
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CPYRGHT
ANALYSIS
CPYRGH
(2,000 gross tons and greater) totalled 2,292 vessels. In sheer
On October 1, 1952 the World fleet of ocean-going tank ships
WORLD INVENTORY
By equating the world fleet to an equivalent number of T2-SE-Al vess is
on the basis of 16,765 deadweight tons and a speed of 14.5 knots., the
speeds are taken into account as well as greater physical capacity.
On October 1st, 1952 the aggregate deadweight of the world fleet was
31,318,300 tons. From April 1951 this was a gain of 3,063,200 tons
(10.8%), and from September 1945 an increase of 7,402,000 (30.9%). Of
ven greater import are the changes in the world fleet if increases In
materially through the years, but also the speed at which they cruis
a fleet of vessels. Not only has the average size of tank ships groin
postwar date of September 1, .1945 and a gain of 161 since April 1, 1
the most recent prior date of comparable data extending back to 1900
Physical numbers, however, are a poor yardstick for measur
numbers this represents an increase of 381 ships since the
-October 1st carrying capacity was 1,726.8 T-2's. This compares to
as o April 1, 1951 and 1,2 .5 in September of 1945, for per-
centage gains of 11.8 and 36.6, respectively. Significantly, the
actual gain in T-2 equivalents in the last 18 months, 182.7, matched
I
the carrying capacity of the entire world fleet in 1920, and the 4623
-2 increase since the end of World War II nearly equalled the magni-'
ude of the world's tankers as recently as the beginning of 1930.
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CPYRGHT
While aggregates emphasize the phenomenal growth in over-'.
all carrying capacity, averages point out equally important trends
in the constitution of the tanker fleet. In October, the average
deadweight of the world fleet was nearly 13,700 tons. Comparisons
with earlier periods show an average capacity of about 1.3,250 tons
in April 1951 and 12,500 tons immediately postwar. Thus, in a period
of only slightly more than seven years the average tanker has in-
creased in size by nearly 10%.
In average speed a similar steady rise has been in evidence.
When weighted by deadweight tonnage the world fleet of September 1945
veraged 12.8 knots. By April. 1951 this average had risen to 13.3
knots and still further to 13.4 knots on October lst, Again, in th e
period of approximately seven years there has occurred a rise of about
4 1/2% in the speed of the average tanker.
LAG OF REGISTRY
The n e a-es con nue to noict its ran as e arge
single country of registration for tank ships, although our positio
declined in both absolute terms and in percentage of the world fleet
On October 1st, 1952 29.4% of the total carrying capacity (based on!
T-2 equivalents) was under the United States flag. By comparison,
however, in April 1951 this was 33.0%, and at the end of the War, 5S.8%.
We emerged from hostilities with a domestic fleet which was the equva-
lent of 756.2 T-2's, Primarily through foreign sales of wartime bu It
T2-SE-Al vessels, our fleet had declined to 510.0 T-2 equ1
ivalents bye
April 1, 1951, and slightly further to 508.3 in October of 1952. This
represents an overall decline of nearly one-third in the carrying
capacity of the United States tanker fleet between 1945 and 1952.
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'PYRG
portion of the actual increment has accrued to countries
evidenced phenomenal relative growth since 1945, by far the greatest
-5-
Obviously, where one country has declined as a per cent of!
the world total, others must have advanced correspondingly- While
several smaller owners such as Honduras, Liberia, and Yugoslavia havl
large fleets at that time.
For example,
Empire's tanker fleet was the equivalent
1501% of the world. By October
to 340.5 T-2 equivalents and it
Positionally, Britain
striking has been the
already ownl1ng
in September of 1945 the Bri~tis
of 190.8 T-2's and represented
1952 Britain's fleet had grown 78.5%
accounted for 19.7; of the world total.
was second in size on both dates. Even more
development of the Norwegian fleet. At the end
of the War this country was third in size with 105.7 T-2 equivalents pr
8.4% of the world fleet. Since that time Norway's fleet, although st..ll
third, grew to nearl
2 1/'2 ti
y
mes this size, and its fleet of 2
equivalents represented 14.9% of the October 1st world total.
While flag of registration has tradit1 ona11ZT haan +-I,-
States owners, of placing all. or a portion of their fleets under a
~Q
by which relative changes of countries' fleets are gauged, this measux'e
has certain inherent imperfections and limitations. These are a con
sequence of the fairly widespread practice, particularly among United',
friendly foreign flag. Consequently, a considerable additional portion
of the world fleet can be considered as being effectively under United
States control since it is owned either by United States nationals
or by subsidiaries of domestic corporations. To illustrate, in October
of 1952 there was a total of 761.0 T-2 equivalents either owned or conl
trolled by the United States, this being 44.1% of the entire world fleet,
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CPYRGHT
Earlier comparisons reveal 755,9 T-2's as of April 1, 1951 for 4900%~
of the world fleet of 19544.1 T-2's, and 704.2 of a total of 1,9352,3
(52.1%) on September 1, 1949. Thus, while effective control as opposed
to a flag criterion yields considerably greater carrying capacities tnd
percentages, there is no change in the direction of the movement of he
RIYCates' portion of the world fleet. Specifically, despite th
absolute growth of 56,8 T-2 equivalents under United States control
between September 1949 and October 1952, our portion of the world's
tank ships declined 8 percentage points.
3PEED AND DEADWEIGHT TONNAGE
While the continuing increases in tanker speeds and sizes
ent of 232.1 T-2's, or 13.4% of the world total. The growth trend i
mphasized by the change that has taken place since January 1, 1949,
f the world fleet was found in the 14 to 15 knot speed group and the
6,000 to 17,000 deadweight tonnage group, in which category falls th
2-SE-Al. Also on this date, there were in service 149 tankers which
ere both faster and larger than the T-2, this group being the equiva
ere referred to under "World Inventory", details of this growth desel F v
pecific mention. In October 1952, nearly 30% of the carrying capacity
at which time there were only 60 of these large, fast vessels a
ggr`e -
ating the equivalent of 79.2 T-2's or 6.2% of the then world fleet.
hus in this 45 month i d
er
h
feet,represented by these large ships more than doubled, and their
e uivalent in terms of T-2's nearly trebled.
p
o , w
ile the carrying capacity of the wor d
ncreased only slightly more than one-third, the portion of the world
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Significant differences are noted in the speed comparison,
of the world fleet by flags. Al! United States tankers averaged 14.
knots on October 1, although with the exclusion of government owned
vessels the average for the private sector alone was only 14.2 knots
This, however., was the fastest average speed among the major flags, faith
PYRGHT
vessels under United States control was 14.4 knots, although once agin
with the exclusion of those owned by the Military and the Maritime Ad-
Panama, Norway and the British Empire following in that order with
average speeds of 13,6, 1302 and 12.5 knots. The average speed of a
ministration this drops to 141. That portion of the U. S. controlled
fleet under Panamanian registry, however, averaged 14?5 knots, Indic L-
ing that this flag has been chosen by a considerable number of
the
owners of faster vessels. Since September 1945 all major flags have'
contributed to the world increase in speeds. The rise., however, has
been uneven, led by Panama, up 205 knots, followed by the British
Empire and Norway, both faster by slightly more than one knot, and t e
United States, up 009 knot.
Turning to average deadweight tonnages, the same kind of
disparity- is noted with respect to the present composition by flags,
and the rates of increase since 1945. Among the four major tanker
wning countries, the October 1, 1952 fleet of the United States ranked
irst in average size, 15,360 deadweight tons, Panamanian vessels with
n average of 15,190 tons were second, followed by Norway and the I
3ritish Empire, 14,850 tons and 12,520 tons, respectively. An entirely
1afferent picture is obtained, however, in the increases in average
eadweights from September 1, 1945. Among these same four countries)
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the United States showed the smallest gain, only 4+%. In this period'
the average tonnage of Norwegian tankers rose nearly 16%, that of the
British Empire 22%, while the Panamanian increase was in excess of
33%. All privately owned tankers under the United States flag avera e
15,770 deadweight tons on October 1st, while all United States con-
pWd vessels excluding those owned by the Government were slightl
smaller, 15,560 tons on the average. Of the four earlier mentioned
countries, only the fleet of the British Empire was exceeded by the
world average of 13,660 deadweight tons.
In no other facet of fleet characteristics will tanker
owners and builders be confronted by a more perplexing problem than
is revealed by an age analysis. Obviously, the magnitude of the capital
outlay required for the purchase of a modern tanker requires consider-
able planning and foresight on the part of prospective owners. More
over, successive cycles of a dearth of contracts followed by periods
in which orders greatly exceed the capacity of existing ways seriously
affect the shipbuilding industry and to a lesser extent the economies
of shipbuilding countries.
Assuming a twenty year life for tankers, the most desirabl
age distribution would be one in which approximately 5% of carrying
capacity needs replacement each year. This, of courses would be 4%
annually if a life span of 25 years were assumed to be normal. Under
either assumption, any allowance for growth would obviously impart a
upward adjustment to replacement capacity based strictly on fleet
retirements. Naturally, individual operators seldom own enough vessels
to balance their fleets on an annual basis. But, if in the aggregatq
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each country's fleet were so constituted, the problem -)f uneven
replacement would not now be facing tanker owning nations. Looking
at the present world fleet, it is apparent that as a result of wartime
building, wide discrepancies exist between the actual age distribution
and any reasonably well balanced pattern. Using twenty years as an ~X_
RY Hhe optimum T-2 capacity for each of the last twenty years would
be 5% of the world total of 1,726.8 or approximately 86 T-2's. Pre-
sently, there exist 672 T-2 equivalents constructed in 1943, 1944, and
1945, an excess of approximately 414 T-2 equivalents over normal re-
placement in these three years combined. Perspective on the magnitude
of the problem is afforded by the realization that 414 T-2 equivalents
are iearl,T ..-..e-fourth of the present world total.
When applied to the United States
fleet, a similar com-
putation discloses an even greater relative imbalance. Our present
fleet of 508.3 T-2 equivalents would represent on a balanced twenty
year pattern an annual carrying capacity of approximately 25 1/2 T-2
On this basis, the four year period from 1942 through 1945 should
account for about 102 T-2 equivalents, whereas in the actual fleet,
vessels built during these years aggregate nearly 405 T-21s. Thus,
in this span normal replacement is exceeded by approximately 303 T-2
's,
or just under 60% of our existing total fleet. Substantially the same
result is obtained if only the private sector of the United States
fleet is examined. Of the present total of y9a?3 T-2 equivalents,
about 311-were built in the years 1942 through 1945. This number
exceeds the normal four year replacement expectation of nearly 80 T-2's
by about 231, equivalent to some 58% of the October lst fleet.
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"Block obsolescence", by which term this situation is oft'n
described, will perforce occupy the attention of tank ship owners for
any years to come. Moreover, as the age of large portions of present
fleets approaches twenty years, the greater is the need, for a caref lly
onsidered replacement program.
PYRGHT By the end of 1952 all tankers built in 1932 or earlier
ears exceeded twenty years of age. Of the world fleet, 204.1 T-2
quivalents or 11.8% of total carrying capacity fell in this categoy.
mong the major flags approximately this same portion applied to bosh
he British Empire and Norway (11.5% and 10.1% respectively). United
tates and Panama, however, departed materially from the world ex-
erience. In the latter country 17.1% of the fleet, the equivalents
f 28.3 T-2's, was in this older group. In sharp contrast, only 2.~%
If the fleet capacity under the United States flag was built prior too
933. The 14.7 T-2 equivalents so represented were all privately owned,
owever, and if measured against the total private fleet the portion
ecomes 3.7%.
A further breakdown of the United States private fleet in
xcess of twenty years of age discloses only one T-2 equivalent owned
1 y a non-oil company. Thus, less than one per cent of the privately
wned non-oil fleet was in this older group, as compared to five per,
ent of the carrying capacity owned by oil companies. For the purpose
f this analysis, an oil company is defined as an enterprise which
tself engages or whose parent concern engages in some phase of the
ii business other than that of the ocean transportation of oil. Co
ersely, a non-oil company is described as one whose sole petroleum
ctivity is that of transporting crude oil or products by tank ships
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Further insight on the age composition of the principal
fleets is afforded by an examination of average ages weighted by T-2I
equivalents. All tank ships of the world averaged 9 years and 5 months
of age as of October 1, 1952. Those of the British Empire and Panami
were slightly older, 9 years 6 months, and 9 years 11 months respectively,
wPhi~e 'Norwegian fleets were considerably younger, averaging only 7 years
and 5 months. All United States flag tankers averaged 9 years and 3
months of age, while for the privately owned sector the age was 9 years
and months. The earlier mentioned differences between the ages of
oil and non-oil company owned fleets is also apparent in the averages.
Oil company vessels were 9 1/2 years old on the average, slightly in
excess of the world figure, while all non-oil company owned vessels
were just under 9 years in average age.
A comparison of the October lst average ages with those of
April 1, 1951 provides an indication of the balance between flag trans-
fers and fleet losses and replacements. In this 18 month period they
average age of the world fleet increased 4 months. Changes in the
major fleets were +15 months for the United States, -1 month for the;
British Empire, -15 months for Norway and +21 months for Panama.
Another interesting aspect of the age composition of tanker
fleets relates to the portion built since the War. Overall, just
under 1/3 of the October 1st world fleet was constructed in 19+6 or
subsequent years. Comparative figures for the major tanker owning
countries show Norway far in the lead with 60 1/2% of its carrying
capacity built since the War. The British Empire and Panama both had
slightly more than 1/3 of their fleets in this newer age grouping,
while the United States had only about 6 1/2%. A further breakdown
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of this latter figure discloses that oil companies had slightly in
excess of 9% of their carrying capacity in postwar built vessels, com-
pared to less than 1% for the non-oil group.
OWNERSHIP OF UNITED STATES PRIVATELY OWNED FLEET
On October 1st the United States privately owned fleet of
rPYRGHT
428 tank ships aggregated 395.3 T-2 equivalents. Of these, 272.2 or
68.9% were owned by oil companies, while the remainder, 123.1 (31.1%),
was owned by carriers which did not participate in any other phase Lf
the oil business than that of ocean transportation. These percenta es
show a slight gain in favor of the non-oil carriers when compared t
September 1, 1949, at which time the split was 69.7% to 30.3%. During
this same interval the change in the carrying capacity of the entire
private fleet was lower by 1/2 of a T-2.
In October 1952 individual owners of five or more tankers
numbered 14 in the oil group and 10 in the non-oil, for a total of 4
Of these, the largest in terms of parent organizations, was Standard
Oil Company (New Jersey) with 57.4 T-2's amounting to 14+.5% of the
private fleet, 11.3% of the total U. S. fleet, and 3.3% of the world.
The second largest owner was Gulf Oil Corporation with 8.1% of the
private fleet and correspondingly smaller percentages of the total
United States and world tank ships. Third in rank, and first among; the
non-oil group, was National Bulk Carriers Incorporated with about six
per cent of the private United States carrying capacity. Among the 24
owners of five or more tankers, average fleet speeds were grouped rather
closely around the overall mean of 14.2 knots, although the range of
the averages was between 12.8 and 15.6 knots.
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In average age considerably more diversification is notice-
able, with the youngest company fleet being 7 1/2 years old and the
oldest 14 1/2 years. As mentioned earlier, oil company owned vessel
were on the average slightly faster and older than those owned by no
oil interests.
PYRGHT
OIL COMPANY, NON-OIL COMPANY AND GOVERNMENT OWNERSHIP OF,THE WORLD FLEET.
Throughout the world, 32.9% of tank ship carrying capacity;
was owned on October 1st by corporations whose other activities were
such that they were numbered among the oil companies. Also on that
date 55.4% of the world's capacity was owned by non-oil companies, and
11.7% by various governments. Considerable change in this compositiop
is noticeable from January 1, 1949 at which time the oil group owned
47.1%, non-oil interests 36.9% and governments 16.0%. In this same ?me
period there has also occurred a pronounced decline in the portion of
the world fleet owned by United States oil companies. In January of i
1949 this was 33.1% and in October of 1952 only 25.6%.
As of October 1st, the average speed of all oil company
vessels was 13.5 knots, nearly 1/2 knot faster than the 13.1 knots
recorded for non-oil company ships. Government owned vessels were
considerably faster, 14.4 knots, although with the exclusion of the
extremely fast (16.2 knots) United States Military fleet and the few
vessels owned by the Maritime Administration, this average drops to
12.7 knots.
NEW CONSTRUCTION
As of October 1, 1952 there were under construction or on
order throughout the world 753 tank ships aggregating nearly 15 1/2
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illion deadweight tons, the equivalent of 973 T-21s. In carrying
apacity, therefore, October construction was 56.3% of the existing fleet.
Some idea of the magnitude of this volume can be gained from the ob-'
ervation that it exceeded by a comfortable margin the entire world
feet of January 1, 1944. Further evidence is afforded by compariso s
PYRGHT
ith earlier dates. The construction program in October of 1948 was
my 34.2% of the smaller fleet then existing, while September 1949
onstruction was only 27.2% of the world fleet of that date.
The size of the average vessel under construction or on ordr
n October 1st was about 20,600 deadweight tons compared to the existing
average of 13,700 tons, and its speed was 15.3 knots compared to the
3.4 knot average of the existing fleet.
The United Kingdom was by far the leading country of con-
truction on October lst, with 351.4 T-2 equivalents or about 36% of
orid total. Sweden was the second largest constructor with 140.7
4 1/2% of the total, while the United States was third with 105.1 T-
or somewhat less than 11%. Again, by intended flag of registry, thej
nited Kingdom was foremost with 249.9 T-2 equivalents amounting to 2
f the world total. Only slightly behind was Norway with 214.5 T-2
quivalents for 22%, and in third rank was Panama for whom 131.5 T-2'J
ere being built (13 1/2%). The United States was fourth with 51.3 TT2
quivalents amounting to about 5 1/4% of the world total.
In size and speed of vessel under construction the United
tates was among the leaders. The 58 vessels being built in this cou
veraged 27,200 tons at 16.2 knots while the 32 tankers for United St
egiatry had an average deadweight tonnage of 23,800 and average spee
f 16.3 knots.
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As presently constituted the October 1, 1952 construction
program will be substantially completed by the end of 1957. Obviously
9
future interflag transfers and scrappage and other losses will have
great bearing on the
g prospective size of the major fleets of the wor1G1.
If, however, certain assumptions are made, the following tabulation
sGR G Tovide reasonable' limits within which 1957 fleets will fall,
In this compilation it has been assumed that there will be no interfl.g
transfers nor any deliveries prior to the end of 1957 of vessels not
now on order. The major fleets are then shown on two bases, first wi h
no scrappage or losses, then with full deletion of all vessels over
twenty years of age?
10-1-
2
C
12-31-5
Fleet
Per Cent Chan
3
ge
Flag
5
onstruction
No
Full
10-1-52 to 12-
1- 7
Fleet
Program
Scrappage
No
Scrappage
FuJ':
Scrap
1
page
United States
508.3
51..3
530.4
+10.1%
+ 41
.3%
British Empire
340.5
263 ~ 3
540.8
+77.3
+58
8
Norway
258,3
214,.5
423.7
+83.0
+64!
.
0
Panama
:165 3
131.5
264.8
+79.6
+60
?
.2
L Total Wor'Ld
.l726.8
972.8
2,409.4
+56.3
+391
.5
Under either' scrappage assumption, and with full allowance
for a wide margin of error in the no transfer assumption, two observat!onIs
seem warranted. First, the future rate of growth of the United States
tanker fleet will be far outstripped by that of other major owners, and
second, the British fleet will. surpass the United States in carrying
capacity by the end of 1957?
 Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
CPYRGHT
STATISTICAL TABULATIONS
Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
 Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
INDEX OF STATISTICAL TABULATIONS
Title
World Tank Ship Fleet, Actual and T2-SE-Al
Equivalents as of October 1, 1952
Changes to October 1, 1952 in World Tank
PSYR ~eet from April 1, 1951 and September
Speed and Deadweight Tonnage Groups of World
Tank Ship Fleet as of October 1, 1952 3
Analysis of Age Distribution of Actual World
Tank Ship Fleet as of October 1, 1952
T2-SE-A1 Equivalent Analysis of Age
Distribution of World Tank Ship Fleet as of
October 1, 1952
Cumulative T2-SE-Al Equivalent Analysis of
Age Distribution of World Tank Ship Fleet
as of October 1, 1952
Cumulative Fercentage T2-SE-Al Analysis of
Age Distribution of World Tank Ship Fleet
as of October 1, 1952
Analysis of United States Flag Privately
Owned Tank Ship Fleet as of October 1, 1952 8
Analysis of Ownership Within Flags of the
Actual World Tank Ship Fleet as of
October 1, 1952
Analysis of Ownership Within Flags of the
World T2-SE-Al Equivalent Tank Ship Fleet
as of October 1, 1952
Tank Ships Under Construction or on Order
as of October 1, 1952 11
Speed and Deadweight Tonnage Groups of Tank
Ships Under Construction or on Order as of 12
October 1, 1952
Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
 Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
CPYRGHT
WORLD TANK SHIP FLEET, ACTUAL AND T2-SE-A1 EQUIVALENTS
AS OF OCTOBER 1, 1952
Ocean-Going Vessels 2,000 Gross Tons and Over
alents
2
Al E
i
v
-SE-
qu
T
Average
Speed
No. D.W.T.
AWorl
dr
W
ESTERN HEMISPHERE
United States
550 5,284,400
8,446,400 14.6K
508.3 8,521,600 29.4
1
Government
122 1,090,900
1,695,400 16.2
113.0 1,894,400 6.5;
1
U.S.M.A.
4 29,100
46,700 10.5
4
2.0 33,500 0.
41
860
900 6
0 1
1
Military
118 1,061,800
1,648,700 16.
.
,
,
.
:
11
Private
428 4,193,500
6,751,000 14.2
395.3 6,627,200 22.9;
Oil Companies
288 2,856,500
4,624,900 14.3
272.2 4,563,400 15.8;
Non-Oil Companies
140 1,337,000
2,126,100 14.1
123.1 2,063,800 7.1;
Panama
194 1,881,100
2,946,000 13.6
165.3 2,771,300 9.6
U. S. Citizen
119 1,285,600
2,031,900 14.5
121.3 2,033,600 7.01
15 131,500
201,000 14.2
11.8 197,900 0.711
Others:
Argentina
38 324,600
441,500 13.2
24.0 402,400 1.4
Brazil
9 88,500
133,800 14.0
7.7 129,100 0.4,
Costa Rica
1 7,100
10,300 10.0
0.4 6,700 0.0
8
Honduras
12 145,900
229,500 14.2
13.4 224,600 0.
!
Mexico
20 123,300
186,900 10.7
8.3 139,100 0.5
Peru
1 2,800
4,300 10.0
0.2 3,400 0.0
Uruguay
2 20,400
33,200 14.5
2.0 33,500 0.1
Venezuela
110 200
152.6000 .9.5
_ 1.44_.509 0k
__
Sub-Total Others
1115 22,800
1,192,100 12.6
62.0 1,039,400 3.61
E
UROPE
Countries
A
E
C
249 10,814,400
1
16,250,400 12.8
853.0 14,300,500 49.4
!
.
.
.
Belgium
,
8 69,100
100,500 12.3
5.1 85,500 0.3
Denmark
31 298,000
460,200 13.3
25.1 420,800 1.4
France
89 836,600
1,257,100 13.0
67.4 1,129,900 3.9
Germany
14 io6,500
161,900 10.3
6.9 115,700 o.4
Greece
13 105,200
166,200 13.3
9.1 152,500 0.51
Ital
92 725,500
1,119,300 12.6
58.0 972,400 3.4
!
y
Netherlands
108 616,200
879,900 11.9
43.2 724,200 2.5
Norwa
321 3,130,700
4,767,100 13.2
258.3 4,330,400 14.9
y
al
Portu
6 56,800
84,100 13.7
4.7 78,800 0.3,
g
Sweden
55 532,600
817,600 13.7
46.1 772,900 2.7
Switzerland
2 14,300
22,400 10.6
1.0 16,800 0.1~
Turke
3 21,400
34,700 12.7
1.8 30,200 0.1 '
y
United Kingdom
507 4,301,500
6,379,400 12.4
326.3 5,470,400 18.9
Others:
i
I
0
land
Fi
7 53,600
78,500 10.3
.2
3.3 55,300
n
land
P
2 14,600
21,300 10.9
0.9 15,100 0.0
o
Spain
R
U
S
S
24 146,900
19 125,500
203,200 11.5
183,800 11.1
9.6 161,000
8.4 140,800 0.1
.
.
.
.
2 14 200
21 700 11.5
1.0 16BQQ_ Qal
'
Yugoslavia
Sub-Total
54 354,800
508,500 11.1
23.2 389,000 1.4
1,303 11,169,200
16,758,900 12.7
876.2 14,689,500 50.
CHINA
4 27,000
40,400 10.2
1.7 28,500 0."
INDIA
1 3,300
5,400 8.0
0.2 3,400 0.
INDONESIA
1 2,800
3,800 10.0
0.2 3,300 0.
JAPAN
44 400,800
597,200 13.3
32.7 548,200 1.
LIBERIA
56 666,600
1,087,600 14.8
66.2 1,109,800 3.
NEW ZEALAND
1 3,100
4,500 11.0
0.2 3,300 0.
PAKISTAN
2 9,400
15,000 9.7
0.6 10,100 0.(
MISCELLANEOUS BRITISH COLONIES
3 15,100
20,000 16.7
1.4 2.500 0.
TOTAL WORLD
2,292 20,417,100
31,318,300 13.4
1,726.8 28,949,800 100.0
TOTAL BRITISH EMPIRE
529 4,463,900
6,625,300 12.5
340.5 5,708,600 19.'
TOTAL UNITED STATES
44
7
CONTROL, ALL FLAGS
839 8,096,300
12,852,600 14.4
.
Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
 Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
CPYRGHT
CHANGES TO OCTOBER 1, 1952 IN WORLD TANK SHIP FLEET FROM APRIL 1, 1951 AND SEPTEMBER 1, 1945
Ocean-Going Vessels 2,000 Gross Tons and Over
Increase or Decrease t
o
Octob
er 1. 1952
frome
April 1, 1951
Se tember 1, 1945
Actual
T2-SE-Al
Actual
T2-SE-
A1
Flag
Equivalents
Num-
Deadweight
Actual
Per Cen
Num-
Deadweight
Actual
Per Cent
ber
Tonnage
ber
Tonnage
WESTERN HEMISPHERE
United States
-
10
- 74,400
- 1.7
- 0.3
-357
-4,932,743
-247.9
- 32.81
Government
0
0
0
0
-524
-8,032,524
-448.6
- 80.0;
U.S.M.A.
-
3
- 12,000
- 0.5
- 20.0
-536
-7,993,824
-458.9
- 99.6,
Military
+
3
+ 12,000
+ 0.5
+ 0.5
+ 12
- 38,700
+ 10.3
+ 10.21
Private
-
10
- 74,400
- 1.7
- 0.4
+167
+3,099,781
+200.7
+ 103.1
Oil Companies
-
6
- 25,000
+ 0.2
+ 0.1
+ 80
+1,701,225
+117.6
+ 76.1
Non-Oil Companies
-
4
- 49,400
- 1.9
- 1.5
+ 87
+1,398,556
+ 83.1
+ 207.8
Panama
+
13
+ 158,500
+ 6.3
+ 4.0
+122
+2,126,110
+127.9
+ 342.0
'
U. S. Citizen
-
17
- 217,300
- 12.9
- 9.6
-
-
-
-
Canada (a)
-
6
- 36,800
- 1.8
- 13.2
-
-
-
-
Others:
Argentina
+
3
+ 89,500
+ 5.6
+ 30.4
+ 14
+ 230,282
+ 14.1
+ 142.4;
Brazil
+
4
+ 82,700
+ 5.2
+208.0
+ 3
+ 3,242
+ 5.6
+ 266.7,
Chile
-
2
- 9,600
- 0.4
-100.0
- 2
- 9,662
- 0.4
- 100.0
Costa Rica
+
1
+ 10,300
+ 0.4
-
+ 1
+ 10,300
+ 0.4
Honduras
0
- 9,300
- 1.0
- 6.9
+ 11
+ 218,365
+ 12.9
+2,580.0
Mexico
0
0
0
0
+ 10
+ 93,611
+ 4.2
+ 102.4
Peru
0
0
0
0
-
-
-
-
Philippine Island
0
0
0
0
- 1
- 9,112
- 0.5
- 100.01
Uruguay
0
4 600
+ 0.1
+ 5.3
+ 1
+ 22,500
+ 1.5
+ 300-01
Venezuela
0
+ 6,200
+ 0.
+ 5.3
+ 13
+ 65,500
+ 2.5
+ 1.4
Sub-Total Others
+
+ 170,400
+ 10.2
+ 19.7
+ 50
+ 705,026
+ 40.3
+ 1
TOTAL WESTERN HEMISPHERE (a)
+
3
+ 217,700
+ 13.0
+ 1.8
-185
-2,101,607
- 79.7
- 9.6
EUROPE
E. C. A. Countries
+119
+2,218,700
+132.9
+ 18.5
-
-
-
-
Belgium
0
0
0
0
+ 4
+ 58,665
+ 3.2
+ 168.4
Denmark
+
6
+ 98,700
+ 5.9
+ 30.7
+ 27
+ 399,790
+ 21.9
+ 684.4
France
+
15
+ 269,100
+ 15.5
+ 29.9
+ 74
+1,094,994
+ 59.8
+- 786.8
Germany
+
4
+ 28,300
+ 0.9
+ 15.0
- 26
- 326,823
- 17.6
- 71.81
Greece
+
2
+ 17,800
+ 0.8
+ 9.6
+ 9
+ 138,876
+ 8.0
+ 727.31
Italy
+
16
+ 221,800
+ 11.8
+ 25.5
+ 70
+ 940,177
+ 50.3
+ 653.21
Netherlands
0
- 7,600
- 0.3
- 0.7
+ 43
+ 428,6311
+ 22.7
+ 110.7;
Norway
+
32
+ 706,100
+ 43.7
+ 20.4
+156
+2,651,829
+152.6
+ 144.4;
Portugal
+
1
+ 31,900
+ 2.0
+ 71.4
+ 4
+ 71,077
+ 4.1
+ 683.31
Sweden
+
15
+ 253,000
+ 14.9
+ 47.8
+ 18
+ 322,366
+ 19.7
+ 74.6:
Switzerland
0
0
0
0
+ 2
+ 22,400
+ 1.0
-
Turkey
-
1
- 9,000
- 0.6
- 25.0
+ 2
+ 25,700
+ 1.3
+ 260.0
United Kingdom (a)
+
29
+ 608,600
+ 38.3
+ 13.3
-
Others:
Finland
+
1
+ 11,000
+ 0.5
+ 17.9
+ 7
+ 78,500
+ 3.3
-
Poland
-F
1
+ 12,000
00
6
+ 0.4
0
8
+ 80.0
1
+ 2
4
+ 21,300
6
2
+ 0.9
2
6
1
Spain
+
2
+ 1
,9
+
.
+ 9.
+
+ 5
,35
+
.
+ 37.
U.S.S.R.
0
+ 14,100
+ 0.8
+ 10.5
- 3
62,611
- 3.9
- 31.71
Yugoslavia
0
+ 8,300
+ 0 . 4
66.7_
+ 1
1 8 400
+ 0.
+ 900.0
Sub-Total Others
+
4
+ 2 00
+ 2.
+ 14.3
+ 11
+ 107,94f
+
+ 19.6
TOTAL EUROPE (a)
+123
+2,2 1,000
+135.
+ 1 .3
-
-.
-
-
CHINA
-
3
- 37,300
- 2.3
- 57.5
+ 4
+ 40,400
+ 1.7
INDIA (a)
0
0
0
0
-
-
-
INDONESIA
0
8
0
00
166
0
11
0
0
7
0
+ 1
19
+ 3,800
- 98
9
+ 0.2
6
6
-
- 16
8
JAPAN
LIBERIA
+
+
27
+
,9
+ 414,900
+
.
+ 23.9
+ 5
.
+ 56.5
-
+ 56
,
33
+1,087,600
.
-
+ 66.2
.
-
NEW ZEALAND (a)
0
0
0
0
-
-
-
-
PAKISTAN (a)
0
0
0
0
-
-
-
-
MISCELLANEOUS BRITISH COLONIES
(a)
+
3
+ 20,000
+ 1.4
-
-
-
-
-
TOTAL WORLD
+161
+3,063,200
+182.7
+ 11.8
+381
+7,401,981
+462.3
+ 36.6,
TOTAL BRITISH EMPIRE
+
26
+ 591,800
+ 37.9
+ 12.5
+130
+2,535,091
+149.7
+ 78.5;
TOTAL U.S. CONTROL, ALL FLAGS
-
4
+ 45,900
+ 5.1
+ 0.7
N.A.
N.A.
N.A.
N.A.
(a) In 1945, Canada, India, New Zealand, Pakistan and other British colonies were included
with United Kingdom.
N.A. Not Available
Approved For Release 1999/09/10 : CIA-RDP83-00423R000800540005-9
 Apo
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