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OMV has been running a long time test program based on Light Duty Vehicle (LDV) technology where the vehicle is able to run on gasoline or CNG by just turning a switch. The test program aims to compare gasoline and CNG as transport fuels including environmental economic and maintenance aspects of operation. The test equipment is outlined. Next the test program is looked at. Lastly test results are given.

As a result of the Federal Facilities Compliance Act of 1992 state and local environmental regulatory agencies have begun to enforce requirements more stringent than those set out in the federal EPA regulations (Title 40 Code of Federal Regulations) on federal facilities particularly those facilities involved in industrial production i.e. naval shipyards. The need for and the structure of an automated data program providing a database of environmental regulations that pertain to ship maintenance and repair is described. This database would provide maintenance planners with the current regulatory requirement based on the most stringent legislation for a specific geographical location. The maintenance planner need only identify the maintenance or repair routine by using the current existing SWLIN (ship work line item number) system and the environmental regulation database will automatically correlate and display any environmental requirements to which that work item may be subject. Additionally historical data on environmental compliance costs would be complied using availability completion information which would then be fed back into the database.

In March 2008 NOAA (the National Oceanic and Atmospheric Administration) NDBC (National Data Buoy Centre) completed the deployment of the last of the 39-station network of deep-sea tsunameters. This effort was n integral part of the National Tsunami Hazard Mitigation Program. The Tsunami Program is part of a cooperative effort to save lives and protect property through hazard assessment warning guidance mitigation research capabilities and international coordination. NOAA's NWS (National Weather Service) IS RESPONSIBLE FOR THE OVERLL EXECUTION OF THE Tsunami Program. This includes operation of the US TWC (Tsunami Warning Centres) as well as leadership of the National Tsunami Hazard Mitigation Program. It also includes the acquisition operations and maintenance of observation systems required in support of tsunami warning such as NOAA's DART (deep-ocean assessment and reporting of tsunamis) local seismic networks coastal and coastal flooding detectors. As part of NOAA's effort to strengthen tsunami-warning capabilities NDBC expanded the network from the original six stations to 39 stations and upgraded all stations from first-generation DART 1 technology to second-generation DART 2 technology.

NOAA (the National Oceanic and Atmospheric Administration) is producing a suite of ENCs (electronic navigational charts) that will cover the coastal waters of the US the Great Lakes and US territories. This ELC programme is described. NOAA ENCs are produced in the IHO (International Hydrographic Organisation) format as defined in edition 3.1 of publication S-57: IHO transfer standard for digital hydrographic data. ENCs are compiled from original source materials where appropriate to provide the most accurate data available. The ENC database will be kept in continual maintenance (i.e. updated on a weekly basis) allowing ENC users to obtain vector data sets that contain the most up to date and accurate information. By the conclusion of tax year 2002 NOAA will have completed 215 ENCs. These ENCs in large part will cover the 40 major commercial ports in the US. NOAA also has plans to have a monthly updating service in place by 1st October 2002. Future considerations are outlined.

Gas turbine hot-gas-path components (combustion liners transition pieces turbine nozzles and turbine buckets) are exposed to the hot gases discharged from combustion systems and suffer severe material degradation and damage even in the early stage of the operations. Maintenance planning is necessary to optimise maintenance costs and to maximise equipment availability and durability. On- and/or off-site life assessment technology is used. This technology is based on practical data and is evaluated on all-round aspects of the plant’s performance and costs. Since the program started in 1986 the condition of the actual components has been evaluated and the life limited factors of each component have been determined. Using the results three kinds of methodologies were developed: the metallurgical assessment method to evaluate the material degradation; the damage assessment method to evaluate trends of the cracking wear and deflection during operations; and the simulation method to predict the components' conditions in different operating modes. These technologies have been developed for 1100 °C- class machines and now being developed for 1300 °C-class machines. This paper presents the life assessment technologies for accurately predicting service life for a gas turbine’s hot-gas-path components as well as our recent maintenance management and repair technology.

Maritime industry has a big opportunity to increase profits when implementing the new associated DNV survey arrangement machinery CM (condition monitoring) classification. There are however strategic considerations to make when introducing CM to a ship. CM has in the past been introduced on several hundred vessels with limited or no success. In most of these cases the CM tool has been purchased without considering the necessary change of the organisation onboard and the need for an organised knowledge transfer between crews. The maintenance strategy has to support the CM activity and the results from the program must be used to change the priority in the maintenance work. The instrumentation and software should be selected to carry out front line CM onboard the vessel and more complicated analyses should be implemented as second line only. The economical aspect of CM is covered together with the strategically important considerations and the link to the new DNV classification. It is shown that the CM strategy creates both profit and better return rates to a much larger degree than shown by traditional economic models. Instead of simply regarding maintenance as a cost factor to be kept as low as possible modern management can treat it as a means of realising the profit potential inherent in each vessel.

After some background information the Ekofisk II redevelopment and its requirements are looked at. Next the through life cost is considered followed by fit for purpose facilities integration of operations personnel basis for integration of operations personnel Ekofisk II operations personnel integration practices and the maintenance program. After this design targets are addressed. Lastly operations philosophy and the training program are each outlined in turn.

A hydrodynamic form optimisation program is described that combines the capabilities of first-order diffraction-radiation analysis with non-linear programming algorithms. Starting with an initial structure the program generates new shapes that have improved sea- keeping qualities. The motion behaviour of each new shape is evaluated for a wide range of wave frequencies and the design is optimised within given constraints. These constraints will include parameters for hydrostatic stability strength fatigue and fabrication installation and maintenance costs. The program does not require user intervention during the optimisation run because of its powerful automated shape generation and discretization technique. Results are presented for a gravity base mono-tower a twin-hull semi-submersible a simple SPAR buoy and a SPAR buoy anchored to a tanker system.

The details of an ongoing development project funded by the DeepStar program demonstrating a direct heated system with respect to thermal and electrical performance are examined. After some background information performance requirements are touched upon. Next the system design and the system itself are described. This is followed by a look at operation and maintenance. Calculation examples are given. Lastly the test program is considered and a cost comparison study is provided.

A Ship Quality Information System (SQIS) addresses the life cycle aspects of a ship including design construction maintenance and operations. Re-engineering existing ship processes is an essential part of a SQIS as it obtains maximum advantage from the introduction of an advanced Marine Structural Integrity Program (MSIP). A SQIS takes full advantage of modern computer communications and information technologies. The primary objective of a SQIS in substantial improvement in ship design construction maintenance and operational efficiencies. One component of a SQIS is a Ship Structural Integrity Information System (SSIIS). The core of the system is the vessel database which contains eight different information modules - design construction modifications inspection maintenance repair operations and monitoring. A SSIS prototype based on a Microsoft Access database is presented.

Would the day after dredging stopped mark the onset of a world without sediment plumes? To answer this question it is necessary to consider a wider range of natural and man-induced drivers of sediment plumes in delta areas. Would shipping activities cease the day after we stop dredging? Certainly not. Also would natural rivers stop discharging large quantities of fine sediment during periods of high water run-off? Again the answer is no. To assess the environmental benefits of an idyllic world without dredging it is necessary to evaluate the impact of maintenance dredging activities as compared to the impact of other ongoing drivers of sediment plumes. This paper presents recent progress in the framework of the TASS (Turbidity Assessment Software) program which aims at the development of a validated model to predict dredging-induced turbidity levels. A key component of this program is the execution of a series of large scale field trials to collect high-quality data that can be used for model validation purposes. Although the TASS program focusses on dredging-induced turbidity increases it should be noted that dredging is just one out of a series of processes that drive sediment plumes including natural events shipping operations and fishing activities. An inventory of these processes suggests at least qualitatively that the annual impact of these processes is of the same order of magnitude as dredging. Consequently it can be concluded that the day after we stop dredging will by no means mark the onset of a world wit101513

The development of the ABS SafeHull dynamic based strength criteria to supersede prescriptive requirements in the ABS Rules is discussed with brief details of the principles and techniques used to produce a statement of required structural performance for new vessels. The ABS SafeHull Condition Assessment Program subsequently compiled in order to provide a structural evaluation of existing vessels according to SafeHull criteria is described in detail with sample results of condition assessment survey gauging verification and structural evaluation: the role of SafeHull CAP in planned maintenance and repair programs is considered.

The decision by Oceaneering International to try to apply the lessons learned through thirty years of successful subsea operations to space particularly to the space station program has led to the creation of Oceaneering Space Systems (OSS). The increasing reliance on a teleoperated worksystem (ROVs and remote tooling) mirrors the assembly and maintenance operations planned for the International Space Station (ISS) program. The equipment and operational philosophy behind remote intervention in both subsea and space are compared. The impact of technology transfer on both industries is looked into.

Barnstable County consists of the 15 towns on Cape Cod Massachusetts. However Cape Cod's geographic location and orientation exposes it to frequent and significant storm wave energy. In addition it is predominately made up of sandy soils and as a result many of the many harbour entrances are subject to very dynamic sediment transport processes. In order to maintain navigable channels for recreational and commercial activity those areas therefore require frequent maintenance dredging. On top of this beach and bank erosion is a constant threat and management challenge. However with the implementation of the Barnstable County dredge program the towns from across Cape Cod have developed a programme by which these two separate issues have become mutually beneficial. By using material from the maintenance dredging of the many harbours within the region for beach nourishment they have been able to respond effectively both to the shoaling of the waterways and to the chronic and episodic erosion events and conditions. Some background history is presented. The programme is described including funding

This paper will address the through life support program for the Victoria Class Submarines (VCS). Consideration will be provided for cost of ownership maintenance optimization working with industry performance metrics and Extended Docking Work Periods (EDWP). The backbone for future long term support of VCS will be Victoria In-Service Support Contract (VISSC). The VISSC infrastructure is aligned with five main pillars: Project Management Records Support Services Engineering Support Services Material and Logistics Support Services and Maintenance Support Services. The paper will discuss the ongoing sustainment of the Victoria Class platform focused on being able to meet its operational objectives and the dependence on a proactive technically competent team interacting with a host of marine system specialists within the Canadian Navy and abroad.

The refrigeration and desiccant dehydrators used to dry low-pressure compressed air aboard Navy ships have been a source of low reliability and high maintenance for years. As part of a program to eliminate chronic shipboard low-pressure air dehydrator problems a Navy-industry team (the Navy Newport News Shipbuilding and a permeable membrane manufacturer) has developed a new generation of permeable membrane air dehydration equipment to replace the complex and unreliable desiccant units currently used. Permeable membrane dehydration is a new technology using new polysulfone semi-permeable polymeric membranes specially designed to carry out molecular separation of gaseous mixtures. This process has proved to be extremely reliable and cost-effective. The successful development of the permeable membrane dehydrator from an SBIR concept to shipboard units is described. A review of the current dehydrators and system history that drove this program and the benefits and pay-offs of the new equipment are presented. Results of the new laboratory evaluation shipboard evaluation and the fleet transition plan are addressed.

Technology is effective to the extent that men can operate and maintain the machines they design. Equipment design which consciously takes advantage of human capabilities and constrains itself within human limitations amplifies and increases system output. If it does not, system performance is reduces and the purpose for which the equipment was designed is endangered. Human Factors is one of the newer engineering disciplines. The premise on which this series, and therefore this book, is written is that Human Factors has utility only to the degree that it supports engineering development. This book provides implementation guidance to the maintainability engineer or organisation delegated the responsibility of compliance (for Department of Defense procurements). Sections cover maintainability program management, maintainability program plan, the maintainability analysis, the maintenance concept, maintainability design criteria, maintainability design tradeoffs, maintainability prediction, vendor and subcontractor maintainability efforts, the integration of other items, design review, data collection, analysis and corrective action system, maintainability demonstration, maintainability status reports and human factors in maintainability.

The ISO 14000 standards are reviewed in particular the standards on environmental management life cycle assessment and environmental performance evaluation. Examples of how ISO 14000 was implemented in Norwegian shipping and shipbuilding are presented. These examples are the results from a research program in which four shipyards and one shipping company in Norway collaborated with the research foundation More Research. The holistic view and life cycle approach were essential to this research program. The environmental effects related to construction operation and maintenance of ships were evaluated and the results are presented by means of environmental performance indicators. The indicators are placed in a three-tier informational structure. Finally it is shown how the use of ISO 14000 as a complement to ISM can focus the shipping companies' strategic efforts on areas which may yield the biggest economic returns for the future.

In 2003 BLS (the Bureau of Labour Statistics reported that falls from heights (above 6 feet) were the second leading cause of occupational fatalities. Shipyards are among the most hazardous of US industries. Ship construction and repair operations have a significant range of fall hazards. The design of deep tanks and voids on large vessels can create intrinsically hazardous environments combining fall hazards in locations with potential confined space atmospheric hazards restricted access and typically poor illumination. The application of human systems engineering or ergonomics guidelines to the design of large shipboard storage tanks provides a cost-effective means of reducing safety risks and labour costs during maintenance operations. Suggested design guidelines to enhance access and improve safety were developed in support of the CVN 21 Future Aircraft Carriers Program. Potential labour savings in the range of 30 percent for tank cleaning and maintenance could reduce the cost of shipyard availability (involving 30 tanks) by approximately $200000 and-or decrease the time required to perform these operations.

In only ten years the Argo Program has grown from an idea into a functioning global observing system for the subsurface ocean. More than 3000 Argo floats now cover all the oceans from the seasonal ice of the Antarctic to the tropics to the Arctic seas. The value of Argo data in ocean data assimilation and other applications is being demonstrated and will grow as the dataset is extended in time and as experience of using the data set leads to new applications. The spatial coverage and quality of the Argo dataset are improving. Argo data products of value in ODA modeling are being developed and Argo data is being tested to confirm its consistency with related satellite and in situ data. Maintenance of the Argo Program for the next decade and longer is needed for a broad range of climate and oceanographic research and for many operational applications in ocean state estimation and prediction. Here plans are summarized for enhancing Argos value in the coming years with attention to ODA applications. Plans include improvements to data coverage through array design and implementation and improvements to data quality all of which are described. A look is taken at Argo data products that are needed for use in ODA models and for evaluation of those models. Attention is paid to the need to examine the consistency of Argo and in situ and satellite-derived surface datasets. This is another key issue for integrating global observations through ODA models.