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The recreational boat market is becoming global. Many countries that used to have protective tariffs for their internal market are slowly decreasing their important rates and becoming more attractive markets for worldwide powerboats and sailing yacht builders. The Boat-2000 database is introduced. This database was created to gather and stord information from manufacturers and trade publications dealing with recreational boats. It is not a commercial system and was created to integrate recreational boat information and commercial design software for academic research. Its applications in market study as well as power and sailboat design are used to show the system capability for integrated design. The database includes specific naval architecture software and other functional software. It was developed in Microsoft Access and has four main objectives: to be a simple and useful tool for boat market analysis; to have the ability to arrange the design process; to include different sorts of boat information as test results and survey reports and; to integrate commercial software in the boat design process. The focus here is on database systemisation and shows the Boat-2000 application in two case studies. Graphs and tables illustrate the actual available dates. Some future implementations are identified.

FRP laminated plates are widely used in high-speed ships and aircrafts as: they have high specific stiffness and strength. In particular GFRP laminated plates are frequently used because their production costs are relatively cheaper than that of CFRP. However GFRP laminated plates are characterized by easily allowing delamination to take place. Therefore it is important to investigate the reduction in compressive strength of GFRP plates caused by the delamination. The buckling tests and FEA (FEM analyses) of the GFRP laminated plates with initial delamination under thrust are carried out. The GFRP plates which consist of E-glass fibers (chopped strand mat and balanced woven roving) and unsaturated polyester resins are considered. The buckling test is carried out for the clamped rectangular plate with the initial delamination at the centre or the corner of the plate. Elastic buckling behaviour is simulated by FEA using shell elements and the energy release rate along delamination tip is calculated to examine the growth of delamination. The applicability of FEA is investigated through a comparison with buckling test results. A series of FEA is carried out considering various size and location of delamination and the influences of initial delamination on the buckling-fracture behaviour of GFRP plates are discussed.

In the coming years there will be a growing demand for FPSOs (floating production and storage units) for ultra deep waters. In the Gulf of Mexico the process will be accelerated by the technical and economical limitations inherent to other type of concepts the lack of pipeline infrastructure in such deep areas and the wide acceptance of the FPSO concept by Shelf Authorities. One of the most critical issues in the design of FPSOs for ultra deep waters will be the selection of the most cost-efficient station-keeping system for the specified operational requirements. Standard solutions based on internal turret and thruster-assisted mooring systems are already being offered by the industry. However beyond certain water depths the technical and economical constraints associated with the use of mooring systems may favour other concepts potentially more attractive and cost-efficient such as a fully dynamically positioned FPSO (DP-FPSO). This DP-FPSO concept is proposed. It provides an innovative and cost-effective solution to meet the challenges of ultra deepwater production by using existing and proven technology in the offshore industry. The paper shows the technical feasibility of the concept by analysis model testing detailed engineering of the various sub-systems and risk and reliability studies. This concept marries state-of-the-art FPSO technology and latest generation drill ship technology for dynamic positioning and operation in ultra deep waters. This system can either be u

CCS (carbon capture and storage) is recognised as having a significant role to play in reducing CO2 (carbon dioxide) emissions and tackling climate change. In CCS schemes CO2 is captured from anthropogenic sources and transported to suitable sites either for EOR (enhanced oil recovery) or storage. Globally the largest source of CO2 is from power generation therefore the initial projects proposed for CCS in the UK are from power plant. There are various technologies for capturing CO2 from power stations however the captured CO2 can contain significant amounts of impurities. The presence of the impurities in the CO2 stream has an effect on the requirements for pipeline transportation and can change such factors as the flow properties the decompression characteristics and the solubility of water in the mixture. Although transport of CO2 by pipeline is not new technology and has been implemented in the USA for over 30 years the effect of these impurities is not fully understood. The UK is in the advantageous position of having natural sinks for CO2 available offshore in the North and Irish Sea which can be used for either EOR or storage. Therefore CCS implementation in the UK will involve transport of anthropogenic carbon dioxide from power stations to offshore sinks.

The fundamental role of a classification society is to develop publish and maintain standards the Rules for the design and construction of ships and to implement these standards within a system of classification. The success of the international maritime safety regime depends on the technical contribution of the classification societies. The continual advance in maritime technology is accompanied by a demand for specialised technical expertise and knowledge and the maritime industry looks to the classification societies for support. The classification societies must therefore be responsive to change and keep their own technology up to date. The expectations and perceptions facing the maritime industry are reviewed and some specific research and development activities of Lloyd's Register are considered in relation to naval architecture engineering systems environmental protection and human factors. Some current activities show the contribution that is being made to maritime safety. The current programme is compared to achievements of the past reflecting the changes within the marine industry. Working with industry universities and research institutes is a key part of the research and development activity of the modern classification society and some experience is described. The challenges that will be presented in the forthcoming years are discussed briefly.

A way to use finite element models to determine the effect of fatigue cracks in ship structures is proposed. Cracks of different lengths are modelled and the maximum nodal stress at the crack tip is used to estimate the stress intensity level. The calculated stress intensity factor is substituted into fracture mechanics equations to calculate the rate of crack growth and the critical crack length. The main advantage to calculating the stress intensity factor from an appropriate finite element model is that load redistribution effects are included. Since most ship structures develop fatigue cracks it is important to know how fast these cracks propagate and at what length they present a danger to ship safety. It is also possible to study the crack's impact on the stress levels in the surrounding structure. The use of modal crack tip stresses directly from the finite element model circumvents the problem of determining a nominal stress level in an often complicated stress field. Practical examples are presented to demonstrate how load shedding and multiple load paths improve ship structural safety. The examples shown are independent of the type of structural failure hence this type of analysis can be used to investigate the effect of cracks created by fatigue collision or grounding damage. Type of analysis can be used to estimate appropriate inspection periods and to assist in the design process. Conclusions are drawn.

The inclusion of high-resolution multi-beam and digital side scan sonar systems along with state-of-the-art positioning and attitude sensors and other ancillary sensors on ships and HSL (hydrographic survey launches) has provided NAVOCEANO (the US Naval Oceanographic Office) with the finest-equipped survey fleet in the world. This tremendous increase in bottom-mapping capability brings with it a corresponding increase in the amount of data that must be validated prior to inclusion into the various shallow- and deep-water hydrography bathymetry and imagery products that NAVOCEANO produces. The key to meeting the challenge of the massive data volumes was to change the approach that required every data point to be viewed and validated. This was achieved with the replacement of the traditional line-by-line editing approach with an automated cleaning module and an ABE (area-based editor) integrated with existing COTS (commercial off-the-shelf processing) and visualisation packages. An overview of the new approach is presented together with data results and metrics of the effort required to process data including editing quality control and product generation for multi-beam data using targets from digital imagery data and automated techniques. 90701 Dealing with rigid beds in saturated bed load transport equations

The book starts with the basic thermodynamics of compressors and then discusses the selection of compressor size and type. Modern compressor design and construction aspects are covered with particular emphasis on component descriptions, valves, multistage compression, cooling options, oil and moisture separators. This section finishes with an examination of rotary screw unit construction. A study of installation details typical problems and their avoidance, including clean air to unit suctions, correct lifting procedures, bedplate types and details, piping, Vee belt drives, couplings, prime movers and packaged units. In line with modern practice, the automation and control of reciprocating air compressors is considered together with advantages over manual control. Detailed items include unloading, starting/stopping, running condition, automatic drain operation, safety shutdowns and 'master and slave' operation. The chapter is rounded off with information regarding screw compressor controls. Air system fittings considers air quality, different air dryer types, air receivers with fittings, various type line valves and oil removal filters. Operating instructions cover new machines, initial starting, running in periods, stopping, lubrication, cooling, care of compressor fittings, lay up and corrosion protection. Planned maintenance schedules are illustrated in tabular format.

The further development and application of CFD (computational fluid dynamics) simulation for combustion system optimisation of large MD (marine diesel) engines suffers from a lack information about actual characteristics of spray combustion and emissions formation processes at conditions relevant for those engines. In particular the models commonly available for these processes have been developed for considerably smaller engines running at higher speeds and on substantially higher fuel quality. These models have usually been validated against data from reference experiments in small spray combustion chambers operated at conditions which are far from the ones applied to MD engines during fuel injection and combustion. Moreover such experiments are hardly capable of providing sufficiently detailed data for typical marine fuel quality. In order to overcome this a new spray combustion chamber was developed to allow the optical investigation of flow spray combustion and emissions formation at conditions typical of the combustion system in large two-stroke diesel engines. In particular the pressure temperature and swirl was close to the levels experienced in those engines and the arrangement of the injectors allowed the investigation of interactions of sprays originating from different injectors. In addition it had to cope with a wide range of fuel qualities.

The temporal variability of coastal and oceanic bioluminescence remains largely unknown. Few studies have attempted to measure this phenomenon over any appreciable timescale because of the limitation of the number of available instruments the platforms from which to measure for an extended period of time and the cost in terms of time. Similarly the seasonal and annual characteristics of bioluminescence have been observed in only a handful of studies. Bioluminescence is important because it is a sensitive indicator of marine environmental health. The distribution of bioluminescence has been of interest to the US Navy because of its potential impact on operational issues. Bioluminescence correlates with toxicity biomass and even red tides an important coastal phenomenon that can be associated with bioluminescent plankton (dinoflagellates). Recently a buoy mounted oil spill sensor was modified to house a bioluminescence sensor and a transmissometer. The materials and methods are described. The buoy measures bioluminescence by activating a small electric pump that pulls seawater into a light-tight chamber. The agitation and shear associated with the water flow stimulates the bioluminescent dinoflagellates to emit light. Water clarity is also measured with a red (680 nm) transmissometer. Data is automatically collected twice an hour transmitted by a spread spectrum (900 MHz) RF link to a lab-based computer and posted to a secure Internet browser. The buoy is providing for the first time autonomous long-term bioluminescence measurements in San Diego Bay. Results are presented together with101480 The development of an autonomous underwater powered glider for deep-sea biological chemical and physical oceanography

Hydrocarbon explosions in offshore modules have been the subjects of a wide range of experimental research. Until recently this experimental work had investigated overpressures developed within a gas-filled module under idealised conditions. However it is unlikely that such an idealised situation would occur during a real offshore hydrocarbon release and until recently little information was available to allow the assessment of the risk associated with the ignition of a gas cloud produced by a realistic release. To address this recent research projects have investigated the build-up of gas within a naturally ventilated module and the consequences of the ignition of such a gas build-up. Marathon Oil have analysed the data produced by these experiments and have used this to develop an empirical model to evaluate the risk associated with has build-up and explosions in naturally ventilated offshore modules. This model is presented. It is called OMEN (open module explosion tool). Based on simple module geometry parameters it allows assessment of potential explosion risks at an early stage in design. It may be used to assess the tolerability of the residual risk of an existing platform or as a screening tool for modules where detailed computerised geometry files are unavailable.

In transportation by sea for economy a two-stroke diesel engine and a low-grade heavy oil have been used because of high thermal efficiency and cheapness of fuel price. However some marine engines have been damaged by scuffing of the piston ring and the cylinder liner of the engine. It is very difficult to establish the reasons for this. At present no index is available to define overall combustion characteristics from ignition to the end of the combustion. In order to solve problems experienced by Takasaki a combustion facility was newly developed to investigate the combustion characteristics of bunker fuel. At first the effect of injection pressure on the flame behaviour was investigated. The injection system was reformed to show a flat pressure during injection and sharp decrease at close of the nozzle using a marine diesel fuel. The spray flame burns almost the same for every experimental run. Next a bunker fuel was used to test the flame characteristics after the end of injection. By analysing the images the characteristics of the flame quenching such as the time of flame quenching after the end of the injection and the location where the flame disappeared are obtained. Under the same conditions the flame characteristics showed almost the same. As a result

AMOEBA (advanced multiple organised experimental basin) is a plunger-type absorbing wave maker using a VCM (voice coil motor) system as the driving equipment. It is small and mobile because of the simple mechanism of the VCM and it can theoretically achieve perfect absorption of regular waves. Fifty units of the wave maker have been placed along the periphery of a basin of diameter 1.6 m. However the disadvantage of the VCM system is that it is difficult to make a VCM that can handle high power and large stroke so it is difficult to make the wave basin large. However if the viscosity is neglected according to potential theory it is possible to carry out experiments with small models in a small basin. By using the small basin the cost of development of ship and ocean platforms can be reduced. In particular it is expected that the small basin will be a useful tool for development together with numerical calculations. To substantiate the above arguments measurement results of the wave diffraction force acting on a ship or ocean structure model in the small basin are presented. Several models were used including a sphere a pontoon a cylinder a ship and a semi-submersible. The main length of each model was about 0.3 m one-tenth the size of a model in an ordinary large basin. The usefulness of the AMOEBA is shown by comparing the experimental results with calculated results which have in turn been corroborated by experiments in a large basin.

Modelling the traffic system development is extremely significant and depends directly both on general and special objectives of the economic and overall social development. The employment status in the traffic system is an essential element of its organization. The personnel potential certainly represents a crucial resource of any country and thus in the traffic and transport sector it also represents a key factor of development especially of its technological and economic stratum. Similarly the status and level of employment in the traffic system affect the productivity of work in the subsystems as well as in the overall system. The following areas are considered: the employment status in the Croatian traffic system (absolute and relative share of sub-systems in the structure; the employment dynamics of the traffic systems and their subsystems regarding the status in 1992 and 2002; the change in the employment structure in the traffic system regarding their subsystems and the status in 1992 and 2002; the formation of the mathematical prognostic trend models of the employment development of single traffic subsystems and traffic system in general as a scientifically founded basis for forecasting of this traffic value in the future. It is concluded that the established mathematical prognostic trend models that are statistically significant represent the scientifically founded basis for forecasting the number of employees in the traffic system of the Republic of Croatia in tX14582 Employment of combined carriers

The deep-sea overnight cruise industry is the fastest growing segment of the maritime industry with annual growth rates of eight to ten percent. Regulatory and public interest in the potential impacts of cruise ship operations on the environment continues to draw significant attention. The environmentally sound and legally compliant operation of its ships is a priority of cruise ship operators. The changing legal landscape increasing public interest the activities of a number of interested parties ship operational requirements technical innovations and evolving environmental sensitivity are some of the specific aspects of the overall cruise ship environmental issue. The complex legal regime in which the industry currently must operate is described together with the methods the cruise industry uses to meet these stringent environmental requirements. Included is a discussion of current engineering and operational practices applied by the cruise industry to minimise the environmental impacts of their operations. In conclusion technical and operational changes anticipated as a result of current and future regulatory efforts and related developments are overviewed. A brief industry outlook is also presented. The discussion of these various aspects is presented in order to inform the reader of some of the specific actions and developments to date and to provide a better understanding of the overall issues.

The cruise industry is under increasing scrutiny from US Federal Agencies to determine the necessity to legislate in the area of environmental performance for cruise vessels operating in US waters. What is not clearly being understood by certain organisations is the extent of activity currently undertaken by cruise ship companies to control all aspects of waste generation through well-established programs implemented in accordance with existing international mandatory regulations. In order to both complement and facilitate the assessment of environmental impacts and to further pre-empt future legislation in this area Lloyd's Register has developed EP rules (environmental protection rules for the control of operational pollution. These rules provide a prescriptive means to control environmental equipment and systems and establish criteria for performance that far exceed the existing regulatory requirements. Whereas existing specifications concentrate in the area of hardware (MARPOL SOLAS CFRs Class) and the software (ISM ISO 9000 and 14000) on an individual basis the EP rules are designed to verify compliance with stringent environmental performance criteria combining inspection and audit to address all hardware and software issues. The Rules consist of essential core elements and optional more stringent requirements. With the current levels of regulatory scrutiny within the cruise industry the system enables owners to highlight substantial investment in particular aspects of pollution control whilst demonstrating a101380

In sea transportation two-stroke diesel engines and low-grade heavy oil have been used for economy. However some marine engines have been damaged. It is very difficult to clarify why since at present there is no index available to consider combustion characteristics of the general properties of bunker fuel oil without combustion. Furthermore the regulation of sulphur content in the heavy fuel oil now requires the use of low sulphur fuel oil which may lead to a reduction in lubrication. A new constant-volume vessel was been developed (see CIMAC 2004 paper 171). Since then the improvements of the injection part and the preparation of pre-mixed gas have been reported (ISME Tokyo 2005) and very good repeatability of the experiment was carried out. However these were based on only the visualisation results with high-speed photographs. A new OCA (optic combustion analyser) was developed to consider the combustion properties of the bunker fuel oil. The repeatability of the experimental conditions such as history of injection pressure pressure and gas temperature at injection timing was shown to be very good. Photo-sensor high-speed video cameras were used and the pressure in the vessel was measured. Results are presented and discussed and conclusions drawn.

Advances in underwater technology, Ocean Science and offshore engineering. Volume 8. Papers are: EEZ's - a brief sketch of historical developments and current issues, The legal regime and the United Nations Convention on the law of the sea, Mineral resources in exclusive economic zones, Fisheries and other biological resources, Ocean renewable energy resources - a chance for the future?, Modern surveying techniques, The EEZ, the Continental Shelf and modern surveying techniques, Living resources, assessments and quotas, The scale of EEZs with particular reference to areas of US and UK jurisdiction, The development of an integrated marine policy for the EEZ : the case of Japan, The management of an exclusive economic zone : the role of the marine resource atlas, An assessment of the relation of the presentations to exclusive economic zones. The EEZ: opportunities under the legal regime - a summing up, Report from the rapporteur and EEZs in perspective - preliminary impressions of the conference.

The need for monitoring flexible risers is becoming ever more apparent as oil exploration moves to greater depths and wells can be hotter and more sour than experienced so far. In these situations where the limits of pipe design need to be reliably expanded continuous monitoring of pipe health becomes a priority. This paper presents a new advance within the field of optical gas measurement with applications to the monitoring of gases inside the annulus of flexible risers used in the offshore industry. The advance is based on the novel QEPAS (quartz-enhanced photoacoustic spectroscopy) technology. The QEPAS gas sensing technology is introduced and compared to existing gas monitoring and inspection options. QEPAS satisfied the requirements for the detection quantification and monitoring of gas mixtures containing H2S with a precision and accuracy of ( 10 ppm as well as CO2 and CH4 of ( 1000 ppm in flexible risers. The performance of a first prototype sensor consisting of one spectraphone (a module for detecting last-induced sound) consisting of a QTF (quartz tuning fork) or microresonator assembly and two near-infrared telecommunication diode lasers and the associated control electronics are reported. The sensor is capable of monitoring the three target gases simultaneously. Furthermore the next steps towards a commercially available sensor are discussed.

When a clay layer of uniform OCR is subjected to an external load that results in loading of a portion of the clay layer to within the normally consolidated range there exists a boundary within the clay that separates the over-consolidated material from the normally consolidated material. This boundary changes as consolidation progresses. The consolidation of an over-consolidated clay stratum which undergoes a change from an over-consolidated state to a normally consolidated state due to a large increase of load can be modeled using finite difference approach. Two-layers are used to model the over-consolidated state to a normally consolidated states in the clay. A change of soil parameters such as the permeability and coefficient of consolidation between the NC and OC states is also involved. Based on the results of sample computations it is clear that the rate and magnitude of consolidation settlement varies considerably depending upon the magnitude of load and over-consolidation ratio although other consolidation properties such as the coefficients of consolidation and the compression indices are kept unchanged.