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New EC regulations on diver working practices could have a catastrophic effect on offshore diving activities. The legislation is claimed to be irrelevant to offshore diving due to such aspects as risk assessment enquiries which can only be formulated once a diver is on location and the allowable working hours which do not take into account saturation divers' routines. The Association of Underwater Engineering Contractors (AODC) claims that offshore diver fatalities are far fewer than those inland and that the new regulations would do nothing to improve offshore safety.

The Convention on the International Regulations for Preventing Collisions at Sea, known as Colregs, are applicable to everyone who goes to sea. The rules themselves and their interpretations must be clear to everyone, regardless of training and whether on a surfboard, cruise ship or super tanker. Through the many photos and computerised renditions, the system of navigation lights on different types of ships becomes readily understandable. Priority rules are illustrated by views from their air and from the bridges of the vessels involved. The parts cover steering and railing rules, lights and shapes, sound signals and exemptions.

This document details the publications included in rulefinder version 9.20 (July 2013) under relevant publication type groupings. Section 1: Lloyd’s Register Rules and Regulations Section 2: Common Structural Rules Section 3: Lloyd’s Register Provisional Rules Section 4: Lloyd’s Register Guidance Information Section 5: IMO International Conventions Section 6: IMO International Codes Section 7: Resolutions Assembly Resolutions Marine Environment Protection Committee (MEPC) Resolutions Maritime Safety Committee (MSC) Resolutions Section 8: IMO Circulars Marine Environment Protection Committee (MEPC) Circulars Maritime Safety Committee (MSC) Circulars Maritime Safety Committee-Marine Environment Protection Committee (MSC-MEPC) Circulars Radiocommunication and Search and Rescue Safety of Navigation Tonnage Measurement Section 9: IMO Guidelines Section 10: IMO Specifications and Manuals Section 11: IMO International Conferences Section 12: ILO Conventions Section 13: MCA Publications

A traditional approach to structural fire protection is not compatible with the needs of high-speed vessels. Many high-speed vessels use lightweight materials such as aluminium and fibreglass. This need for lightweight is in conflict with the traditional methods of vessel structural fire protection. The needs of the newer high-speed vessels necessitate different rules. In 1978 the IMO adopted a set of rules to accommodate these needs. The IMO's Code of Safety for DSC (dynamically supported craft) allowed for a lesser degree of intrinsic passive fire protection with allowances for limited operation area extensive operational controls over the vessels and reliable rescue resource availability should a problem occur. Most significant in the rules is the need for the passengers to be rapidly removed from the vessel in the event of fire or other emergency. The existing DSC Code is now in the process of being revised. The new Code is called the IMO Code of Safety for HSC (high-speed craft). The HSC Code incorporates many of the lessons learned from the operation of these vessels over the last decade. The application of these standards to the HSC in the San Diego area has been challenging. The focus here is on how the rules and the philosophy of the various Codes are affected by the structural fire protection schemes of these vessels and the impact upon other aspects of the vessel's design and operation. Some of the lessons learned by the Coast Guard Marine Safety Office personnel in San Diego while carrying out an inspection of several high-speed craft are detailed. The report concludX19139 Structural fire protection of cargo ships and guidance on the requirements of the merchant shipping (fire protection) regulations 1984 I G Noble

This book was written as an introduction to cargo work. Continuous research by IMO and other authorities into the various hazards associated with the different cargoes carried by sea leads to new and amended rules for such carriage. This 5th edition endeavours to include the latest rules, particularly in respect of grain and dangerous goods. The books includes chapters on bulk cargoes, general cargoes, refrigerated cargoes, tanker cargoes, deck cargoes, cargoes requiring special care and miscellaneous calculations.

Ekranoplans present a unique classification problem being neither aircraft or ships. While the aviation industry has largely ignored them the shipbuilding industry has been reluctant to initiate criteria because knowledge of flight modes and safety is limited. The viewpoint of designers at the Russian Central Hydrofoil Design Bureau is presented. Problems with planing stability are highlighted as are those caused by the application of aviation rules. External loads are discussed. It is concluded that formal classification rules will require long-term development. A procedure for the short-term is proposed.

This publication brings the history and origin of the Rules and the Introduction of the Carriage of goods by Sea Act, 1924 and the Carriage of Good by Sea Act, 1971, giving the Rules legal effect in the United Kingdom.

The effective management and treatment of ships wastewater has been a contentious issue but never more so than at present according to ACO Marine. Referring to IMO Resolution MEPC 159)55) which revises the guidelines on the implementation of effluent standards and performance tests for sewage treatment plants ACO Marine urges shipowners to be aware that the new test standard and discharge requirements represent 'a significant step change'.

This lecture is divided into four parts: the theoretical bases for imposing safety rules on shipping; the theoretical and practical methods by which those rules might be improved; the form and contributions of the institutions currently involved; and some conclusions.

The content of and background to the development of the Guide for Building and Classing High Speed Naval Craft are described. The role of ABS and the Naval Administration in the design and classification process is explained. Focusing on the hull requirements some of the important design load parameters acceptance criteria and the reasons for the similarities and differences between standards for naval craft and commercial craft are discussed. Finally a brief description of the machinery requirements is given.

An overview of a study conducted in the context of a dissertation about the place of the affective domain in maritime education. The study found through a survey case studies and a literature review that this domain is considered very important in the industry. Conclusions drawn include recognition that maritime education and training institutions need to specify objectives and create a climate in which seafarers are trained beyond compliance for a culture of excellence and possession of desirable attitudes and values. It is recommended that associations such as the International Association of Maritime Universities (IAMU) lead the way in seeking to benchmark best practices and stimulate the global Maritime Education and Training (MET) community to commit to this as a basis for any future legislation or setting off global standards in this domain.

Increased environmental focus on maritime industries has shown that shipborne pollutants contribute significantly to worldwide air and sea pollution. Consequently ships meet an increasing number of rules and regulations from international national and local legislators as well as the well-known and established MARPOL rules issued by IMO (International Maritime Organisation). The variety of additional rules give international shipping operators a large number of challenges almost on a daily basis. DNV (Det Norske Veritas) as a major classification society has introduced a set of environmental services specifically aimed at the shipping industry. In addition to the introduction of new environmental class notations these services include ISO 14001 certification and environmental accounting system as well as general advisory services within the environmental field.

The use of devices to prevent the passage of flames on tanker vessels and barges is discussed. Modern tankers usually feature either common venting or individual venting systems while more advanced tanker design might have duplicate systems. One requirement in the IMS standards concerning flame arresting equipment is the elimination of hammering in high velocity vents as it can cause damage to equipment and failure in the nature of flame passing through the vent. To this end guidelines are provided for the design of venting systems to suit tankers with extensive vent piping typically chemical carriers. Certification of flame arresters is also discussed.

Safe and reliable transport demands more than judgement and foresight; it requires some knowledge of the characteristics and properties of the goods and commodities which are being dealt with. Part 1 of this book examines stowage, the different kinds of damage that can befall cargo (for example by handling, leakage, moisture, sweating, contamination, crushing, chafing, heating, dust, rust, fire and vermin), economy of cargo space, seaworthiness, ventilation of cargo, pilferage, tallying cargo, receiving cargo and delivering cargo. Part 2 provides an alphabetical list of the principal commodities of commerce with stowage factor, style of package, countries of origin, their properties, characteristics and stowage etc. Part 3 looks at refrigerated cargoes - general cargo in refrigerated chambers, preparing holds for refrigerated cargo, stowage of metals with frozen goods, receiving refrigerated goods, periodical surveys of refrigerating units (extract from Lloyd's Rules), and a list of the principal commodities carried under refrigerated conditions, their stowage, stowage factors, carrying temperatures etc. Part 4 is appendices, including grain loading regulations, hazardous goods recommendations, stowage rules for barrel oil and case oil and regulations for the Suez Canal and Panama Canal.

In recent years there has been substantial interest and growing demand for ships to navigate in cold regions. One reason for this is the emergence of new trade routes in cold regions which pose new design conditions and challenges. In addition not all builders have experience of designing ships intended for ice and cold environments. As a result there is a pressing need for rules and standards to give clear requirements for shipbuilders to develop suitable designs for cold climate operation. This paper provides an insight into the background and development of winterisation rules an introduction to the framework of the rules and explanation of some of the key features.

The US OPA (Oil Pollution Act) came into force in 1990. This act was in line with the UN IMO MARPOL 73-78 requirements. OPA orders that by 2015 all oil tankers operating in US waters must have double hulls. Although UN Navy vessels and other government-owned and operated so-called 'public vessels' are normally exempt from these requirements the Navy ordered the last three Navy (T-AO) Auxiliary Oilers to be delivered as double-hull tankers. The T-AO double-hull conversion design was developed almost in parallel with the development of the rules. Here the story of how the T-AO 201 sub-series lead the way in conforming to and recommending changes to the interpretation of the OPA 90 and IMO pollution rules and classification building rules. The lessons learned on the shipbuilding programme are considered together with its impact on IMO regulations and the US.

This is a revised presentation of the paper 'ASA Update' which was distributed to delegates previously. The US Coast Guard proposes to revise the Vessel Response Plan: salvage and marine fire-fighting requirements for tank vessels. The background to the proposed changes is discussed and an outline to the new regulations given. The revisions will clarify the salvage and marine fire-fighting services that must be identified in response vessel plans in the United States. The proposed changes will assure that the appropriate salvage and marine fire-fighting resources are identified and available for response.

Revised by J S Mackay, this 17th edition brings the subject matter up to date while preserving the framework and general arrangement. Contents include types of marine engines, measurement of engine power, efficiency of marine machinery, resistance and propulsion, multiple-expansion engines, equivalent mean pressures, piston speeds, engine revolutions, cylinders, pistons, rods, shafting, thrust shafts and blocks, stern-tubes, main bearings and crankshafts, condensers, condenser air-pumps, reciprocating and centrifugal circulating pumps, boiler feed-pumps, bilge pumps, pump levers and gear, reversing gars, steam turning gears, screw propellers,