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RINA the Italian Classification Society published and put into force in January 2003 its "RINAMIL - Rules for the Classification of Naval Ships" which were developed with the technical support of the Italian Navy. This paper attempts to briefly review the structure and contents of RINAMIL and to present and discuss the most relevant issues encountered in adapting merchant rules to naval ships practice. The paper also addresses aspects which are specific to naval ships and for which ad hoc requirements have been included in the rules.

Firstly a description of the Nathaniel B Palmer a commercial ice strengthened/icebreaking vessel is given. Next the development of the new ABS ice class rules is described. After this the new ABS ice class requirements published in 1986 as a guide are looked at followed by the classification process of the Nathaniel B Palmer. Lastly changes to the ABS ice rules are discussed.

Det Norske Veritas (DNV) is revising the classification rules for machinery and systems by applying risk and reliability methods. The new rules are based on assessment of functional integrity with criteria for safety of personnel equipment the cargo and the environment. As a result DNV have published the Nauticus (Propulsion) rules - the world's first set of risk-based machinery rules for diesel-driven propulsion. The requirements for assignment of the Nauticus (Propulsion) class notation are outlined. A pilot project in which the rules and procedures were tested is also highlighted.

Lloyd’s Register 2005 rules and regulations for the classification of ships. These rules are published in difference parts, although they should be seen as a complete set. The parts in the library are: Part 1 – Regulations Part 3 – Ship Structures (general) Part 4 – Ship Structures (ship types) Part 6 – Control, electrical, refrigeration and fire Part 7 – Other ship types and systems

Classification Rules for Naval Ships were published by Germanischer Lloyd in May 2001. This will be followed by Construction Rules for Naval Ships in the first quarter of 2002. The structure of the rules for classification and construction for naval ships is listed.

Once again there is interest in nuclear propulsion at sea. The debate over CO2, with the likely introduction of market based measures, cargo owners’ perceptions of CO2 and the rising cost of fuel oil is driving the interest in non fossil fuels. Whilst wind, solar and other alternative technologies can contribute to a percentage reduction in fossil fuel use at sea, there is no other current power source, other than nuclear power, capable of replacing fossil fuels. The interest in nuclear powered merchant vessels is such that Lloyd’s Register has decided that it needs to support ship owners and develop draft rules for nuclear powered ships. The regulation of today is very different to that of 30 – 40 years ago when Lloyd’s Register last had nuclear powered ship rules during the period 1966-1976. Hence the style and philosophy of today’s rules for nuclear powered vessels are likely to be quite different. Lloyd’s Register have published a number of papers during 2010 on the subject of nuclear powered merchant ships. References 1 & 2 explore the technology and the thorny issue of the perceived risks from nuclear power plant operation. This paper looks at some aspects of how the regulation of nuclear powered vessels might be achieved and the Classification rules that would be required to support their operation.

The major classification societies have developed rules and regulations which can be applied to floaters (FPSOs). Lloyd's Register (LR) rules allow the use of a risk-based approach. Trends in turret location accommodation location evacuation systems cargo pump arrangements engine room / generation arrangements escape route arrangements fire detection and fire-water management gas detection and mooring are discussed.

The trimaran design has generated intense interest in recent years. There has been a combination of design studies numerical simulation model testing and the construction of the large ocean-going technology demonstrator RV Triton. It is now becoming a viable option for both military and commercial applications. Lloyds Register is now developing Trimaran Rules (Rules for Classification of Trimaran Ships). These rules include development of design loads applicable to the unique hull form of a trimaran as well as a direct calculation procedure for analysis of new trimaran designs. The structure and content of the Trimaran Rules are briefly described together with the rule development process involved. Some of the assumptions made are highlighted. The emphasis is on the development of primary loads which are the main dimensional loads and the data used for calibrations.

The role of rules and regulations in the shipping industry in the past is reviewed. The impact of a 'safety culture' is discussed and various tools to improve ship safety are highlighted. These include preventing the failure of key components crisis management and safety assessments.

Lloyds Register in co-operation with the UK MoD has developed a set of NSR (naval ship rules) for the design construction and classification of naval ships. The rules cover all sizes and types of vessel; aircraft carriers assault ships frigates corvettes patrol craft and allow for a variety of military and non-military operational capabilities. An overview of the classification and certification issues of Naval ships is given. This is followed by a brief overview of the military design features contained in the NSR. After this the assessment of hull structural strength aspects of naval ships is examined. The NSR also encompass rules for machinery and engineering systems as well as survey procedures although these issues are not discussed here.

The new revision of Det Norske Veritas 'Rules for submarine pipeline systems' (DNV'96) constitute a complete revision of the previous rules from 1981 and provide a significant step forward for pipeline design and operation. Major changes to the rules are outlined. The use of the limited stated concept is illustrated.

The concept of naval ship classification under Lloyd's Register Rules and Regulations for the Classification of Naval Ships is described. These rules have been developed to meet the needs of different navies. The approach provides a consistent process for the design procurement construction and through-life maintenance of naval ships. The experience of bringing a number of RAN (Royal Australian Navy) ships into Class under the Naval Ship Rules is described together with the lessons that have been learned and the challenges to be addressed.

Due to historical events and technical developments a number of ship owners and Maritime Authorities now desire more involvement from the classification society concerning protective coating of seawater ballast tanks cargo tanks and cargo holds. The SOLAS Amendment Ch. 2 Reg. 3-2 applicable to tank and bulk carriers constructed on or after 1 July 1998 gives direction to include corrosion protection of ballast tanks within the scope of classification. Ship Rules valid for the same ship types and from same date comply with the SOLAS Amendment. After some introductory information an historical and technical background is given. Next a look is taken at the regulatory framework followed by new class rules.

These rules apply to double hull oil tankers of 150m length and upward classed with the Society and contracted for construction on or after 1 April 2006.

These rules apply to ships classed with Lloyd’s Register and contracted for construction on or after April 2006. Contents: General principles; General arrangement design; Structural design principles; Design loads; Hull girder strength; hull scantlings; direct strength analysis; fatigue check of structural details; other structures; hull outfitting; construction and testing; additional class notations; ships in operation, renewal criteria.

The human element is addressed explicitly and implicitly in a large number of rules and regulations. There is also a body of guidance on ergonomic and operation design. There is the view that the value of human element aspects of current requirements is not being fully realised in part due to a lack of awareness and in part due to a lack of intergration from the seafarer viewpoint. An analysis of a classification society rules has shown that the implicit nature of many requirements imposes expertise demands and the coverage is variable. According to the IMO Human Element Principles rules and regulations addressing the seafarers directly should be simple clear and comprehensive. However it is not clear that much progress has been made in this regard. To move to goal-based regulation provides both a challenge and an opportunity to the human element community (seafarers and specialists). The challenge is to find an appropriate structure for the consideration of the human element within the new framework of regulations. This paper discusses a number of possible structures for the inclusion of the human element and approaches to development of appropriate material.

These notices contain amendments of the Rules and Regulations for the Classification of Ships, July 2006.

The need to standardize engine room types and operation rules is considered. The development of reference operation rules (ROR) and reference engine room layout is discussed in terms of a step towards setting a standard of engine room type. Examples and specifications are given.

Since 1993 at least eight large ships have been lost due to hull-girder collapse. Some major classification societies have joined their forces to develop new set of rules for design of oil tankers. The intention is to ensure improvement in the overall safety of the hull structure increase of durability of ships in terms of corrosion margin and fatigue strength and to introduce transparency in formulae for scantling requirements. Results of these efforts are common rules for structural design of oil tankers that are called JTP (Join Tanker Project) rules and which are expected to become effective in April 2006. Perhaps the most important new rule requirement is that for ultimate vertical bending moment capacity of hull-girder which has not been prescribed in older versions of ship classification rules. Here the relative increase in safety of a Suezmax oil tanker resulting from this new rule hull-girder requirement is quantified by means of ship reliability analysis. The probability of structural failure is calculated using a first-order reliability method. The evaluation of the wave-induced load effects that occur during long-term operation of the ship in the seaway is carried out in accordance with IACS recommended procedure. Comparative analysis of long-term distributions of vertical wave bending moment calculated by two independent computer sea-keeping codes is carried out. The still water loads are defined on the basis of a statistical analysis of loading conditions from the loading manual. The ultimate collapseX23533 Structural reliability of marine diesel engine propulsion shafting systems

Rules for the classification and construction of ship's hulls, written in German.