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A brief account of the instigation (early 1980) and development of the Italian gas transport company STARGAS Holding SPA from 1980 upto and including its partial merger with Cispa Gas outlines its principles on crew training and monitoring its development of shore and ship based gas safety courses the implementation of ISM Code and STCW 95 and its instinct for successful ship and shore management. The increasing number of rules and regulations for standards crew training and quality assurance are interpreted as a reaction to changing structures in the shipping industry and the introduction of new styles of management: appropriate reaction is considered.

Deep water station keeping requires the active use of thrusters either to assist moorings or to support dynamic positioning. The present status of the key elements rules and guidelines and industry practice are discussed along with the main causes of position loss. Feedback on the use of thruster assist and DP (dynamically positioned) control systems is provided together with drive off frequency comparisons for different types of DP vessel. Examples of actual incidents are given as illustrations. It is concluded that most problems are known and while DP vessel owners have benefitted from information exchange many owners of thruster assisted mooring systems have not.

Factors influencing the amendment of rules and regulations regarding the level of safety and environmental protection in the shipping industries are discussed in particular the effect of major accidents and the part played by human factors and inadequate management. Main requirements roles and responsibilities imposed on providers of maritime training and qualification by the revised International Convention on Standards of Training Certification and Watchkeeping for Seafarers (STCW-95) are outlined with particular reference to the development and implementation of quality assurance systems: the associated standards developed by DNV to cover the requirements of STCW-95 specifically for the maritime training industry and the associated DNV Certification are also detailed.

The topic for consideration by committee V.2 was structural design of high-speed vessels - its methods and uncertainties in these methods with attention to the interaction between loads and structural response in collaboration with the ITTC. In the discussion of the committee's report the following areas are commented upon: classification society rules and other regulatory aspects environmental conditions and operational limits loads structural response and strength fluid structure interaction design considerations for production design procedures and uncertainties. The presentation is followed by some floor and written discussions and a reply by the committee.

Advanced level-2 structural reliability theory is applied to the reliability analysis of deck and bottom (amidships cargo/ballast tanks) stiffened panels of two alternative large oil tanker designs in order to assess the safety of the current Lloyds Register Rules used in their construction. Basic theory inlcuding the treatment of time- varying is explained and details of the uncertain quantities studied (including still-water bending moment vertical wave bending moment lateral pressure steel mill rolling control and corrosion) included. The preliminary nature of the work is emphasised.

Norwegian insurance companies adopted common building rules for ships and established Det Norske Veritas (DNV) as a national classification society. The Classification Society's mode of operation and relations with other players in the marine industry are discussed. Special consideration is given to the commitment of DNV to safety at sea. Reference is made to data collection and research work carried out. This work shows that the overall safety of seamen is threatened more by the general social conditions for seafarers than by the technical condition of the ship.

Insurance implications of manning and training are considered. The cover for owner's liability to crew numbers rather than consequential liability resulting from crew errors and omissions is discussed. Reference is made to the P&I Clubs' own statutes and rules which establish cover. The main provisions are highlighted which show how manning and crewing impact a shipowners' P&I cover. Statistics for crew claims are given. Contractual compensation pre-employment medical examinations (PEMEs) re-employment and training are discussed from an insurer's point of view.

The European Communities' policies for dealing with marine pollution are looked at. The issues of joint action and enforcement are touched upon. Marine pollution is discussed. European Community action and initiatives are outlined. The role of the European Parliament is considered. It is concluded that since pollution by one party affects the environmental quality of another party joint action is needed to combat pollution effectively. The EC has a pre-eminent role in helping to formulate international rules but as a single body rather than as a collection of states.

A description is provided of how the provisions of classification are applied to naval ships and how Lloyd's Register's Rules and Regulations for the Classification of Naval Ships have been developed. The development of a flexible system which meets the needs of different navies to enable them to bring within the scope of classification specialised ship structures and engineering systems is presented. First a look is taken at the classification process followed by naval ship classification. Next military aspects are considered. After this commercial standards and international conventions are looked at.

The many factors which affect the final consequences of ship hull damage are random in the nature and their influence is different for different ships. For this reason probability of collision survival is taken as a measure of ship safety in the damaged condition (e.g. a measure of merit of a ship's subdivision). A general framework of the probabilistic subdivision regulations is presented highlighting the fact that indices of subdivision are the same as the mean conditional probability of collision survival known as the 's' factor. Rules for averaging this factor are discussed. Finally a link between the indices of subdivision and the mean sea state the ship can survive is highlighted. This link may help with the selection of the required values of the indices.

Despite all the new worldwide information about ice-structure interactions locating a fixed structure in the Baltic Sea is in general considered to be costly and hazardous. When discussing suitable locations of offshore wind generators along the coastline of the Baltic Sea the potential of ice loads is essential. Selected data from full-scale measurements of extreme ice pressure on structures in the Baltic Sea are discussed. Simplified empirical design rules are challenged with a proposed method using statistics on ice crushing climate and ice conditions. Indications of strong influence of structure diameter on the effective ice pressure are confirmed by results obtained from other lighthouses in the area. The results can be used in simulating ice-load probabilities for fixed vertical structures with small diameters located in the Baltic Sea.

A two-part paper which investigates the reasons for the loss of the OBO mv Derbyshire in 1980 for the purpose of examining the vulnerability of bulk carriers in general. The first part relates to theoretical studies which suggest that although field stresses in the hull of the Derbyshire complied with design rules that have not significantly changed they were dangerously large. The calculations suggest that cracking would likely occur just forward of the superstructure. The second part is based on re-interpreting available information for the Derbyshire and applying it to her sister ships to see what pattern of behaviour emerges. The conclusions of both parts are virtually the same and state that the vessels are susceptible to fatigue cracking.

Since the first applications of composite material in ship construction the main classification societies tried to establish standard procedures for the mechanical characterisation of laminates. While some of the classification societies (RIN Lloyds) provide analytical formulas for determination of minimum values in the preliminary design phases others (DNV ABS BV) make reference to experimental data only. Existing formulas for the evaluation of ultimate stresses are both linear and polynomials but all are expressed in terms of Gc the glass weight content of a laminate. New ISO standards draft for pleasure vessels constructions follow this philosophy as well; it appears then really important to evaluate the effectiveness of these approaches. The mechanical characteristic values coming out from classification societies rules have been compared with experimental data for some typical laminates used in the construction of motor yachts. The results of the comparison are presented: some substantial discrepancies have been found between theoretical and experimental values especially in the case of hand lay-up. This can lead to significant differences in the calculation of shell and beam geometric characteristics.

An introductory overview of the fundamental principles of ship safety considers an 'adequate' level of safety onboard ship to be the 'intention' of IMO Convention Agreements and Classification Society Rules: factors which can mitigate against this and reduce safety levels may include: delegation of statutory enforcement with lack of effective implementation; inadequate upkeep and maintenance of the in-service vessel; inadequate training and expertise of ship personnel. More detailed discussions examine the contributions of each of the parties involved (including the regulatory bodies the IMO and the Classification Societies the ship owners and managers and the seafarers) and identify their interests roles functions and limitations: particular attention is paid to situations in which circumstances combine to limit the intended margin of safety often with resulting disaster examples are included.

This book traces the continuing development of one of the most important specialised subsidiaries of the tanker sector. It is itself a multiplicity of sub-specialisation from the large and sophisticated liquid liners of the parcel trades, down to small vessels distributing a restricted number of products on short sea routes. The book has been divided into six separate parts. The first, central to any understanding of both the markets and the ships that serve them considers the broad groups of chemicals that are carried by sea, their origins and uses, and some indication of probable development. The second part introduces the reader to the technical constraints of chemical cargoes, the methods of assessing the hazards, and the problems of product purity and reactivity that govern the safe and efficient carriage of any cargo. Part 3 discusses ship design, including important and changing rules such as MARPOL requirements, different building materials and different designs. Part 4 describes ship operations, Part 5 traces the development of chemical/parcel tanker fleets, and Part 6 contains useful appendices, for example on the uses of chemicals.

There is widespread interest in finding better and more cost-effective ways of procuring and maintaining naval platforms. Therefore there has been a great deal of interest in examining how other sectors of industry manage their business. The continued development of classification rules to specifically address naval surface ships is updated The opportunities are described which are offered to navies and suppliers by the adoption of a different approach to standards and specifications taken from the commercial sector that can be applied without constraining innovation. However the main objective is to show how the attributes of the classification system and in particular the well-established processes that form an essential part of classification can bring benefits to a naval project by providing effective risk management throughout the supply chain.

These volumes contain a punched cards program designed for scantling automatically structures for large oil tankers (above 100,000 tons deadweight) in compliance with Lloyd's Register of Shipping Rules of 1971. They include the results obtained through calculations which have been developed during designing methods to scantle on an optimum degree large tankers, according to the punched cards program, with the purpose of making information data available that are valid for a correct selection of the steel type resulting most suited to the requirements called for. Volume I includes the description of the punched cards program for scantling structures of large tankers and the first half of diagrams for preliminary calculation of hull steel weight for large tankers. Volume II contains the second half of diagrams for preliminary calculation of hull steel weight for large tankers and examples of calculation and analysis of the result data in terms of weigh and costs for the large tankers.

These volumes contain a punched cards program designed for scantling automatically structures for large oil tankers (above 100,000 tons deadweight) in compliance with Lloyd's Register of Shipping Rules of 1971. They include the results obtained through calculations which have been developed during designing methods to scantle on an optimum degree large tankers, according to the punched cards program, with the purpose of making information data available that are valid for a correct selection of the steel type resulting most suited to the requirements called for. Volume I includes the description of the punched cards program for scantling structures of large tankers and the first half of diagrams for preliminary calculation of hull steel weight for large tankers. Volume II contains the second half of diagrams for preliminary calculation of hull steel weight for large tankers and examples of calculation and analysis of the result data in terms of weigh and costs for the large tankers.

The book attempts to formulate appropriate rationale to be adopted in designing low-energy demand systems. The fundamental principles of thermodynamics and equilibrium-seeking processes are re-examined in the context of the need for energy conservation, and the rules governing the utilisation of Second Law analytical techniques, leading to the design of cascaded energy-flow arrangements, are also described. Simple techniques for the First Law analyses of energy-flow networks are outlined and demonstrated in the form of energy audits. Systematic design procedures for the generation and economic evaluation of optimised marginal system improvement actions are also described. Chapters include: Energy and materials, Scope of energy management, Thermodynamics and other fundamental concepts, Technologies for energy conservation (solar energy, other alternative energy).

The German Joint Research Project CLEAN was established to reduce emissions from ship's machinery. National and international regulations for the reduction of emissions from marine diesel engines including NOx technical code of the IMO and Swedish rules are outlined. The background and aims of the CLEAN project (Clean and Low soot Engine with Advanced techniques for NOx reduction) are described. Germanischer Lloyd is carrying out measurements for the assessment of the exhaust gas emission behaviour of marine diesel engines on test beds and under service conditions. The equipment and procedures for NOx and particulate matter assessment are outlined and selected results presented.