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A new Rules calculation system is described which has been developed by Lloyds Register to enable the determination of classification requirements using three possible interfaces. The business drivers which resulted in the development of the system are examined. It is shown how RulesCalc provides a significant development in the design and design approval process which will benefit owners designers classification societies and CAD vendors. An explanation is given of how the mechanisms and models used by RulesCalc can be used by designers to provide efficient design analysis and other checks earlier in the design cycle than is possible using data exchange based technology such as STEP or DFX.

Conf held in London on 29-30 Sept 1987 Papers are An international issue on safe ships and cargoes Loses of ships and cargoes Recent lossed in the Scandinavian region Cargo ship losses in the North Sea Ro-ro ships; how many are suitable? Bulk carrier losses; the unanswered questions Bulk carriers; operational aspects which might lead to loss Safety through the human factor Survival capability; a consequence of safety consciousness Damage stability; research for the future New equipment concepts Classification rules for container securing Cargo stowage and securing Problems involved in LOLO container operations using non-cellular vessels Failure analysis of lashing systems Cargo securing calculations Container aided stowage and lashing stategies for containerships Bulldog clips; standards are needed Self-tightening (and slacking) lashing systems for trailers New lashing concept Securing of cargo on trailers and flats Stevedoring; planning for dangerous goods cargo care; training and education Are there lessons from avaition safety systems practice?

Fourth edition This book has been updated to reflect changes and advances in the industry. Recent developments include new standard charterparty forms, revised INCOTERMS, UCP 500 rules and BIMCO’s standard war risks clauses CONWARTIME and VOYWAR 1993. Valuable new appendices have also been added to incorporate important standard charterparty forms – Shelltime 4, Shellvoy, the Norwegian Saleform 1993 and the New York Produce Exchange form 1993. The opening chapters provide an analysis of the various different freight markets, means of communication and marketing. These are followed by discussion of sales contracts and bills of lading, types of chartering as well as freight calculations and chartering routines. Finally, the authors consider the standard charterparties available, some of the common considerations in selecting an appropriate charterparty and suitable clauses and the legal principles and common problems posed by voyage and time charters.

Chapters include: design of marine gears, including descriptions and actual designs of various companies, design classification rules, pinion deformation, deformations and stress systems in wheel tyres and wheel rims, wheel design, tooth stress calculations, dynamic loads, temperature loads, weight of marine gears, couplings, bearings, material specifications and failures, stress systems caused through diffusion in materials, tooth generating machines, machining processes, heat treatment, tooth measurements, research and testing of marine gears, ultimate loads, vibration and noise research, preservation of marine gears

The MonoBR is a MPSO - mono-column floater production storage and offloading unit - a unique platform designed to handle SCR (steel catenary risers) in a depth of 1800 m in the Gulf of Mexico oil fields whose target scenario is the ultra-deep water of the Walker Ridge. In this project special attention was paid to sea-keeping behaviour constructability and security. Stability Analyses were carried out to ensure the system's security and reliability. The development is described that was carried out by the University of Sao Paulo and PETROBRAS team in order to analyse the main stability parameters of the new conceptual design for oil production and storage the MonoBR. The main topics referred to are: the damaged and intact stability analyses the tank arrangement wind influence rules discussions the AVCG (allowable vertical centre of gravity) and damage compensation through ballast rearrangement.

PROJEMAR has experienced several different designs for the Brazilian offshore basins with a great number of them in FPSO.s. The critical point of the structural conversion of the old VLCC.s in FPSO.s is the topsides supports structural arrangement. The deck structures of tankers were originally designed for no loads on deck besides the environmental conditions. Then they have to be strongly modified to support the big additional loads from the topsides. However the free area of the hull deck gets very congested when the topside facilities are installed. Then it becomes a challenge to optimize the structural impact of the topside supports into the whole general arrangement. PROJEMAR then defined a typical VLCC hull to study the optimum topside supports in FPSO conversions. The analysis of the hull structure should address stresses buckling and fatigue. The stress and buckling criteria were based on ABS Rules for Vessels and FPSO.s. The fatigue analysis was carried out according to ABS recommendations. Three different solutions are addressed in this study: the truss supports the stools supports and the partial bulkhead supports.

These instructions are issued by the Department of Trade for the guidance of their marine surveyors in surveying fire appliances of ships for the purposes of the Merchant Shipping Acts and the Merchant Shipping (Fire Appliances) Rules 1965 as amended. They also indicate to shipowners, shipbuilders and others concerned the procedure which the Department adopts for the survey and acceptance of fire appliances. Contents include: General; Procedure for surveys; Submission of plans and acceptance of new appliances; Surveys and inspections; Fire patrols, alarms and detection; Fire pumps, fire mains, water service pipes, hydrants, hoses, nozzles, couplings and international shore connections; Fire extinguishers – portable and non-portable; Fixed fire extinguishing installations; Specialised ships, vehicles spaces, periodically unattended machinery spaces, etc.; Firemen’s outfits; Miscellaneous; Appendix.

An analysis of the advanced Aframax tanker engine room design is presented. The engine room is designed to meet Lloyd Register 98 requirements (provisional rules for enhanced availability of engineering systems for propulsion and steering). It is the basis for FMEA (failure mode and effect analysis) performance. The design is based on the application of the two prime movers and single emergency prime mover. The system enables 50% power reserve availability. It meets the R2-SA+ design requirements of the American Bureau of Shipping and could be reduced to R1-S and R1 design requirements. R1-A design of the system also enables reserve propulsion and reserve steering. The paper explores the consequences of the design of the engine room and considers the synthesis of the project solution ensuring the unification of the propulsion and steering elements.

Simple large deflection analysis which enables the yielding at a specified location to be determined has been used to explore qualitatively the nature of interactions between pressure longitudinal transverse and biaxial compression. This information provides a basis for formulating a design model which incorporates the results of available elasto-plastic numerical data for determining interaction curves for any side ratio and slenderness and for any combination of pressure and biaxial compression. Interaction curves for maximum resistance and for resistance at an average panel strain equal to the yield strength are presented. It is shown that moderate pressure has a much greater effect on compressive resistance than is suggested by current design rules.

An overview of the project to create the HNLMS Rotterdam is presented. Firstly a brief introduction is given describing how the project was executed. Then detailed information is presented on the design philosophy of the Rotterdam and the way the project developed in the course of the years from concept design to reality. Finally the lessons learned so far are considered. Special attention is paid to the logistic concept which led to the internal arrangement and layout of the ship. In addition the design of the well dock is explained as special features were added to the design to improve operations for landing craft. Extensive model tests were carried out to ensure that the well dock met the design criteria. The Rotterdam is built mainly according to commercial rules and regulations. The extent to which these regulations are implemented in the design is also discussed. A brief explanation is given about the major design decisions. The Rotterdam is the first LPD in the world with Diesel-electric propulsion.

The application of intact stability WC (weather criterion) to ships with large values of both KG-T and B-T like the new large passenger cruise ships requires more stringent rules than those which currently exist. The WC has thus been critically analysed to identify on a historical basis the possible weak points and inconsistencies with modern development of dynamical ship stability and ship design. The possible developments and their impact on ship design are discussed with reference to the design of modern large passenger cruise ships.

This is a code of practice for the construction, machinery, equipment, stability, operation and examination of motor vessels, of up to 24 metres load line length, in commercial use and which do not carry cargo or more than 12 passengers. Chapters cover application and interpretation, construction and structural strength, weathertight integrity, water freeing arrangements, machinery, electrical arrangements, steering gear, bilge pumping, intact stability, freeboard and freeboard marking, life-saving appliances, fire safety, fire appliances, radio equipment, navigation lights, shapes and sound signals, navigational equipment, miscellaneous equipment, anchors and cables, accommodation, protection of personnel, medical stores, tenders (dinghies), sailing vessel features, manning, compliance, vessels operating under race rules and clean seas.

The Code has been developed for application to small vessels of up to 24 metres in length which are in commercial use for sport or pleasure and which do not carry cargo or more than 12 passengers. Chapters cover application and interpretation, construction and structural strength, weathertight integrity, water freeing arrangements, machinery, electrical installation, steering gear, bilge pumping, stability, freeboard, life-saving appliances, fire safety, fire appliances, radio equipment, navigation lights, shapes and sound signals, navigational equipment, miscellaneous equipment, anchors and cables, accommodation, protection of personnel, medical stores, tenders (dinghies), manning, compliance, clean seas and vessels operating under race rules.

An attempt is made to give a general view of the safety in the ship system design process the roles of the yard class owner system supplier and passengers. First a look is taken at the stakeholders in passenger ship safety followed by who will pay for safety and the issue of "foolproof ships". Next system design for safety is addressed covering naval architectural tasks ship systems design for safety and larger passenger ships. After this rules are considered covering prescriptive regulations versus development of technology and some difficulties experienced at the yard. Lastly a case dealing with blackout at sea is looked at and commented on.

There has been significant research on the design of steel structures used in the marine industry. The use of aluminium instead of steel has made it possible to produce lighter and faster vessels. Design rules for aluminium structures however have often been established by changing the material parameters in design codes for steel structures. This approach sometimes gives far from optimal design and in other cases the requirements are non-conservative. One area of concern in developing new design codes is the ultimate strength of the hull plating. During the process of welding zones with reduced yield strength and residual stresses are created. The aim here is to find the ultimate strength of the plate. The collapse strength of rectangular aluminium plates under uniaxial and biaxial compressive stress is addressed. Both non-welded and welded plates with residual stresses and soft zones are considered. Numerical simulations are carried out using the non-linear finite element program ABAQUS. The plates are loaded longitudinally transversally and biaxially until final collapse strength has been reached. Several different aluminium alloys and welded conditions are investigated. The results are compared with existing design codes and recommendations for improvements of current approaches are given.

Wave run-up is one of the main physical processes which are taken into account in the design of the crest level of sloping coastal structures. The crest level design of these structures is mainly based on physical scale model results. However prototype measurements have shown that small-scale models may underestimate wave run-up for rubble mound structures. Therefore wave run-up is studied comparing measurements from prototype and physical models. The main objectives are to improve existing wave run-up monitoring devices; to verify physical scale model data with prototype wave run-up data; and to provide improved design rules for the crest level of sloping coastal structures. The main conclusions of the comparison between the prototype measurements and the 2D physical model tests at both structures are presented.

Modern shipping activities are carried out via a highly sophisticated man-machine system within which technological, social and environmental factors often contribute to the occurrence of human failures. Due to the high risks caused by such failures, human reliability analysis (HRA) has always been a serious concern in marine engineering safety. However, the problem of lack of data, together with the complexity of marine engineers' behaviour, has weakened the applicability of well-established HRA methods (i.e. cognitive reliability and error analysis method (CREAM)) in the maritime context. This paper proposes a modified CREAM to facilitate human reliability quantification in marine engineering by incorporating fuzzy evidential reasoning and Bayesian inference logic. The core of the new method is to use evidential reasoning to establish fuzzy IF-THEN rule bases with belief structures, and to employ a Bayesian inference mechanism to aggregate all the rules associated with a marine engineer's task for estimating its failure probability. Consequently, the outcomes of this work can also provide safety engineers with a transparent tool to realise the instant estimation of human reliability performance for a specific scenario/task.

Intact stability requirements for the design and operation of offshore supply vessels are subject to international codes and regulations as well as national and regional safety agencies. However currently the design of this type of vessels is largely re-evaluated due to the expansion in size as well as the novel developments in engine propulsion and control systems. A review of current codes on intact stability is presented together with their comparison against each other in terms of important design and operational parameters. This is followed by the presentation of the new developments in intact stability using probabilistic and deterministic methodologies to address the physics of the problem and to encompass the dynamic behaviour observed in the actual operation of offshore supply vessels in a way that the ensuing instrument is amenable to designers operators and regulators aspects which are usually neglected or covered too broadly in the many codes currently available. This includes the new developments in propulsion and control systems and their possible effects on the intact stability requirements. Finally conclusions are drawn about the applicability of the current intact stability rules and recommendations are made on their suitability for safe operation of new and future generations of offshore supply vessels.

No other areas of shipping are so affected by rules regulations and trade requirements for high quality as the bulk chemical and petroleum sectors. The degree of regulation and limitation has increased significantly over the years. There is also bound to be further regulation in the future. Access to a large amount of information is needed to ensure compliance with regulatory and trade requirements and the immediate availability of emergency requirements in the event of a casualty. The problem is exactly how does the shipowner or operator or master handle all of this information in a timely manner? Ship operators need a tool that makes it easier for them to meet the demand for sage cargo operations. With the development of high capacity personal computers during recent years a tailor-made computerised information system is a logical solution to this problem. Such a system should contain all the relevant information required in one place. The time has come to emphasise the provision of tools to assist the shipboard staff in the task of ensuring correct safe and quality handling and transportation of the cargo. The concept of an effective computer-based information system capable of storing and processing the large amount of data necessary to operate in today's regulatory environment is presented.

As modern container carriers become larger certain parts of the existing prescriptive rules may pose increased uncertainty due to a lack of service experience. A comprehensive full-scale measurement system was developed to measure the wave environment ship motions and structural loads. The complete system was developed to measure the wave environment ship motions and structural loads. The complete system consists of the hull stress monitoring system onboard wave monitoring system and voyage optimization system. The hull stress monitoring system employs ten long base strain gauges to measure the hull girder bending moments and torsional moment. the onboard wave monitoring system which is based on the X-band radar signal is used to monitor and display the significant wave height periods and direction. Data from the vessel operation and navigation are obtained from the onboard voyage optimization system. the system was installed on an 8063 TEU container carrier in 2006 and the measurement campaign is currently underway. This paper presents the design of the onboard measurement system installation anf testing of the system. A description of the methodology to derive the torsional moment from the strain gauge signals is also included.