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Fourth edition This is a revised and enlarged edition. This revision has been rendered necessary on account of the advances made during recent year in all details of ship construction, fittings and equipment, and regulations pertaining thereto. New chapters were added on Classification Surveys, Load Line Survey, Refrigerated Machinery and Plant Surveys, Survey for Passenger and Safety Certificate, Survey of Lights, Sound Signals and Life-saving Appliances, Annual Radio Survey, Inspection of provisions. Particulars of ship deratization, and also inspections, tests, etc., in connexion with the Docks Regulations (Factory Acts), are included. References to the Gyro Compass, the Echo-sounder, and the Wireless Direction Finder are made, since such aids to navigation are now in common use. The purposes to the book is therefore objects and it is hoped the few hints contained therein will, at least, provide the means of timely deliverance, and enable the seaman to act on his own initiative when called upon (1) to survey the damage to his own ship and prepare an intelligent report to his owners, (2) to estimate the approximate cost of repairs and draw up the necessary specification for tenders, (3) to supervise personally all repairs in hand and to satisfy himself that every details of the work contracted for is being honestly and efficiently carried out in conformity with the rules of the Classification Society in which the vessel is classed – not forgetting the usual attention to quality of new material and the preservation of strength where the old is replaced.

The present work is a treatise on the work, design and construction of small sea-going ships and inland vessels which are generally built in small or medium-sized yards. It describes and illustrates cargo vessels navigating inland waterways; coasters of up to about 1000 tons deadweight and cargo ships intended for sea- and river-work combined; passenger ships and ferry boats on coastal and inland waterways; tugs, towboats, ice breakers and fishing craft regardless of size; and barges for the transport of dredging spoils. The description of each type if preceded by an outline of the conditions under which ship and engines have to perform their work. For inland craft this covers the main features of waterways with their depths, currents, navigability and dangers; for coasters and tankers the properties of cargoes and the demarcation of coastal waters; for passenger ships and ferry-ships the rules concerning number of passengers and amount of cargo, freeboard, safety-means and life-saving appliances, and in the case of ferries the different ways of crossing and accosting at landing stages; for tugs, ice breakers and fishing craft the various methods of towing, ice breaking and fishing. There is a special chapter devoted to some aspects of resistance and propulsion on waterways.

For mooring chains of offshore floating production units API (American Petroleum Institute) recommends the use of its TxN fatigue curve considering the MBL (minimum breaking load) of an ORQ (oil rig quality) chain even if the chain has a higher grade. DNV (Det Norske Veritas) recommends the use of SxN fatigue curve where the stress is taken using the tension over the nominal area of the chain or wire rope. So it is easy to convert this SxN curve to a TxN curve or vice-versa. The geometry of the chain or wire rope and the material are implicit considered. To develop SxN curve for new accessories design it is necessary the using of FEM (finite elements method) to obtain the distribution of stresses and strains and the stress concentration factor and the SxN curves of the material. The analysis of the tension and the stress concentration factor will be used to obtain the slope and intercept parameters of the fatigue curve. The study developed for KS hook is presented together with how to obtain the fatigue curve for this accessory based on published papers rules and recent tests.

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.

Wave-induced hull girder loads such as vertical bending moment amidships are very important for design. The effect of heavy weather avoidance on the long-term wave-induced loads on ships is evaluated. Two hydrodynamic codes VERES based on a 2D strip theory and WASIM based on a 3D Rankine panel method are used to calculate the wave-induced loads and motions on various vessels. Two models for heavy weather avoidance are proposed. The first is based on the assumption that operational criteria relevant to vertical acceleration green water and bottom slamming are fulfilled. The second is based on the assumption that the sea state forecasts are available to the shipmaster and that rerouting is made. Based on the first model considering avoidance of heavy weather and the hydrodynamics results calculated from two codes wave-induced hull girder loads are obtained. The results are discussed - in particular the effect of different hydrodynamic codes and various scatter diagrams. The long-term prediction of wave-induced hull girder loads considering the effect of avoidance of heavy weather will give a relatively more realistic evaluation of the extreme hull girder loads. Finally the results from ship rules are also re-evaluated compared with the long-term prediction with and without heavy weather avoidance.

Combinations of 2-stroke diesel direct drives with gearless electric motors offer a lot of advantages in daily operation. Starting with direct fuel cost savings and maintenance advantages it leads to cleaner fuel burning with environmental benefits and an even a better degree of safety for the vessel (redundant propulsion). A fully automatic integrated waste heat recovery system reducing diesel engine driven vessels consumption and emission by 10-13% is presented. Safety issues for the individual components as well as the complete WHR System are discussed. Another issue of the WHR Systems installed on board vessels is the impact on the vessels design lay out of the engine room arrangement in the deckhouse arrangement of bunker tanks etc. It is discussed how the benefits of the integrated HR System can be used. Reference is made to a post PANMAX container vessel and a VLCC. Pollution of the air is permanently increasing. Unfortunately up until now there has been no parallel development to that of land-based sources of air pollution which has demonstrated a remarkable reduction since 2000. This may change now with the IMO Rules Annex 6 coming into force. Under the leadership of Siemens AG a group of renowned suppliers has been organised to deliver offers to shipping companies open to such innovations.

Title on spine reads Marine Engineering Essays, Problems and Demonstrations The present work is an attempt to exhibit in order and sequence some of the many applications of scientific principles to mechanical and marine engineering matters. In the choice of subjects the author has been guided more by the requirements of the marine engineer, but with a few exceptions the subjects dealt with are not exclusively marine. The selection has arisen out of the author's experience in assisting candidates preparing for the Board of Trade examinations for Extra First Class engineers. The knowledge required for these examinations covers an interesting and useful portion of the ground usually included in mechanical and marine engineering, so it is upon these lines the current work has been written. Contents include short essays on physical and engineering subjects such as sea water, electric current, entropy, iron ores, corrosion in boilers and softening water for steam boilers; solutions of questions in mensuration, for example in relation to riveted joints, stress and strain, shafts, beams, stability of ships, efficiency and horse power; proof of rules and formulae including common logarithms, kinetic energy, centres of gravity, strength and stress in boilers, thrust of a propeller and linear velocity of escaping steam. The appendix includes tables and examination papers.

Traditionally the AUV (autonomous underwater vehicle) design process has largely been 'ad hoc' with designs governed by experience and rules of thumb. Multi-disciplinary design optimisation has been increasingly used in conceptual design problems in many fields where a system level approach at the conceptual design stage can yield significant design improvements. Here a design optimisation process for an AUV is developed using a MOGO (multiple objective genetic optimisation) algorithm. The optimisation is implemented in MC (ModelCenter) from Phoenix Integration. It uses a genetic algorithm that searches the design space for optimal feasible designs by considering three MOPs (measures of performance): cost effectiveness and risk. The synthesis model is comprised of an input module three primary AUV synthesis modules a constraint module and three objective modules. The effectiveness determined by the synthesis model is based on nine attributes identified in the UDS Navy's UUV Master Plan and four performance-based attributes calculated by the synthesis model. To solve multi-attribute decision problems the AHP (analytical hierarchy process) is used. Once the MOGO has generated a final generation of optimal feasible designs the decision-maker(s) can choose candidate designs for further analysis. A sample AUV synthesis was carried out and five candidate AUVs were analysed. Conclusions are drawn.

Wave-impact related (slamming) loads can induce high stresses and cause deformation of local structural components. The accurate assessment of such loads is essential for the design of a ship's structure. Classification society rules contain formulas for slamming loads. Generally these formulae are adequate for conventional ships as they are based on operational experience. However for many modern ships it becomes necessary to resort to direct computations of slamming loads. A satisfactory theoretical treatment of slamming has been prevented so far by the complexity of the problem. Most theories and their numerical procedures were applied on 2D bodies; however slamming is a strongly 3D non-linear phenomenon that is sensitive to the relative motion between the ship and the water surface. Slamming is characterised by highly peaked local pressures of short duration. A numerical procedure to predict impact-related wave-induced (slamming) loads on ships is presented. The procedure was applied to predict slamming loads on two ships that feature a flared bow with a pronounced bulb hull shapes typical of modern offshore supply vessels. The procedure used a chain of sea-keeping codes. First a linear Green function panel code computed ship responses in unit amplitude regular waves. Wave frequency and wave heading were systematically varied to cover all possible combinations likely to cause slamming. Regular design waves were selected on the basis of maximum magnitudes of relative normal velocity between ship critical areas and wave averaged over the critical areas. Second a non-linear strip theory sea keeping code determined ship mot100094 Numerical prediction of model podded propeller-ice interaction loads

JAMSTEC (Japan Agency for Marine-Earth Science and Technology) is currently developing a new AUV (Autonomous Underwater Vehicle) which is capable of cruising in a very wide range and of observing seafloor topography. To achieve this mission the AUV has to be capable of long-time cruising. It also has to be able to detect the AUV's accurate position in order to cruise autonomously and correctly along a pre-designed observation course. Therefore the AUV is generally equipped with an INS (Inertial Navigation System) which calculates the absolute position of the AUV in real time. However the position data has an error caused by the drift-bias errors of the gyros and the accelerometers installed into it and this position error increases with time. A method is therefore proposed to reduce this error. In this method it is rotated around an axis according to some rules. This rotational motion causes the error reduction of the sensors. Consequently the position error is also reduced. In this paper the rotation control system used to apply this method to the AUV is described. The results of the experiment which is carried out to confirm the validity of the system using a land vehicle

A research program is being developed to separate advanced methods for the design of high-speed vessels in aluminium alloy. The evolution of structural design in this field has led to the application of new construction technologies especially the use of aluminium which is particularly suitably for small and medium coastal shipping fast ferry design. The structural design process for such ships must satisfy the requirements of strength analysis and structural optimisation of weight. An investigation into the preliminary monohull fast ferry subdivision compatible with the new IMO HSC (high-speed craft) codes has been developed. A first step general plan has been drawn up based on the HSC2000 rules and a first structural morphology has been proposed. A preliminary analysis has been developed for the aluminium monohull structural design. Thin-walled beam theory when opportunely applied can be a valid design tool for the primary structural response. The FE (finite element) technique has been applied loading the entire hull structure with a rule regulation equivalent wave and with an inertial vertical load. An aluminium bottom-stern stiffened panel has been extracted to analyse in a finer way the structural response under a slamming load. The results show that the scantlings deriving from a regulation assessment and finally verified by the direct calculation are largely sufficient to ensure the structural capability also if an inertial load is applied.

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.

This book was the first of its kind to be addressed to the ship’s officer. The book goes in detail on the “whys” and “hows” of the specific programs provided and is written in a style that the layperson will comprehend. The first part of the book deals with administrative matters and provides easily duplicated forms: safety rules and regulations, standing orders, vessel particulars, official log entry, and station bills and drills. Programming begins with an uncomplicated procedure for those who have not programmed before. The list for vessel documents is set up on a BASIC program, mainly because it is information that will be referred to many times can be called up and run quickly, saving the time required to put a word processor in operation. The program is documents line by line, the text explains each line’s purpose, and an example of the hard copy is presented. This pattern of development of programs continues throughout. Using the many other programs in the book, an individual can speedily complete such time-consuming tasks as updating crew lists and personnel information files; calculating payroll and vouchers; preparing forms to enter and clear ports; proving figures for the ullage report and dry certificate, diagramming load, discharge, and ballast sequences; and even navigation problems.

A few years ago operational speeds for large mono-hull ships were in the Fn (Froude number) range of 0.20 to 0.27. Nowadays speeds up to a Froude Number of 0.35 are required. Hydrodynamic design for such a high-speed vessel is dealt with. Two example vessels are considered: Superfast 3 and the 21-year-old GTS Finnlet. A wide range of theoretical calculations and model tests for development of a fast 1400-passenger ro-ro ferry are described. An extended design study was carried out to determine optimum practical main dimensions. The shipyard gave a general indication of how to build such as vessel and the practical limitations in a number of areas. Rules of thumb are presented for hull form development and propeller characteristics with regard to maximum propeller loading tip speed propeller clearances and the danger of cavitation erosion and vibrations caused by high propeller-induced pressure fluctuations. Also the power limits for a conventional twin-screw concept are given followed by a description of possible solutions to the adoption of high engine powers such as the use of three or more propellers or podded propulsion systems. Optimisation of the hull shape for selected main particulars and development of the 'wave damping aftbody' are carried out by means of different CFD tools (Shipflow and RAPID). The value of the CFD tools is shown by comparing their results with the wave behaviour observed in model tests for several ships. The quality of the hull design is validated by means of model experiments. Wave behaviour with different stern configuration is investigated and the important role96723 Hydrodynamic development of Volvo Penta Duoprop

Int conf held at Glasgow September 7 - 9 1983 Papers are Lloyds register approach to ship safety A challenge to structural failures in ships Safety and the Commonwealth of Australia Navigiation Act Safety of offshore platforms - classification rules and lessons learned Development of reliability based structural design criteria for tension leg platforms The role of the department of trade offshore Development and operation of fishing vessel safety centre for New England fisheries Safety at sea through manoeuvring standards LNG carriers - safety in operation Some collision and grounding considerations for refrigerated gas carriers Drifting disabled ships and offshore installations The prediction and practical measurement of ship squat in shallow water Safety aspects of heavy duty semi submersibles Simulation in marine activities Assessment of damage in offshore steel platforms Probabilistic analyses of environmental loading and motion of a tension leg platform for reliability based design Safety factor evaluation for cylindrical components of floating platforms in extreme loads Compressive strength of stress relieved ring stiffened cylinders including local damage How safe are design codes The tilt problem in semi submersibles A shipbuilders view of safety An effective method for treating the stability of marine vehicles Fishing vessel stability and safety Broaching - a note on some of the factors involved Prospects for a "rational" approach to marine safety Marine safety in cold regions Structural studies for increas safety A brief history of some recent ship accidents Profiting from losses Ship safety - the role of the consultant Investigation of threX40895 Marine and offshore training - can they be reconciled? D Doig CONFP

The legs of platforms of many offshore and coastal structures are usually found on tubular steel piles through reinforced concrete pile caps. Wave wind and earthquake loads tend to induce compressive and uplift forces in the legs that in turn subject the piles to compression and tension. This transfer of forces takes place through concrete 'plug' embedded in the top of the pile. The resistance of the embedded concrete plug is made up of the steel-concrete bond strength through the plug length. In recent years many investigations have proposed analysis and design rules for concrete filled steel columns based on experimental models of steel tubes filled with concrete and tested in compression. The composite action in such columns is due to the bond strength and mechanical interlock. Investigations have shown that these mechanisms depend on the surface roughness of the steel tube and the variation of shape of the cross-section of the steel tube. During the past three years investigations into the performance of concrete plugs in tubular steel piles under tension and compression have been carried out at Monash University. The results of push out tests carried out on seven steel tubes specimens filled with reinforced concrete plugs with variable depths are presented. Only one tube diameter one concrete strength and one reinforcement arrangement was tested. The single variable was the length of the plug. Test results included the ultimate push -out forces slip of concrete plugs and longitudinal and hoop strains along the piles for some specimens. Strain measurements on the steel tube allowed the determination of shear transfer durX42520 Pushing back the barriers to high-speed freight by sea

The adoption of AES (all-electric ship) technology for large naval vessels is becoming commonplace. Although the generation propulsion and distribution of AES vessels must be designed as an integrated system there are a number of factors that influence the development of the LV (low-voltage) distribution architecture. For the UK's future aircraft carrier (CVF) the resilience of the LV power supply system is an essential design consideration. CVF's generation propulsion and electrical distribution functions are met by a single IFEP (integrated full electric propulsion) system. The LV architecture for CVF has been developed to withstand major failures in the HV and LV power supply systems. Here the general design rules are highlighted and a high level overview of the LV architecture is provided. Large commercial and naval vessels are various combinations of 690 V 230 V 115 V and 24 Vdc for power distribution. Decisions taken for CVF on the power supply levels are based on the benefits and drawbacks of the various supply standards. On large IFEP vessels such as CVF decision on voltage standards fault current levels transformer reactance and power quality management are interrelated. The key design options that were available to the LV system engineers and the justification behind the developed design are outlined.