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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.

Research into current interactions within an array of buoyancy cans top-tensioned risers (WHB risers array configuration) is presented. This research includes an extensive test campaign in a large-scale current channel and is aimed at providing understanding of both the quasi-static behaviour (mean inclination due to drag forces and mask effects) and the fluid-structure dynamical interactions (VIV (vortex induced vibrations) and WIV (wake-induced vibrations)). Preliminary numerical analyses are carried out with DeepLines (FEM) and DeepFlow (CFD) software in order to validate specific modeling principles and similitude rules suitable for these particular model tests. The risers array model focuses attention on the buoyancy cans motion to check clearance issues. Three main parameters are tentatively reproduced at model scale: the riser deflection under drag forces; the reduced velocity governing the occurrence of VIV; and the reduced damping governing the dynamic response amplitude. The risers array is tested under various current incidence and for a wide range of current (and reduced) velocities. Mask effects are quantified and equivalent drag coefficients for each riser of the array are identified as a function of the current incidence.

To mitigate the impact of consequences of ship collisions in terms of health, safety and the environment, it has been made mandatory that hull structures of all oil tankers have double sides and double bottoms. In recent years, International Association of Classification Societies (IACS) has developed Common Structural Rules (CSR) for structural design of double-hull oil tankers on the basis of limit states, together with the traditional approach of using the allowable working stress that has been the basis of pre-CSR. The application of CSR may result in some differences in terms of structural performance, among other aspects. The main objective of the present paper is to investigate the structural performance of CSR-designed tankers associated with ship collisions. This aspect might be interesting, although CSR are not intended specifically to improve collision performance. As an illustrative example, an AFRAMAX-class double-hull oil tanker structure with he same deadweight designed by both pre-CSR and CSR methods is studied by comparing their collision energy-absorption capabilities as obtained by nonlinear finite element methods. It is found that the collision performance of the CSR design could be improved by 5% to 25% compared with that of the pre-DSR design, depending on the accidental limit state criteria. However, it is concluded that the strength performance of the CSR vessel is similar to that of the pre-CSR vessel in terms of collision-accidental limit states, considering the uncertainties invloved in conjunction with the collision scenarios and nonlinear finite element method modeling techniques. Although the present study deals with some very specific scenarios of collisions, the insights and conclusions developed will still be useful for recognizing a structural design trend related to collision-accidental limit states.

This book is intended both as reference book and vital source of new ideas. It offers a thorough explanation of all disciplines related to the field. Employing a fictional case history technique, the book traces the course of a government procurement for a simulated radar system. We view the project chief’s role from the time the invitation to bid is received through the execution of the contract and the ultimate equipment acceptance. In fact, you’ll see every major technical and administrative factor with which today’s project engineer must be familiar. The book: - Presents the responsibility and authority vested in the project engineer or manager to enable you to achieve the technical, delivery, and monetary objectives - Demonstrates the analysis of alternate system designs to determine the approach which serves the best interests of the company and meets the procurement requirements - Equates the procurement requirements against company resources to establish whether participation risks are consistent with profit and other objectives - Outlines the guidelines and approaches for proposal preparation, citing factors to be included to enhance customers’ favourable evaluation - Discusses contract scheduling, covering the description of deliverable items, dates, and special provisions - Covers techniques and factors to be considered when deriving cost estimates for proposals and other purposes - Identifies types of contracts, their commonly used clauses, and the techniques and ground rules of negotiation - Goes over the legal impact and significance of a project engineer’s conduct, actions, and decisions - Explains the principles of PERT and other management tools, including reporting methods such as Line of Balance - Presents the principles of configuration management, including baselines, phases, control, and accounting - Covers project monitoring, quality control, and test and checkout stages - Presents the analysis of memory, speed, and accuracy requirements which determine the selection of a digital computer for a particular application - Discusses contract side-items, such as manuals, reports, and spares - Covers the post-delivery follow-up phase, including discussion of residual items and post-acceptance problems.

It is shown here how poor understanding of SA (Situational Awareness) together with a lack of transfer of CRM (Crew Resource Management) knowledge into skills and a poor understanding of HF (Human Factors) concepts can very rapidly affect a situation turning it from a normal situation into a highly dangerous one without team members becoming aware of the change. It is also shown how such a risky situation could easily have been avoided and managed safely just by applying some well-known rules. A real incident is presented (anonymity preserved) in which a particular relation between the CRM training that officers received their HF knowledge and how they managed the level of SA all impacted on the final outcome. It is observed that no matter how good the training provided is this will only contribute 50% to the safety pathway. The remaining 50% will only be achieved by ensuring the transfer of the knowledge received into practical skills and that task can only be completed on board ships by reinforcing the CRM concepts the HF knowledge and enhancing SA during daily operational activities. In order to ensure this happens a two-part strategy is recommended. The first part is to twice accompany each vessel in order to coach and mentor bridge-teams underway with regard to CRM HF and SA; and to deliver refresher training to address the gaps identified. The second strategy is to provide CBT (computer-based training) to the fleet which emulates realistic voyages and provides educational CRMX44701

Contents also available online http://www.lr.org/sectors/marine/Researchandtechnology/ 1. 250 Years of Marine Technology Development. Vaughan Pomeroy. 2. Shipyard Fabrication and its Quality Control: Some Problems and Solutions. David J Howarth and John Durkin. 3. Ultimate Strength of Ship Structures. Shengming Zhang and Imtaz Khan. 4. Ship Loads: Current Developments and Future Directions. Spyros Hirdaris, Nigel White, Negin Angoshtari, Mike Johnson, Yongwon Lee and Norbert Bakkers. 5. Recent Developments in Fatigue. Alex Johnston, David Howarth, Helena Polezhayeva, Jimmy Tong, Sai Wong, Clive Badger and Tom Ward. 6. The Acoustic Emission Technique: Application to Marine Structures and Machinery. Len Rogers and John Carlton. 7. The Formation of Freak Ocean Waves. William Bateman. 8. Reflections on Copenhagen: Marine Greenhouse Gas Emissions. Anne-Marie Warris and Zabi Bazari. 9. Trainee Engineer Lecture Validation of the Design Temperatures Used in the Provisional Rules for the Winterisation of Ships. Charlotte Vie of Cambridge University. Winner of the 2010 Trainee Engineers’ technical paper competition. 10. Ship – Ice Interaction. Andrew Smith and Robert Bridges. 11. SOLAS 2009 Stability Requirements: Implementation. Jane Dodman. 12. Failures of Medium Speed Diesel Engines and Machinery. Peter Filcek. 13. The Simulation of Cavitation Erosion under Laboratory Conditions. Reddy Devalapalli, Dalibor Vlaši´c, Colin Waylen and Constantinos Zegos. 14. Advanced CFD Techniques Applied to Practical Ship Problems. Dejan Radosavljevic and Stewart Whitworth. 15. System Design and Integration. Vaughan Pomeroy, Bernard Twomey and Renny Smith. 16. Nuclear Propulsion of Merchant Ships – Aspects of Risk and Regulation. John Carlton, Vince Jenkins and Bob Smart. 17. Trainee Engineer Lecture Kite Assisted Propulsion: Fiction or Reality? – A Class Perspective, Tristan Chapman, Marine Surveyor and former Lloyd’s Register Graduate Trainee, Southampton University. Runner-up in the 2010 Trainee Engineers’ technical paper competition. In addition to the seventeen papers above, two guest speakers also delivered lectures at this year's Technology Days: 1. Technical Needs of a Ship Owner from a Classification Society. Robert Thompson, First Deputy Managing Director, UNICOM. Cyprus. 2. Technical Needs of a Shipbuilder from a Classification Society. Mr. C.H. Park, Senior Executive Vice President, Samsung Heavy Industries. South Korea.

A thorough fatigue assessment of two FPSOs was carried out using current class rules. While for the majority of the hull structure the fatigue design approach used produced satisfactory results at the cross tie beam located at frames in the wing tanks the fatigue assessment was considered unreliable. This was evident during the conversion stage because a large number of cracks were found in welded joints of the cross tie beams during the hull conversion inspection. A simplified finite element analysis (FEA) showed that the location where the cracks were found was subjected to high cyclic loads during the operation as an oil tanker and that these loads would be also severe during the FPSO operation. Further FEA was carried out in order to estimate the hot spot stresses at the affected welded joints. The additional fatigue assessment showed that the fatigue design approach used needed to be modified to firstly explain the cracks found in the component secondly to allow for a reliable and conservative estimation of the remaining fatigue life for the cross tie beam after repair work was carried out. The resultant fatigue approach adopted showed that the cross tie beam would not survive the 20 years design requirement of the project unless modifications on the local structural design were undertaken or welded joint fatigue enhancement techniques were applied to the welded joints. To resolve the problem the project decided to adopt a controlled arc welding repair of all cracked joints followed by careful inspection and application of burr machining of weld toes as a fatigue enhancement t97702 Structural integrity assessment of critical components of converted FPSO hulls Carlos A Bardanachvili ; Alexandre M Pope ; Roberto O Goulart et al.

Wave-induced vibrations often referred to as springing and-or whipping increase the fatigue and extreme loading in ship hull girders. Both effects are disregarded in current ship rules. Various numerical codes exist for predicting the wave induced vibrations but so far they are not considered reliable. Another means to investigate the importance of the high frequency response although more resource demanding is to carry out full-scale measurements and-or model tests. Recently full-scale measurements of blunt ships have been carried out by DNV and in this paper one of these ships was considered and tested in a towing tank to evaluate the additional fatigue damage due to the wave-induced vibrations. Different excitation sources may excite the 2-node vertical vibration mode depending on ship design and it is not straightforward to determine which is more important. The relative importance of the excitation mechanisms are investigated by two approaches. The first separates the whipping from springing to illustrate their relative importance based on basic theory in combination with model test results. The linear and second order transfer functions are used in this procedure. The second deals with the effect of the bow design on the additional fatigue damage. Three different bows were tested. The first bow design is identical to the real ship. The second bow design is a simplified version of the first one by removing the bulb and flare. The third bow is fundamentally different from the two former blunt bows. Bow three is sharp pointed with a vertical sharp stemX44934 The effect of bowshape on the seakeeping performance of a fast monohull