Search our collections

Research into ship performance in actual seas have been taken up recently. The aim of this research is to estimate ship performance in actual seas and to apply this to the building of a good performance ship. Oceangoing simulation is one of the methods used to estimate a ship's performance in actual seas. In this simulation sea states and ship conditions have to be simulated more exactly and rationally. The nominal loss of ship speed induced by added resistance in waves and other forces acting on ship hull is usually taken into consideration. The deliberate loss of ship speed and course change is often ignored. This study proposes a new oceangoing simulation considering deliberate speed loss and course change. A captain changes ship speed and course for safety in rough seas when the occurrence probability of the critical condition of the ship e.g. deck wetness propeller racing and slamming is higher than the critical probability. The occurrence probability of the critical condition is clarified from ship motions in an encounter sea condition calculated by using the EUT method. The joint probability distribution of ship speed and course can be plotted as a polar diagram in any sea conditions consisting of two different wave directions of wind wave and swell. Using this polar diagram a new method is proposed of oceangoing simulation with ship handling as the ship goes toward the original course as fast as possible. The oceangoing siX36881

After the Montreal Protocol Freon was substituted by TTCE as a solvent for the analysis of oil in produced water. However TTCE is a suspected carcinogen. A large number of oil extraction solvents have been evaluated but so far none has met the criteria for performance safety regulatory compliance or reasonable cost. In order to protect personnel from the risks of exposure to TTCE implementation of its use offshore requires strict handling and disposal procedures. Equally important is the monitoring of environmental and occupational health within laboratories to assess levels of solvent vapour in the atmosphere during varying periods of potential exposure. The procedures and controls implemented on all BP locations using TTCE are presented together with the results of a series of occupational health monitoring programmes carried out on several BP installations. It is shown that provided effective training is provided for personnel and that strict control measures are implemented then the risk can be maintained well within specified safe limits. A brief summary of the results of an ongoing programme of bench-top oil-in-water analyser evaluation is presented including two recent offshore laboratory evaluations and an offshore trial.

In the last couple of decades power output from slow-speed diesel engines has increased steadily to meet the high propulsion power demand of large container vessels. This has pushed engine makers to increase the power density (output per cylinder) from 3500 to 5800 kW and to reduce the specific weight from 55 to 30 kg per kW with the use of new materials and modern design tools. The result has been more power from the same bore size and number of cylinders of an engine family. Another key driver for engine development is low specific fuel oil consumption which influences the direct operating costs of a ship. A reduction in this can be achieved by running the cylinder hotter operating closer to stochiometric conditions where cycle temperatures are higher and increasing the volume expansion ratio to obtain a greater work output for a fixed heat input. This is achieved at the optimised engine point with near uniform air-to-fuel ratio across the combustion chamber but at the expense of a smaller safety margin between normal operation and thermal overload for continuous service rating.

The recent issue of the UK HSE safety notice "Floating Production Storage and Offloading - 3/2005" has highlighted the importance of effective inspection of permanent mooring systems during in-water survey campaigns. There is an increasing number and age of permanent moorings deployed in depp water and the inspection/maintenance activities required to confirm the integrity of these systems poses a significant challenge. The typical inspection strategy employed is based on the Class survey requirements for semi-submersible mooring systems but with the inspection to be conducted in-water as the mooring system is permanently installed. The primary inspection technique employed is visual with general visual inspection (GVI) for the overall system and close visual inspection (CVI) in way of shackles and fairleads wildcats/gypsy etc. The inspection data gathered by these visual inspections is qualitative in nature and provides limited information on the level of degradaion of the system due to wear corrosion or fatigue. As the most likely failure modes are: fatigue failure either isolated or in combination with corrosion/wear; or parting of a line due to an accidental shackle dis-assembly (due to incorrect locking puns etc) GVI/CVI qualitative inspection data provides limited integrity assurance. To address this an in-service inspection strategy aimed at providing quantative inspection data and a higher level of integrity assurance has been developed and will be outlined and discussed.

Capsize risk is associated with various fishing operating conditions. A means to evaluate this capsize risk is evaluated. Rather than relying on the static restoring moment curve as the primary criteria for vessel safety modern nonlinear systems analysis is applied to the problem of extreme non-linear rolling in random beam sea. While the method is quite general and not limited to small vessels it is illustrated with a specific application involving Native American trap net fishing on the upper Great Lakes. These general trap net operations are presented in detail. The most significant characteristic of trap net operations is the heel induced during net deployment and net lifting. The increased risk to the vessel in terms of the increased probability of capsize is quantified for various heel angles and various sea states. A significant advantage of the capsize analysis method presented here is its ability to investigate quickly the effects of many parameters (e.g. trap net line tension wave height and-or wave period) on a non-linear dynamic system without having to resort to extensive simulation studies. Regulations are also discussed. It is concluded that as an alternative method to the static stability analysis when assessing risk of capsize the global geometric method using Melnikov analysis provides significantly more information. While the numerical results presented are specific to the small trap net hulls the method is valid for any hull form where rolling is the dominant capsize mechanism.

Symp held in Australia on 13 - 15 oct 1980 Papers are Coal burning bulk carriers for an Australian coastal trade Coal - an alternative fuel Dynamic properties of coal fired propulsion plants Safety aspects of coal fired ships The development of VAP turbine plant Experience from burning heavy fuel oils of varying quality in diesel engines Choosing the correct fuel oil additive to obtain maximum cost savings A modern approach to fuel improvement with chemical additives The pretreatment and cleaning of modern low - grade heavy fuel oils Nirex fresh water distillers recent technical and economic advances ALFA - LAVAL marine plate heat exchangers advantages of the centralized cooling system ALFA - LAVAL plate heat exchangers for marine applications Fuel savings achieved by improved hull condition The use of reliability engineering theory in the design and operation of ships Optimum ship weather routing Looking beyond the 1980s - is hydrogen the transport fuel of the future? Fuel savings - a ship operators experience of the performance of underwater coatings Two-stroke and four-stroke engines in the early eighties - basic requirements and targets for the future Operational economy of B & W 2-stroke crosshead diesel engines Fuel oil economy in the 80s diesel engines economical aspects The design of modern coal fired boiler plant for marine use

Fenders absorb berthing energy and decrease any impact when berthing a ship. A ship's berthing energy is proportional to the virtual mass of the ship and the square of its approach velocity; however it is reduced by rotational motion caused by eccentric berthing. Currently fenders are designed by calculating the berthing energy for the maximum size ship and-or standard size ship taking into account ship mass virtual mass factor design approach velocity and eccentricity factor. The most suitable fender is then selected to absorb the ship's berthing energy. More recently ship size has increased. At some ports there is no berth to accommodate vast ships fully laden. As a result any ships that are larger than the design ship are obliged to lighten their draft at berthing. Even if the berth water depth is secured virtual approach velocity must be decreased. A fender was designed using a statistical method and the results of the analysis were previously presented to the llth ISOPE 2001. The probability of failure and of the safety factor of the fender design of container ships was calculated and presented previously. Here the arrival of conventional cargo ships in some major Japanese ports is analysed. All factors are treated as variable. The probability of the failure of a fender designed according to the current design standard is calculated by a statistical method. After this a statistical design method for fenders of berthing ships is proposed.

The purpose of this survey is to examine the securing of ISO series containers in a variety of circumstance and from a number of aspects. The circumstances include the securing of containers on the upper deck and hatch covers of cellular container ships and on the upper deck and in the holds of general cargo vessels, on the flatbeds of rail cars and road vehicles, and on barges. The aim is to investigate the various types of lashing systems available and their use. A particular aspect of the report is the minimisation of the cost, quantity and range of lashings required. The survey considers initial and maintenance requirements and costs for this equipment, its reliability, safety, strength and suitability for the purposes required. A further aim is to analyse the aspects of ease and speed of operation, and linked to these aspects are the quantity and skill of labour required and the influence on training needs of variations in the type of equipment employed. Differing approaches to determining motions and forces on containers at sea and on land are also considered. The most important aim of the survey is to examine the possibility of standardising lashing techniques and equipment.

The pile capacity methods recommended by API have been used successfully to design foundations for offshore structures since the 1960s. The methods have recognised shortcomings and in order to address these the methods have been continuously improved and updated with the changes being documented in successive revisions a process that continues to this day. The ICP (Imperial College Piles) design methods were first published in 1996 and were based on improved soil models that gave better predictability of pile load test results. Shell has now incorporated the ICP design methods into their Company Standards. The use of the ICP design methods to obtain axial capacity of driven steel pipe piles for nine platforms in the UK North Sea is documented here. The diameter wall thickness and length of the installed piles are based on these methods. The ICP methods have been used in preference to those given by API because they give more reliable values. Site soil conditions are summarised. API and ICP capacities are compared. Pile instrumentation data from installations is discussed. Guidance on suitable factors of safety is provided for use with the ICP methods.

The function of a Classification Society includes the setting of standards for the design, construction and maintenance of ship hulls to ensure adequate safety throughout their service life. Fundamental to this is the determination of the design loads to support the prescriptive Rule requirements and for application in direct calculations. The current design philosophy for the prediction of motions and wave-induced loads is driven by first-principles calculation procedures based on well-proven applications such as ship motion prediction programs. In recent years, the software and computer technology available to predict design loads has improved dramatically. With the stepwise increase in ship size and complexity it is necessary to utilise the latest technologies to assess the design loads on new ship designs. This paper discusses some of the recent experiences of Lloyd’s Register with regard to the current state of the art in the assessment of design loads and structural responses by reviewing recent work on the effects of flexible fluid-structure interaction for hull girder and also for sloshing applications. The paper also discusses the Lloyd’s Register strategic research programme on hydrodynamics, involving the use of state-of-the-art technologies for the solution of ship dynamic response problems.

Proceedings from The Greenwich Forum IX Conference 'Britain and the Sea:Future Dependance, Future Opportunities', held at the Royal Naval College, London 14 - 16 September 1983. Papers are: Does London have a future as a world maritime centre Economic development on land or at sea Opportunities arising from North Sea development The maritime trade and transport scene today and in the future Offshore oil: responses to employment opportunities Global maritime services The sea's non-living resources present and future Living resources: utilisation and management Defence and civil power: interaction and interdependence The United Nations Law of The Sea Convention of 1982: prospects for Europe Japan in the eastern sea North-south co-operation: the Caracas declaration and unctad The case for the convention: an American view British sea policy: past achievements and future prospects Background papers are : The maritime transport industry Inland waterways in Great Britain The UK Continental Shelf: oil and gas activities The UK fish catching sector: basic problems with a need for the restructuring of the fleet The free world's sea dependance: security of use in peace, defence in war The British shipbuilding industry The British marine equipment industry The death of a tradition A trade union view of change in the shipping industry British ports industry Ports, ships and technological change The work of the IMO related to maritime safety and pollution prevention Survey of oil pollution around the coasts of the UK The role of the classification societies in the setting and maintaining of standards of ship design and condition Marine insurance: the backbone of world shipping The P and I club

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

In the offshore and shipping industry the last few years there has been a lot of attention to extreme wave events. Hurricanes Ivan Katrina and Rita in the Gulf of Mexico confirmed the importance of these extreme waves for all types of offshore structures. At the 'Marco Polo' TLP a maximum wave height of more than 28 m was recorded during hurricane Rita. To assure the integrity and safety of a platform extreme waves should be taken into account in the design. A lot of research has been carried out already on airgap problems of fixed platforms. However for floating structures such as TLPs Semis and Spars the wave loading and response is much more complex. As a pilot study into the understanding of the occurrence of extreme waves the spatial development of an extreme wave (Ac-Hs=1.59) in a model basin was investigated. This wave occurred in a wave spectrum that was not extremely steep and non-linear. It is observed that the extreme wave develops in less than half the wavelength from a relatively normal wave into an extreme crest. The wave crest stays high and constant over a large distance (almost 75m). Linear dispersion is not able to predict the wave propagation towards the observed extreme wave crest. Second order theory improves the prediction of the crest amplitude but not enough. The crest amplitude is still underestimated. This is confirmed by the plots of the probability of extremes. The linear Rayleigh distribution underestimates the crest amplitudes. The second order distribution follows the measurements much better but also in this case typically the highest 10 crests in a 3 hours st101943 Spatial and seasonal variation in reproductive characteristics and spawning of southern calamary (Sepioteuthis australis): spreading the mortality risk

Situation Awareness (SA) is a concept used todescribe the process of sensing understanding and acting in any environment. It is a key requirement for next generation intervention Autonomous Underwater Vehicles (AUVs). Current stat-of-the-art in automated systems for performing Mission Planning and Plath Planning for AUVs can provide very accurate solutions. Incremental search methods based on Fast Marching (FM) wave propagation algorithms are capable of operating in unknown environments with a hig degree of sensor uncertainty and dynamic insertions for the Decision Making (DM) process of accurately navigating AUVs and accomplish pre-defined goals efficiently in fast response real-time. Inputs to these systems come from a very crude view of the environment consisting of pre-defined exclusion zones crudely defined obstacles observed with forward-look sonars and echo-sounders and in some cases knowledge of the position of certain objects in the scene identified with the payload sensors. Solutions achieved by these systems rely on accurate understanding of the environment. This understanding is highly dependent on the knowledge of the vehicles trajectory. This paper studies the novel use of Simultaneous Localisation and Mapping (SLAM) filter and a Rauch-Tung- Striebel (RTS) smoother to improve the accuracy of the navigation and in turn imporve the understanding of the environment. This technology will provide AUVs with accurate pictures of their operating environment that can result in faster and more efficient re-planning without compromising AUV safety. This will beX42948 The smooth transition from LNG carrier construction to full operation through real-time simulation E-S Inn ; S-R Choi

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.

High-strength cast steel throw Grade 5 is developed for semi-built up type crankshafts of low-speed diesel engines of high power range. The tensile and fatigue strengths of new cast steel are high enough to be used for broad models of engines which has not been covered by the present cast steel. Various material tests had been carried out with the test pieces taken from the actual size crank throw so that the manufacturing approvals could be taken from major classification societies. Various mechanical properties are reported. The application of this cast steel to crankshaft is discussed with these data. Prior to the application of this cast steel to the actual crankshaft the crank pin fillet stresses at several points were measured in workshop in order to verify the safety and to improve the evaluation method of stress. The maximum equivalent stress amplitude occurred in higher position from the crank pin bottom. Then it is shown that the torsional stress is much higher than the bending stress. The dynamic stress of each point is analysed with finite element method to correspond well with the measured data. The measured stresses are compared with the stress at the reference position calculated in accordance with IACS rule UR M53. As the result the rule M53 is shown to overestimate the stress on the safe side for the measured engine and the ratio stresses due to torsion to bending is examined in detail to discuss the evaluation pX39605

Traditionally LNG terminals are located within a harbour. Recently however terminals have been built in open waters around 10-50 kms off the coast and in rather shallow water conditions. The concept is quite new and has been developed through the demand for public safety and governmental restrictions of LNG traffic close to land. LNG carriers will off-load their cargo at these offshore terminals. Typical off-loading time is about 12 hours. The loading on moorings and fenders during off-loading is of concern particularly in these exposed areas and slowly varying forces will typically be important. This work focuses on the hydro-dynamical problem of an LNG carrier near a GBS-type offshore terminal subject to incoming waves in medium-depth to shallow-water conditions. The work is restricted to 2D and the ship is prevented from moving. The resonant behaviour of the fluid in the gap between the ship and the terminal is investigated. The problem is investigated by means of a numerical model and model tests. Potential theory is assumed and a linear as well as a non-linear time-domain numerical wave tank based on a boundary element method with a Mixed Eularian-Lagrangian approach is implemented for this purpose. Model tests (near 2D) of a mid-ship section near a vertical wall are carried out in a 26.5 m long and 0.595 m wide wave flume in model scale 1:70. In full-scale the ship beam is 45 m and the ship draft 12 m. The ship model is constructed in such a way as to avoid flow separation i.e. no sharp corners. Several parameters are varied: water depth; wave period; and wave steepness. Wave elevation is measured atX46722 Resource-constrained shop-level scheduling in a shipyard

Although a minority of shipowners regard the Ballast Water Management Convention as completely impractical, many view its ratification as a foregone conclusion. If that is the case, they will need to avoid down time and loss of earnings when it enters into force. Can shipowners meet requirements of the Convention in time? Even while yards are gearing up to a surge in retrofit work and equipment manufacturers are busy setting up installation businesses and partners, it remains unclear if a bottleneck can be avoided. The focus of IMarEST’s Ballast Water Technology Conference - to highlight the challenges facing shipowners and managers and the technical solutions available; offering both practical and critical guidance as to the most appropriate systems to adopt to ensure their regulatory compliance – offered by the experts and marine engineers most qualified to advise shipping. The Conference was held under the auspices of the IMarEST Ballast Water Expert Group (BWEG), the membership of which encompasses all industry stakeholders: including representatives of the IMOGloBallast, the Global Industry Alliance and the North Sea BW Opportunity Project. Conference Highlights Keynote: The challenge of achieving compliance – is it physically possible? Keynote: Overview of the IMO Ballast Water Management Convention Port State Control: Enforcement and challenges for owners Flag and coastal State view Ensuring a level playing field US perspectives: USCG, US EPA,STEP and State views Discussion Panel: Reconciling US and European views Type approval Case Study Choosing the right system for your ship Technology Panel: Developers and suppliers answer delegates' questions Biological testing to meet Convention requirements Retrofit challenges: When, how and where Owner’s view: A convention too far Owner's concerns and position? Can engineers meet the deadlines imposed on shipping? Conference Chairman: Tom Mackey, Senior Consultant, Hyde Marine, Inc. and Co-Chairman, IMarEST Ballast Water Expert Group; Keynote: Dr David Wright, The challenge of achieving compliance –is it physically possible?; Self and Science. High Stakes Conflict in Murky Seas. by David Wright Keynote: Chris Wiley, Chairman, IMO Ballast Water Working Group; Jose Matheickal, IMO; Dr Cato ten Hallers-Tjabbes, CaTO Marine Ecosystems and North Sea Ballast Water Opportunity Project The North Sea Ballast Water Opportunity Project The project and recent achievements 2009 –2013 (5 years); Anna Orchard, Small Island Developing States (SIDS) -BWC Implementation Issues; Brian Elliot, European Maritime Safety Agency; Dr Marcel Veldhuis, CURRENT TOOLS AND TECHNIQUES FOR COMPLIANCE ENFORCEMENT; Jonathan Simpson, Maritime and Coastguard Agency; Jon Stewart,Ballast Water Regulations - The US Perspective; Dr Kai Trümpler, German Federal Maritime and Hydrographic Agency Charles Dorchak, ABS Capt Graham Greensmith, Lloyd’s Register, Port State Control Inspections; What challenges are there for owners? Christian Robeson, Bureau Veritas David Tongue, International Chamber of Shipping (ICS), 2012Treatment options and considerations-choosing the right system for your ship; Capt Kuba Szymanski, InterManager ; Dr Stephan Gollasch, Biological Testing to Proof IMO Ballast Water Management Convention Standards; Jurrien Baretta, Goltens Green Technologies, BarettaBallast water treatment retrofits; Eddie Bucknall, Columbia Shipmanagement, BALLAST WATER TREATMENT A CONVENTION TOO FAR; Vayia Hatziyianni, Owner's Concerns and Position; Richard Vie, Carnival Corporation & plc, Ballast Water Treatment System Installation; Leanne Page, A flag and Coastal State View;