Search our collections

A numerical method (FVM) for solving the Reynolds-averaged Navier-Stokes equations of three-dimensional viscous flow around ship stern in nonorthogonal body-fitted coordinate (BFC) has been developed. First some introductory information is given. Next the mathematical model is looked at followed by discretization of conservation equations boundary conditions grid generation for 3D ship hull solution procedures and application to ship flows.

Knowledge of the stochastic characteristics of ship sea resistance is needed to carry out an analysis of a ship propulsion system under random circumstances. A technique of such an optimization of architecture and parameters of the ship propulsion controller is discussed. The optimality necessary condition of a ship propulsion control system is described. Wave resistance stochastic characteristics are considered. Lastly an example is provided.

Symp held in New South Wales 23 - 24 Aug 1973 Shipping economics research in the Bureau of Transport Economics The development of the Searoad Trade to Japan - solutions to design problems Manning problems and their effect on operation of Australian ships The development of ship repair facilities in Australia Ship research in Australia Current developments in computer - aided ship structural analysis and design Ship structural pre - fabrication The design construction and operation of "Iron Monarch" New propulsion systems for modern Australian ships The influence of gas turbines on ship design Computerised ship design in Australia The regulatory aspects of ship design The role of the Classification Societies

Development of a motion analysis program which includes the capability to model a steered ship in extreme conditions and a dynamic stability analysis system to explain capsizing physics; the time domain ship motion simulation program FREDYN; proposals for extensions to damaged ship conditions; and the future of US design and operational applications are presented.

Ship design and support methodologies at VT Naval Support have traditionally progressed along parallel but separate paths. Both have sought to achieve their respective aims at an affordable cost. Design effort has focused on achieving the technical performance and statutory requirements appropriate to the function and classification of the ship whereas support effort has been aimed at providing a support infrastructure to meet the initial operational needs of the ship. The emerging need for CFA (contracting for availability) arrangements from customers has forced ship and support service providers to re-evaluate their approach to designing and supporting ships leading to a more integrated process. The approach used by VT Naval Support to deliver a high-quality and effective CFA service is described.

An extensive research and development programme into the applications of micro-electronics in ship operation has been carried out by The British Ship Research Association and has been used to formulate a relevant Code of Practice. The project has included extensive on board experience with a range of microcomputer systems for applications including navigation master records ship repair/maintenance cargo control and satellite communication. The rapidly increasing use of microcomputers integrated systems and centralised control are also examined and it is expected that in future electronic systems will become part of the overall ship design process.

A new type of high-speed craft with dynamic support an ACS (air cavity ship) is considered. The power-to-weight ratio of this ship type compares favourably with other high-speed craft. The conditions under which it is possible to obtain drag reduction by ventilating the ship's bottom are discussed. Methods for calculating the hydrodynamic parameters of a ship with an air cavity are reviewed. Problems associated with the modelling of air cavity craft dynamics in rough seas are considered. Numerical calculations provide the maximum overloading accelerations for a ship moving in waves.

In the paper aspects on the design and construction of a river passenger ship catamaran type made of composite materials is described. The main dimensions of the ship are - Length = 10.22m Breadth = 4.6m Draught = 0.45m. The hull is made of E-glass polyester having the mechanical characteristics: E=7000 MPa RT=95 MPa RB=130 MPa. Two outboard engines of 150 HP do the propulsion of the ship assuring a speed of 20 kn. The ship is designed and built according to Germanischer Lloyd 2004 Rules Special Craft; Yachts and Boats up to 24m.

Contents include chapters on the following: conditions of ship propulsion, theory of screw action, model screw propeller experiments, propellers in open water, single-screw ships, twin screws behind ships, multiple screws, shallow-draft river steamers, cavitation and propeller failure and steam trials and log analysis.

The need for and importance of research and development in the maritime industries is outlined. The Cooperative Research Centre (CRC) concept is given. Research programmes of the Australian Maritime Engineering Cooperative Research Centre (AMECRC) relevant to the high speed ship industry are listed with examples of some of the output from these provided. AMECRC's consulting services are discussed. The importance of technology transfer is stressed and ways of doing this are listed.

Ship propulsion synchronous motors with HTS (high temperature superconductor) field windings are being developed for both Navy and commercial electric ship applications. A 5 MW 230-rpm prototype ship propulsion motor was constructed and tested by CAPS (the Centre for Advanced Power Systems) on behalf of the US ONR (Office of Naval Research). It has met or exceeded all its design goals. Currently a 36.5 MW 120-rpm ship propulsion motor is under construction for delivery to ONR at the end of 2006. The test results of the 5 MW motor and the status of the 36.5 MW motor are presented.

Attention is given to how sensitive the simulation of a ship stopping and the steady-state astern movement is to propulsion coefficients. An identification of wake and thrust deduction is attempted based on full-scale astern manoeuvring trials. After some introductory information an outline is given of the assumed model for hull and propeller forces. Next identification of coefficients at full ahead sea speed is dealt with. Ship crash stopping is addressed followed by steady-state ship speed in ahead and astern motion. Lastly yaw/drift influence upon astern steady-state ship speed is considered.

Dynamically positioned offshore vessels operating in close quarters demand that a safe and reliable DP control system is utilised and that suitable position measurement systems are interfaced to that DP control system. Alstom has developed a suitable sensor (CyScan) which effectively reliably and affordably measures the relative movement of the target vessel in three axes and a DP control mode (Ship Follow) which utilises these measurements and subsequently controls the DP vessel in response to the movement of the target vessel in three axes.

The current role of classification societies in the area of ship safety is outlined. The rapid scientific and technological progress in ship design and operation is considered together with a justification for introducing new approaches to ship safety assessment and surveys to correspond to this progress. Firstly the safety approach is looked at followed by the traditional role of classification. Next certification work by classification societies is discussed. Lastly future approach to safety is touched upon.