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The contents of the book are arranged within three parts. Part 1 covers The design of merchant ships and includes chapters on: choice of type of hull, determination of a ship's dimensions, freeboard calculations, general arrangement for a cargo or passenger ship, insulated ships and special service units and the spacing of watertight bulkheads. Part 2 deals with Weight and cost estimating and preliminary calculations, which also includes chapters on: wood and outfit and size and weight approximations for propelling machinery of the steam reciprocating type. The final part, 3, examines Powering of ships and looks in particular at resistance and propellers.

The contents of the book are arranged within three parts. Part 1 covers The design of merchant ships and includes chapters on: choice of type of hull, determination of a ship's dimensions, freeboard calculations, general arrangement for a cargo or passenger ship and for an oil-carrying ship, insulated ships and special service units, regulations and the spacing of watertight bulkheads. Part 2 deals with Weight and cost estimating and preliminary calculations, which also includes chapters on: wood and outfit and size and weight approximations for propelling machinery of the steam reciprocating type and calculations. The final part, 3, examines Powering of ships and looks at resistance and propellers, performance and trends in shipbuilding and marine engineering.

The various methods for training marine engineers are discussed: on an ordinary ship; on a training ship; and using an engine room simulator. The training methods are firstly classified using STCW 95 looking at normal and abnormal conditions in an engine room. Secondly a comparative study of the training methods is carried out looking in particular at reality and repeatability. Type A and type B training concepts are explained. Then based on these concepts results are obtained and recommendations are made for maritime institutions to choose effective training methods to train marine engineering candidates.

Contents are arranged within two parts. Part 1 is 'Shipbuilding materials and strength of ships' and includes chapters on: Iron and steel in shipbuilding (includes castings, forgings, welding, hot-working and cold-working); Strength, quality and tests of steel for shipbuilding purposes (of strength, stress, toughness, fatigue); The strength of ships (pressure, strength and stress calculations). Part 2 is 'Present-day shipbuilding and maintenance' and includes chapters on: Classification, Principal structural members, Types of vessels, Principal features of structural design, Structural elements, Shipyard practice, Maintenance of ships.

Environmental friendliness is an important element of responsible shipping and therefore increased importance is given to design and operational measures which support pollution prevention. MARPOL are internationally recognised regulations. However MARPOL regulations were not specifically designed to cover naval ships and therefore a certain degree of adaptation is necessary to align its requirements with Navy practices and procedures. In order to complement its RINAMIL (Rules for Classification of Naval Ships) RINA SPA carried out such adaptations which are now being implemented in the Italian Navy's fleet. The applicability of MARPOL to naval ships is discussed. The customisation carried out by RINA SPA is outlined and a few examples of applications based on experience with the Italian Navy's fleet are presented. Conclusions are drawn.

Since 1997 it has been recognised that both aviation and shipping contribute distinctly to global GHG (greenhouse gas) output. If no action is taken to reduce GHG emissions from shipping the 2007 figure of 2.7% representing contribution to the world's annual global emissions could increase by a factor of two or three by 2050. The IMO is developing a collection of indexes indicators and instruments to contain the carbon dioxide emissions from shipping. The current status of these is reviewed and the EEDI (energy efficiency design index) is explained in some detail. The remainder of the paper considers the potential impact of the EEDI and other proposed emissions reduction tools on naval vessels. Although warships and naval auxiliary vessels are excluded from IMO rulings it is important that the IMO's work on emissions reduction is considered in the naval context.

Some insight into what must be done to ensure the construction of robust ships is presented from the owner-operator's point of view. It is concluded that ships must be designed for a longer operating life so that owners are able to write off their investment and run into profit. It makes economic sense for the hull to be built to last as long as the machinery. In order for robust ships to be built as standard regulations are necessary to promote shipyard quality shifting the burden of liability to the shipyard through suitable guarantees and to ensure easy identification through transparent classification.

Int Semn held in India 26 - 27 Nov 1982 Papers are Ship financing in India Shipping finance Bankers role in shipping finance Acquisition of new ships - a techno economic approach Economics of new bulk carriers for coastal transportation of coal Commercial aspects of shipbuilding Scope of P & I services P & I clubs and their role in shipping Practice of ship broking Voyage speed and profitability - how slow is optimum Sale and purchase of ships - an appraisal of economics Technical considerations prior to the purchase of second hand ships Sale and purchase market Financial implications of ship repairs in India (ship repairers points of view) tion al conventions and International conventions and their impact on ship operation Commercial and economic aspects of ship repairs and maintenance (a shipowners point of view) Hull and machinery casualties causes claims and costs Hull insurance General average and marine insurance claims Cost effectiveness of salvage association operations

The paper begins by discussing the United Kingdom rule deriving from the 1960 Convention on the Safety of Life at Sea. The rules lay down three basic methods for structural fire protection of ships using division by means of A and B class bulkheads. Aluminium alloy superstructures require special fire insulation. structural protection of cargo vessels small passenger ships hovercraft and hydrofoils is discussed. The provision and use of fire-protected lifeboats is considered. The second part of the paper deals with fire-fighting in ships. The provision and pumping of water is first considered then fixed installations are considered. Carbon dioxide installations are described. Fire detection and fire smothering in cargo spaces is discussed. Portable extinguishers must comply with British Standard specifications. The use of C.T.C. is to be avoided. Plans of structural fire protection location of appliances and means of escape must be exhibited. Rules for the provision of firemen's outfits are described.

In addition to being able to carry a high attack fire power small crafts and boats must be able to attack an enemy quickly and to escape requital quickly. Attention is given to gliders. Next a brief history of Russia's fast naval ships is outlined. The main purposes of modern small crafts and boats are listed followed by the types of small crafts and boats designed in Russia.. A look is taken at Russian patrol ships/boats and hovercrafts. Comparisons are made of the small ships in other navies. Viewpoints of non-Russian analysts on the ways of development of high-speed crafts and boats are given and non-Russian development of shipbuilding and naval equipment is considered. Necessary properties for a ship of the 21st century are listed and some of the current features required are looked at. Finally overhead slides are presented.

Symposium held in Melbourne Australia on 28th October 1986 Papers are An approach towards establishing safety standards of the cargo handling equipment in a port handling hazardous liquids in bulk Hazard and risk analysis techniques for assessment of bulk liquid chemical storage facilities Australian NW shelf LNG ships - design and future operation Loading and unloading of ships from or to shore installations Unloading of refrigerated LPG at the bulk liquids berth Port Botany Loading and unloading of ships from/to shore installations Sealing of pumps for hazardous liquids Monitoring gaseous liquids in transit or storage Storage or handling of aerosol products Combating land emergencies involving hazardous liquids The control of bulk hazardous liquids in the port of Melbourne The Port Philip pilots' view

An analysis has been undertaken to determine the operational functional and system requirements for the next generation of Underway Replenishment ships. Rolls-Royce undertook detailed customer analysis around the world during 2003/4. These requirement have been used to produce several ship designs of varying size and speed that are all incrementally upgradeable. Commercially developed and proven ferry hullforms have been used to provide efficiency good seakeeping and station keeping performance essential to cost effective fuel and solids transfer up to high sea-states. The design has been developed to allow flexible use of the ship for the transportation of various cargoes allowing for VERTREP and aviation support to fleet. The ships have been designed in 14000dwt and 25000dwt capacity versions with many different propulsion system options to suit the operating profile of the customer Navy. Full economic analysis of the propulsion options has been carried out to determine the most cost erffective solution through life. Full structural design and hydromechanic analysis has been completed to ensure confidence in the design weight speed and stability of the ships. The design has been developed with incremental acquisition in mind with many systems capable of being added later in th ship's life if required. These system options ensure an saffordable solution from the outset. the paper discusses the analysis hullform selection design development and overall analysis that has provided an adaptable and upgradeable design with high confidence and low risk.

Review of 1990 developments in the world cruise industry including a discussion on corporate structure interrelation ships and groupings; Wartsila bankruptcy; Japanese built cruise ships; design features and characteristics of newbuildings and restructuring in particular layouts propulsion and safety features.

At the end of 1982 597 ships with diesel main engines and 90 ships with main steam turbine engines were given the MO machinery notations. This paper summarises the results of a statistical survey on the data of machinery failures and alarms collected from 272 diesel ships with MO notations.

A brief history examines the origins of Trinity House its work in training and licensing pilots the provision of pilotage services for London and other districts and as general lighthouse authority for England and Wales. Specialist vessels and equipment are described - pilot cutters; manned and unmanned lightvessels; lanterns; fog signal diaphones; lighthouse tenders; buoys and lighthouses.

Pump and pipe systems are described as follows Bilge and ballast for specialist ships including chemical and oil tankers liquid gas carriers and factory process ships; systems for ships using boil off or crude cargo as fuel; systems where waste gases are vented floored or incinerated; and manned space ventilation systems

Classification is a Quality Management and Control System in merchant shipbuilding and shipping. It forms a vital element in the protection of human life at sea the technical safety of the ships and the protection of the oceans against environmental pollution. This paper describes the basis for classifying naval vessels the development of the Rules for Classification and Construction of Naval Ships. In addition it shows the actual trends and benefits for the navies by the example of the ANZAC-class frigates of the Royal Australian Navy.

A passenger ship in service has a variable operating profile. Many new concepts and designs for passenger ships have been developed during the 80's. For a design to match the actual service profile in the best possible way new design philosophies and methods are required. This paper reviews some important design features of passenger ships when trying to optimise a ship for the actual service conditions. Typical examples are also described.