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The long-term trend in demand for energy resources means that the Arctic will remain the focus of development plans in many organisations. The rise in resource-related projects has created the need for new approaches to assessing and minimising risk. The new tankers and drill ships required for the Arctic will be larger and stronger than any previous ships but will be very carefully designed and operated. This paper presents a methodology for assessing risk to large Arctic ships in a variety of scenarios. For the purpose of illustration fo the approach two ice collision scenarios are described. One is the case of a large ship with a bulbous bow hitting an iceberg head-on. The other is an aft waterline collision with a sea ice floe. Both scenarios are outside the conditions formally considered in standard ice class rules but are significant issues. The paper provides owners designers and regulators with an example of a methodology to examine ce loads using a rational set of design scenarios. The results show that vessels can easily be operated in a manner that can create dangerous load levels. The results are directly relevant to the structural design of new large Arctic tankers (oil and LNG) and large Arctic drill ships. The second part of the paper presents some initial results from consideration of plastic structural response to moving ice loads. The significance of the movement (sliding) of the load increases as the response level increases.

SHIPS: FROM THE ARCHIVES OF HARLAND AND WOLFF - THE BUILDERS OF THE TITANIC Taken from the archives of Harland and Wolff, one of the world's most enduring and respected shipbuilding companies, SHIPS presents a selection of elegant designs. During an era in which steam propulsion was still in its infancy, many of these historic illustrations depict the tentative crossover to the new technology, incoporating the fine lines and slender hull shape of the traditional sailing vessel with the power of the new engines. While steam was intended to be the main source of motive power, the addition of sails provided an alternative and trusted method of propulsion should this "new-fangled" steam engine fail to live up to its expectations. Edwin Harland was known in his day as an innovative and daring ship designer and his flair for elegance as well as strength is apparent throughout this riveting history. The construction of these ships provides as much in the way of safety, utility and comfort as it does to aesthetics. This unique account is both a fascinating and historic document and a superb expression of the shipbuilder's love of seagoing craft, and his exquisite skill in designing such refined ships to the most precise specifications. Lavishly illustrated, this highly informative work contains over 175 color illustrations.

Symp held in Hamburg 5 - 9 Dec 1977 Papers are Todays great paradox - the wealth of the seas and the shipping crisis Philosophy and safety requirements for land based nuclear installations An NEA confrontation to the safety of nuclear ships The international state of affairs in marine safety Development of a nuclear ship safety philosophy Application of risk assessment to nuclear merchant ship safety Port interface requirements Ship accident studies A mathematical model for the analysis of the protection barrier of nuclear ships Effects of ship casualties on reactor safety and marine reactor design Conclusions from collision examinations for nuclear merchant ships in the Federal Republic of Germany Flooding and sinking of nuclear merchant ships Heat removal from the reactor pressure vessel to the surrounding seawater in case of sinking A role for probabilistic methods in nuclear ship safety Safety studies on loca for N S Mutsu Development of accident event trees and evaluation of safety system failure modes for the nuclear ultra large crude carrier Start up test and technical problems encountered on N S Matsu N S Otto - non destructive retesting (in service inspection) Engineered safety equipment and safety analysis of NCS-80 Handling loss of coolant accidents in the IPWR In service inspection programme for the NCS-80 reactor pressure vessel

The relatively small fast ferries are the traditional domain of composite transmission shafts but a recent application has been a 24500gt cruise ship. Will their beneficial operational features outweigh their higher initial cost for large ships? Centa Transmissions is seeing more interest in the benefits of these lightweight noise reducing shafts from operators of bigger merchant ships.

TNH Hydrographic Ship Consortium (comprising NQEA Australia Pty Ltd and HDW and Thyssen Rheinstahl Technik from Germany) has been selected for the construction and follow-on support of the Royal Australian Navy's hydrographic ships under Project Sea 1401. The TNH contract includes two vessels and their survey equipment and outfit for eight survey motor boats (SMBs). The hydrographic ships will be built from mild steel with an aluminium superstructure.

An economic study examines the effects of higher steam pressures and temperatures on machinery and operating costs (crew fuel lubrication water maintenance repair) for various cargo and passenger ships. Details of the ships steam conditions cargo weights and fuel rate calculations are included.

The Guidance Note defines the technical requirements to be applied for the granting of one of the Automation Marks foreseen by the Rules for the Construction and Classification of Steel Ships.

A review of piping and pumping systems necessary to the increasingly technologically advanced specialist ships such as chemical carriers oil tankers LNG carriers and factory processing ships is given and discussed with special reference to: bilge and ballast systems; gaseous fuels burning systems; venting flaring and waste gas incineration systems; flare systems; incinerators; and systems for the ventilation of manned process spaces.

Mathematical method for predicting measured mile trial performance of single screw merchant ships from model test data with selected ship and trial parameters (hull roughness; water depth weather) developed and tested against a number of ships and their correlation models (service and acceptance trials)

A new prediction method of travel demand of cruise ships is proposed. The characteristic of each demand for choosing a tour is analysed using the AHP (analytical hierarchy process). The method is applied to the Japanese cruise market and the results are discussed.

Behaviour of large full form ships (tanker bulk carrier) in restricted channels is studied in a series of computer digital simulations and Eigenvalue analyses based on and using hydrodynamic values determined from captive model tests. Correlation of channel dimensions (depth width) and ship control characteristics with acceptable ships sizes and meeting and passing in two way traffic is given.

The guide was prepared to make available the ABS recommendations for handling and burning coal as a primary source of power for ships that burn coal in boilers having stoker and grate arrangements. This includes using new coal burning technology and the operation of modern mechanised coal handling systems while at sea.

Guidance notes for Institute of Marine Engineers Small Ships Group Register members and those aspiring to the Register on good practice in furtherance of continuous professional development objectives are presented.

These recommendations are to be taken as a general guide for recommissioning surveys and subsequent trials, and they should form the basis for the drawing up of recommissioning programs which might be extensive on specialized ships.

The criteria needed to optimise scheduling of cargo ships in maritime transport lines in order to maximise income are discussed. The problem of scheduling cargo ships for a given time and for given commodity loading is outlined and a solution is proposed that determines the dynamic flow of the transportation network. A numerical example is presented.

The development and main features of specialized ships are discussed. Reference is made to - dry cargo/cellular contionerships; RoRos; liquid products carriers; barge carrying vessels LASH; seabed; liquefied gas carriers LPG LNG; combination carriers ore-bulk-oil ore-oil; oil rig tug supply ships; and cruise liners passenger ferries. Main development trends are identified operational and regulatory constraints noted and the future of specialised shipping considered.

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.