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Ship service electrical power consumption at the pier side is rapidly growing and now exceeds 10 megawatts (MW) power range on many of the latest commercial ships. These ships when docked at the ports consume hotel power produced by on-board generators resulting in air pollution. The environmental impact of the pollution created while at berth has many ports restricting the operation of these on-board generators. Shutting off these on-board generators and supplying ship's hotel power from the shore power system can reduce the air pollution emissions. This process when shore power is provided to the ship during berthing by shutting down its generators is called cold ironing. For limited power supply this technology has been used by the military at naval bases for many decades when ships are docked for long periods. However with the development of medium voltage power plugs and receptacle assemblies cold ironing projects existing applicable standards for ship interconnections to shore power and proven techniques for shore power interconnections. The paper will highlight the main features of a cold ironing power system with emphasis on personnel and equipment protection by an alternate electrical grounding system. the paper also describes an actual cold ironing project in which a barge is used to mount a unit substation and cable management equipment.

Hull girder strength is the most fundamental strength of ship structure. Generally ships have been designed to resist all loads expected to arise in their seagoing environment. The objectives in structural design have been to maintain a ship structural integrity for normal operating conditions. A combination of most severe loads is usually selected as the normal design load. However a large number of ship accidents continue to occur despite the advancement in the navigation system. These accidents have caused the loss of cargos pollution of environment loss of human beings. In the design of ships structural strength is generally assessed for the intact condition. In intact condition the critical load case for mono-hull ship is the vertical bending moment which reaches its maximum in head seas. Both horizontal bending moment and torsional load may play insignificant role. The torsion is considered only when there are large opening on ships. This methodology has been successfully applied to ship design for many years. However when a ship is damaged the whole scenario for the safety assessment changes. In damaged condition its floating condition could be changed dramatically. Its draught is increased and it may heel. It could also have large holes in the structure. So the load combination becomes very essential part of structural safety assessment in damaged scenario. Different damage scenarios in two tankers have been studied.

In order to extend lives of ageing ships it is necessary to make a study on feasibility for extending their planned life. In this paper studies on fatigue strength for hull structure with mild and high tensile steels and maintenance procedures for good protection from corrosion are briefly reviewed. Some discussions are made to procedures and analytical techniques of an assessment for life extension of ageing ships.

A description is given of the development of a fast monohull hull form for commercial applications and its adaptation to a class of fast naval logistics ships and fast combatants. For commercial applications two fast Ro-Pax ships a fast cargo ship and a fast crew boat are included. For naval applications a large fast naval sea-lift ship and a smaller inter-theatre logistics vessel are described along with two combatant variants - a small fast attack craft and a larger fast surface combat ship.

A brief review is given of the growth of the use of oil as a fuel for merchant ships. This paper identifies a number of alternative energy sources and examines their application in the marine environment. Introduction of any alternative fuel will ultimately be determined by the development of an international supply infrastructure which in turn will have a lead time measured in years.

Discussion is presented of an environmental audit and assist process for ships which has been successfully implemented within Maritime Forces Pacific (MARPAC) Canada's navy in the Pacific. Topics covered are: the definition of environmental auditing; the decision process that led to the selection of environmental auditing as the cornerstone of MARPAC's environmental program; how MARPAC's audit programme was developed; and the audit process itself including lessons learned. The program has produced tangible results with a great deal of progress made in just one year. Ship environmental auditing should be considered by any organization serious about addressing environmental risk and compliance issues in their maritime operations.

An advanced safe ship technology is needed to contribute to design operation inspection and maintenance of ships for the expected life span. This technology is a synthetic system simultaneously taking into account all factors relevant to the ship's safety. The development of such a system (called 'ClassNK ADASS') has been studied and 35 WBTs of 22 existing ships aged 4 to 20 years have been investigated. The tendency of ageing deterioration of tar-epoxy (TE) coating in a WBT leading to coating deterioration in a short term and the proposed WBT protection system is detailed.

This report addresses the questions of the future supply of ships to be decommissioned, and thus most likely recycled, as well as the cycling capacity. Two scenarios of the effect of IMO Regulation 13 G are investigated. It is further discussed whether there could be “bottle necks” in the steel industry that could influence the foreseen recycling of ships. Lack of comprehensive and detailed data means that the estimates of the recycling capacity are fairly uncertain.

These recommendations apply to ships built in reinforced and / or prestressed concrete and ferro-cement. The recommendations are based on engineering design practices and research which have evolved during the development of marine structures for both civil and military uses and, in particular, during the development of structures for the exploitation of offshore oil and gas resources. The chapters cover Loads, Materials and durability, Structural design and detailing, Construction, and Inspection and repair.

Advanced methods adopted to predict wave-induced extreme (design) loads for seagoing ships are described. For standard ships these methods represent practical and reliable design tools. However they need to be applied with care and some experience is needed to obtain consistent results. After some introductory information a look is taken at global loads local loads and impact loads. Next attention is given to correlation with measurements.