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Statistical evidence concerning fires on ships in particular those caused by electrical installations is discussed. Measures to restrict or avoid fires of electrical origins are detailed and special attention is given to the effects of fire on cables e.g. the fire propagation they cause and the release of combustion products. Measures to reduce the consequences of such fires include the separation of main and emergency circuits the safe routing of cable runs and safe ensured operation of essential monitoring control and emergency systems during fires. The author discusses the use of cable penetrations to prevent the passage of fire through bulkheads and decks and refers to the 1974 SOLAS Convention which contains additional requirements for the fire integrity of decks and bulkheads on cargo ships.

Open-top container ships are a development emanating from Australian industry which are not directly accommodated by the international maritime safety conventions. Australia's role in the development of standards to ensure that such ships are constructed for safe operation within those conventions is outlined. The design concept of the containership initially termed hatchcoverless rather than open-top involves a ship with a U-shaped cross section similar to the conventional container ship. The design and operational advantages over conventional containerships are outlined. The loadline problem tank testing involvement of other Flag Administrations IMO consideration of safety requirements international acceptance of safety requirements and IMO consideration of tonnage issues are discussed.

The MAP (Marine Air Pollution) Committee was organised at MSEJ (Marine Engineering Society in Japan) (the Japan Institution of Marine Engineering since January 2001) and has worked for the investigation of air pollutants from ships. The emission characteristics of PM (particulate matter) from marine diesel engines were investigated to evaluate PM emission from ships. PM showed different emission characteristics between four-stroke and two-stroke engines. The results are described. Chemical aspects of PM also showed difference with engine type and operating conditions. These differences are expected to be due to combustion conditions engine specification or fuel quality. On-board PM measurement was carried out to measure PM emission characteristics from a cruising ship. The evaluation of PM emission based on ship performance is proposed with the results of on-board measurement. In addition a new PM measurement method is applied to marine diesel engines.

Several questions are investigated in two linked research projects dealt with at Chalmers Lindholmen in Gothenburg. These questions include: (a) how safe is the equipment used on most passenger ships today and where are the limits in rough and cold weather? (b) what are the limits of human performance? (c) how do individuals and groups behave when entering evacuation equipment and (d) how should the management be organised to achieve as high as possible a degree of safety in evacuation operations? The outline of these two projects is given along with results of tests giving the performance of lifeboat and raft-systems in waves results of chock tests of human dummies in a simulated lifeboat during launching and results of human behaviour observations during evacuation trials on ships and in a training centre.

The designers of accommodation on ships like the designers of buildings rely heavily on experience and tradition. They have few opportunities to test spaces and fittings as prototypes in use before committing to final construction. They also have little opportunity to know the expectations of users - passengers and crew - and to be able to balance those expectations with the requirements of maintenance staff and ship owners or with engineering and physical environmental constraints. It is suggested that POE (post occupancy evaluation) methods developed for evaluating buildings in use could also be used to evaluate and inform the design of passenger and crew accommodation on ships. POE has been developed and used in architecture during the last 20 years. It is a technique that enables designers to optimise the expectations of all interested parties associated with the building. It is a process of negotiation which can be used to inform the fine-tuning or re-fit of an existing building and provides a sound database about users' expectations for the design of new buildings. It has been used on a wide range of building applications including courthouses retail stores scientific research laboratories banks

FMEA (failure mode and effect analysis) is a reliability evaluation technique used to analyse risks involving the failure modes of technical systems onboard ships. The application of FMEA to automation systems of existing ships is examined for example whether FMEA could be applied to improve the safety of an automation system such as IBS (integrated bridge system). Experience from recent FMEA projects conducted in Finland are examined. These show that the FMEA on an existing ship should be organised using the knowledge and experience of users and maintenance personnel as much as possible. If the system consists of many computer-based units or sub-systems connected to each other identifying the possible failure modes and their consequences is very demanding. IBS is a typical example of this. A 'top-down' method such as FTA (failure tree analysis) can be used to complement FMEA in such cases. Some proposals for a successful FMEA project are summarised using the practical experiences.

Proceeding of the First Joint ISSC/ITTC International Workshop Proceedings International Towing Tank Conference 8th September 2012, Rostock, Germany Uncertainties of environmental description Dr. Elzbieta Bitner Gregersen, Dr. Kevin Ewans, Dr. Michael Johnson - ISSC Committee I.1 on Environment Uncertainties related to predictions of loads and responses for selected offshore and coastal structures Prof. Wei Qui - ITTC, Ocean Engineering Committee Uncertainties in the prediction of loads and responses for ships and offshore structures Presentation 1 : Dr. Spyros Hirdaris and Prof. Apostolos Papanikolaou - ISSC Committee I.2 on Loads Prof. Jeom Paik - ISSC Committee III.1 on Ultimate Strength Dr. Fai Cheng - ISSC Committee IV.1 on Design Principles and Criteria Dr. Ingo Drummen, Dr. Michael Holtmann - ISSC Committee II.2 on Dynamic Response Uncertainties related to seakeeping experiments and related load and response procedures Prof. Yonghwan Kim - ITTC, Seakeeping Committee Uncertainties and Reliability analysis for ships and offshore structures Prof. Purnendu Das - ISSC Committee III.1 on Ultimate Strength

Advanced maritime communications can be used to improve the availability of ship systems primarily by decreasing the mean time to repair (MTTR). The MTTR includes several activities including finding the person for the job travel times obtaining tools performing the job and the delay in waiting for parts etc once the job has been started. Maintenance planning and execution as well as spares stocking and ordering can be supported by various computer-based packages which usually contain a monitoring system for the machinery running condition a fault diagnosis system a maintenance management system and a data communications system. A system has been developed which allows point-to-point multimedia teleconferencing and computer-to-computer interaction with global coverage and versions have been installed on board ships and used in a variety of applications of remote technical support and surveillance.

An attempt is made to explain how ships under the Australian White Ensign are operated and maintained. In this case 6 ships are looked at the youngest of these being fifteen years old and the oldest being nearly thirty. After some introductory information a look is taken at the history - past present and future. Next each of the 6 ships - one off types of ships (orphans) under the control of the Amphibious and Afloat Support System Program Office or AASSPO - are listed with brief information. This is followed by consideration of some differences between merchant and naval practices. Lastly the challenge of the AASSPO to manage the process of maintenance and sustainment of this aging group of ships is looked at.

An inertial measurement system called MOTAN is presented. Results from one of its full-scale installations are discussed. It has been shown that the MOTAN system offers a novel approach for determining ice-induced global loads on ships. The instrument consists of two parts: an instrument for measuring whole-ship motions and software for processing those motions to obtain global ice impact loads. A background of the MOTAN system is given together with model-scale and full-scale data to support its feasibility for determining global loads from transient ice impacts. The focus is on full-scale data acquired while the CCGS LOUIS S. ST-LAURENT rammed old ice floes in the high Arctic. MOTAN-derived global loads are presented for three representative events. Data show that ice impact forces can approach 17.3 MN when ships operate in heavy ice conditions.

Symp held in Italy 14 - 18 Nov 1960 Papers are Economic analysis of nuclear shipping Marine nuclear propulsion - economics in perspective Some aspects of the propulsion economics in maritime and continental transport in Yugoslavia ENEA survey of nuclear ship propulsion activities in Western Europe Survey of Japanese activities in nuclear propulsion New regulations and recommendations applicable to nuclear powered merchant ships Testing experience with the NS Savannah Some safety considerations of nuclear propulsion plants in ships Safety of nuclear ships Classification standards for nuclear powered ships Evaluation of rules and regulations for nuclear ships Port entry control and safety assessment provisions of the 1960 SOLAS Convention as applied to the NS Savannah Some safety problems in the Fiat Ansaldo nuclear ship study Method of safety analysis of a steam cooled marine reactor Safety aspects of the marine advanced gas cooled reactor Nuclear safety considerations affecting the design of the maritime gas cooled reactor

A stochastic analysis method is described to predict long term wave induced global design loads for ships in random seas. The method is based on nonlinear wave induced load effects; specifically on the concept of an ensemble of nonlinear transfer functions where each transfer function is valid only for a certain range of wave heights. The proposed method constitutes a practical alternative to nonlinear time domain simulations. These so called (nonlinear) pseudo transfer functions were obtained using a nonlinear correction to account for three dimensional effects of the hull shape and the non-vertical sides of the ship’s ends as exemplified by local bow and stern flare.

The Naval Oceanographic Office survey ships hydrographic survey launches and field parties use an integrated navigation system. This provides ship’s position velocity time heading roll pitch and heave information to the various subsystems of NAVOCEANO’s fleet of survey ships and HSLs. The system combines the accuracies and reliability of GPS and a state-of-the-art INS to meet the real-time navigation requirements of all survey missions. The approach taken in developing this integrated system is discussed together with the equipment and processes involved and the potential sources of error. Detailed results of the testing are also presented to evaluate the performance of the system.

The purpose of this book is to survey the methods for the protection of ships from corrosion and fouling and thus to provide practical guidance for shipowners, shipbuilders, ship repairers and contractors concerned in preparation for and application of protective systems. Contents include: Part I – Practice: General; Surface preparation and initial protection of new construction; Surface preparation for maintenance painting; Painting practice; Supervision and inspection; Health hazards and safety measures; Underwater and boot-topping plating; Topsides, superstructure, weather-deck plating, hatches, deck machinery, machinery spaces and pipes; Ballast, cargo/ballast and fresh-water tanks; Cathodic protection; Paint specifications and testing; Tabular summaries. Part II – Basic Knowledge: Introduction; Corrosion; Importance of good design in minimising corrosion and facilitating protection; Corrosion control: paints; Corrosion control: surface preparation for painting and painting procedures; Corrosion control: protective coatings other than paint; Corrosion control: performance tests for paints; Corrosion control: cathodic protection; Fouling; Fouling control; Surface roughness of ships’ hull.

World wide there is increasing interest in using ships of opportunity (SOOs) to acquire oceanographic data. New technologies mean that data for a wide range of parameters can be reliably measured and the data sent ashore in real time for analysis and assimilation into models. Commercial ships running regular routes provide data well suited to the validation of models. As they run year round they provide unaliased obersvations of seasonal changes. The scale of the operation can vary from global transporters to short ferry crossings. The EU ferryBox project has established "ground rules" for the development of new ventures. These will help to assure data quality and assist data management. The EU project CarboOcean and operations sponsored by the IOC are establishing global coverage for measurements using SOOs. The route operated by NOC between Portsmouth and Bilbao since April 2002 has already provided valuable information on water flow from the Bay of Biscay into the English Channel a new method for assessing plankton production and clear evidence for inter-annual variation in the supply of nutrients fuelling plankton production.

In 1987 there were only a dozen SWATH (small waterplane area twin-hull) craft in the world. However word of their superior sea-keeping performance has spread rapidly and their number is therefore increasing accordingly. The US and Japan are the leaders in the development and practical application of the SWATH concept. The characteristics of existing SWATH craft and ships are reviewed from the standpoint of the stated sea-keeping objective. Hull form differences between four SWATH craft and ships including the Navy's SSP Kaimalino are analysed and interpreted. Important considerations for the early-stage design of a SWATH ship are discussed. Differences in the range of feasible hull form geometries for coastal areas and unrestricted ocean operations and for low-speed versus moderately high-speed applications are highlighted.

The builder must reconcile the need to produce a safe ship without incurring excessive cost and efficient ship without involving unreasonable risk. The relationship between shipbuilder and shipowner is discussed with the contribution each can make towards design, building and commissioning a safe and efficient ship. The conclusion is drawn that the progressive builder exhibits a responsible attitude to legislation and economics of operation and is not satisfied with concentrating only on minimum cost and the meeting of current legislation. Some problem areas are discussed in more detail; these include stability of small and large ships, ships with low manning, dangerous cargo carriers, fuel and related problems, the question of material quality, and of accidents to personnel.

With an increasing annual volume of cargo carried between Europe and the Far East a study is being carried out into the passage of a Northern Sea Route (NSR) with a considerably shortened sailing distance between Europe and the Far East compared with the route via the Suez Canal. Using a model nuclear-powered icebreaking container ship (which has an advantage over the conventional ships in respect of energy supply) and conventional NSR ships a study was conducted into the comparative advantage and disadvantage of the NSR against an existing ship sailing via the Suez Canal. The calculation formula is discussed.

Three dimensional time domain Green function satisfying linear free surface and body surface boundary condition is employed to analyze the wave making resistance and wave profile of displacement multi-hull ships. The wave profile induced by a moving time domain point source is compared with those by a Havelock source and satisfactory results are obtained. The panel method based on the time domain source distribution on the ship mean wetted hull surface is used to perform the wave making computations for mono-hull ship catamaran and trimaran. Reasonable results are also obtained. Using the numerical method the wave profile simulations of multi-hull ships in a given Froude number are shown in this paper

Several of the major navies around the world have chosen to tread the path of the AES (all-electric ship) concept for their new-builds. Electric propulsion has come back into the military limelight in the past 10 years. Although it has never really gone out of fashion conventional submarines staying true to this concept for over 100 years electric propulsion was last seen in its prime during World Wear 2 when the USA had over 50 such surface ships in its fleet. With the developments in electrical machines and semi-conductor technology electric propulsion is back and several nations in particular the UK USA France and the Netherlands have adopted this on their new-builds this time taking it a step further making electricity the principal means of distributing energy onboard thus creating and AEA (all-electric ship). The new-builds that have adopted AES are mostly larger ships such as destroyers and carriers. But the AES concept is also a good solution for smaller ships and Sweden is one of a few countries exploring this idea. It has undertaken studies which demonstrate that the AES concept works well when applied to corvettes and boats. The advent of electrical weapons and armour makes it even more important to develop the small AES. Here insight is given into the efforts of Sweden (a small country with a limited budget) in the area of small AESs.