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SWATH (small waterplane area twin hull) ships have existed for the past 30 years. The parameters used for describing limiting operating conditions are described together with the use of motion results on the basis of hydrodynamic analytical evaluation and evolution of a suitable operability criterion to represent the degree of seaworthiness in a defined sea state.

The application of critical service experience and modern design optimisation techniques to further develop controllable pitch propellers for the specific requirements of naval ships is discussed with special attention to the achievement of increased efficiency reliability shock resistance and manoeuvrability with decreased maintenance hydro-acoustic noise and through-life cost: modifications to hub diameter blade hydrodynamics and pitch setting mechanisms are examined.

Compressed air is used for starting control working and emergency air systems. The selection of the right compressed air system for different types of ships is discussed. Particular situations described include a container ship VLCC RoRo passenger vessel and container feeder vessel.

This article reports on the findings of a comparision between the advantages of SWATH (Small Waterplane Area Twin Hull) and monohull designs in the performance of a cruise ship. The ship considered for the purpose of the investigation was the 1200 passenger capacity `Royal Princess'. The topic is discussed in more detail by the author in a paper entitled `A comparison between Royal Princess and an equivalent SWATH ship' in the IMAS 88 Proceedings.

Development of cargo ship collision damage survivability criteria is discussed including - current damage stability requirements (SOLAS 74 ICLL 66 MarAdd 65 MARPOL 73 IMCO Passenger Regulations); damage survivability assessment by probabilistic analysis and proposed criteria for ship damage survivability index; worked examples for damage to sample ships (tanker containership RORO bulk carrier) consideration of transverse vertical longitudinal and horizontal longitudinal subdivisions.

Some history of composite ships is presented. The advantages of using composites in luxury commercial and military ships are reviewed especially in those ships of up to 80 metres in length. Those proven advantages that exist for composites are identified. Particular attention is paid to the benefits accruing to through life costs.

An historical account relates the changing role of marine engineers their responsibilities and problems to the development of ships engines and marine engineering. Detailed descriptions of ships and propulsion types are included from wooden sailing ships to iron and steel ships with steam diesel and diesel-electric propulsion systems. Current problems facing marine engineers are especially discussed.

Main design features of the Nedlloyd Asia first in a series of deepsea hatchcoverless container ships jointly developed by the owners and builders (IHI and Mitsubishi) are described including principal particulars; hull form; container stowage; bilge drain systems; integrated ship control; propulsion by slow-speed engine to fp propeller.

The measured performance of cargo ships fitted with wind-assisted ship propulsion (WASP) devices have shown that fuel savings exceed those predicted on the basis of thrust augmentation alone. Roll motions and hydrodynamic resistance are significantly reduced. Attention is restricted to devices which apply a direct aerodynamic force to the hull - in particular wingsails.

Statistical analysis of owner failure records for 15 steam turbine ships during their first 4 years of operation has - identified categories of serious failure in boiler turbine and automatic control systems; determined failure times and mean time before failure; correlated failure type with cause; examined relationship between failure occurence and service life and conditions.

The experience gained by Lloyd's Register of Shipping's Engineering Research Department in identifying studying and modifying vibration problems in ships hulls and machinery is discussed. Examples include - tuned ballasting; propeller induced hull vibrations; engine balancing; resilient mountings; reciprocating machinery connexions alignments top end bearings; geared turbine noise couplings; propellers and transmission shafting. Design stage vibration assessment also considered.

The basis of protection against fire in passenger ships is as stated in the SOLAS regulations from which evolved the rules of governmental authorities and classification societies. Changes in legislation and in the methods of protection using zonal layouts and modular construction have brought improved standards. This paper restricts itself to questions of fire resistance and retardation rather than the associated subject of extinction.

This publication provides Owners with recommendations on the safety and preservative measures necessary for the maintenance of vessels in a period of lay-up. This guidance notes are intended for general cases and could be modified to adapt to a particular type of ship.

These notes aim to provide guidance to owners intending to re-activate a laid-up ship which was examined at the time of lay-up by Lloyd’s Register Specification Services and for which a lay-up report was issued following a satisfactory examination.