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Classification as a process began in the late 1700s when merchants required assurance about the standard of vessels in which they were shipping their cargo. The use of the Classification process by navies can be traced back to 1859. However it is only recently from about 1980 that we have seen the UK Navy make use of the commercial Classification process on ships. In the 1990s Classification Societies developed specific Naval Classification standards and processes. Classification Society Naval Rules and procedures have been applied in UK Naval platform procurement for the last six years. Class societies have found themselves trying to satisfy the conflicting needs of the naval operation naval regulator prime contractor system designer equipment supplier and even their own organisations. This paper aims to capture some of Lloyd's Register experience in a form that can be applied to the benefit of future projects. It covers a subject not normally addressed which is how to best use the Classification process to achieve an effective and affordable warship.

The effects of innovations in roro vessels and development of high speed craft on ports as a link in the roro transport chain are discussed. It is concluded that the integrated design of the ship to shore interface will be achieved more successfully by communication between naval architects ship equipment designers port engineers shore ramp designers passenger walkway designers and ships' masters. Such communication should be encouraged at an early stage in development plan for a new ferry or terminal to improve efficiency of roro operations.

To assess the safety of ship structures it is necessary to know both capacity of the ship structure and the extreme loads which may act on it. In this paper a new system is proposed to assess the safety of ship structure from the view point of ultimate hull girder strength combining nonlinear analyses on pressure distribution and structural response. For the pressure distribution analysis a three dimensional singularity distribution method is used on the basis of potential theory. On the other hand for the structural response analysis combined Finite Element Method (FEM) and Idealised Structural Unit Method (ISUM) system is newly developed. The proposed system is applied to a simple box ship with three tanks and the accuracy and the usefulness of the proposed system are demonstrated. However the present system is a very fundamental proto-type system and further tasks which are left to complete the present system are discussed at the end.

A training programme is described for gas personnel having responsibility for transfers of bulk cargoes to and from ships. It covers a safety issue at the ship/shore interface which was not previously well documented. The programme provides recommendations to achieve a better understanding between ship and shore personnel so that the safety and efficiency of port operations can be enhanced. The way in which task-orientated model courses have been developed in line with vocational qualification standards and the functional analysis of in-port tasks are outlined. Development of the programme culminated in a new publication by the Society of International Gas Carriers and Terminal Operators Ltd (SIGTTO).

Seventh Int Symp held in Vancouver Sept 27 - 30 1982 Training course on the marine transport of dangerous goods Progress with IMO training for dangerous cargo endorsements IMOs emergency procedures for ships carrying dangerous goods Shipboard emergency response training Occupational health programme for the marine hazardous chemical worker Chlorine barge operations in the United States waters The hazardous material spill programme of the environmental emergency branch An overview of current spill cleanup technology Marpol 73/78 - its origins and its effects on tanker design The prevention and combating of pollution of the sea along the South African coast The development of the oil mop antipollution workboat Potential roles for the LTA 20 - 1 in pollution surveillance and clean up Level gauging under closed conditions with SAAB SUM - 21 The control of dangerous substances in British ports Urban rocks and shoals In zealous pursuit of the risk free environment Dangerous goods sea terminals - use planning The handling of dangerous goods in Malaysian ports Seattle master permit programme for the shipment of hazardous materials Dangerous goods from the view of a terminal operator - the Bremen model

The trends in naval warfare are considered. The strategic direction set in the 2001 QDR (quadrennial defence review) is described together with the results of recent submarine and surface ship studies directions that seem to be emerging from S&T (Science and Technology) and lessons emerging from post September 11. Naval warfare trends are at one level fairly clear. In the absence of peer competitors the Navy will focus on support of land missions and missile defense. The submarine picture is fairly settled as is the big deck carrier outlook. The surface combatant picture is muddier. The US Navy which not so long ago was building to the 600 ship level faces a near term dip to 286 ships and it will be difficult to sustain a 300 ship fleet. It is also ironic that while much of the military industrial complex is expected to do well with the projected defence increases early analysis of the budget shows little increase for shipbuilding accounts. New and better technology will of course continue to be introduced. The long life and high cost of platforms will continue to be a brake on the pace of change. Nonetheless it seems clear we're in a period of change with the potential to greatly alter the face of the fleet.

The history of co-operation in shipbuilding programmes including the NFR 90 programme is outlined. The Trilateral Frigate Co-operation Programme between Spain the Netherlands and Germany aims at individual but common ship design as far as feasible co-operation in survey for common parts / systems share of development costs common procurement of selected equipment and the establishment of joint in-service support for ships. Co-operation in large development programmes is necessary for European governments and industries. Achievements of the TFC programme include: workshare with reduction of costs support for nations with their different technology know-how optimum use of the capacities available reduced procurement cost due to larger series and easier finance of large development costs. Without co-operation it is doubtful if the European naval industry can survive the competition from strong industries abroad especially from the USA.

The Type 45 Anti-Air Warfare Destroyers will provide the backbone of the Royal Navy's air defences for much of the first half of the 21st century. The destroyer is will be a versatile destroyer capable of contributing to worldwide maritime and joint operations in multi-threat environments. HMS Daring the first of a projected class of up to 8 warships is preparing to go to sea on trials in July 2007; HMS Dauntless the second of the class was launched in January 2007; and HMS Diamond the third of the class will be launched in November 2007. The design innovations carried out in order to achieve a prediction 10M per ship per year reduction in through-life costs compared to Type 42 Destroyers which they will replace are described. In particular the following are described: the integrated electric propulsion system; the fuel-efficient gas turbines; the incorporation of gas ergonomics and automation providing for lean manning of the ships; the provisions made for maintenance in-situ and equipment removal; the paint and preservation scheme to support a 5-year dry docking cycle; and the use of composite and other non-corroding materials on the upper deck to reduce the ship husbandry load.

A systematic investigation of the ultimate strength of fast monohull ferries of between 50 and 120 metres in length is presented. The aim is to develop models to assess the ultimate strength of such kind of vessels during the design process. Ultimate bending moment of the midship section and the longitudinal distribution of the ultimate bending moment of the sections of the hull has been evaluated for seven ships. Results have been proposed and compared with different methodologies. From the preliminary results of the study it seems that the collapse behaviour assumed by some authors to derive their analytical formulation of the ultimate bending moment. Further investigations are currently underway to evaluate ultimate bending moment for this kind of ship in more severe environmental conditions.

This is a practical book designed to help ship operators and managers, both ashore and afloat, save money. It is written by an author who has extensive experience in optimising the operation of ships. The reduction of fuel consumption through on-board engineering practices, better voyage planning, sensible routeing and a more thorough understanding of meteorology are but part of the picture, and the author convincingly demonstrates the savings that can be made by, for instance, avoiding delays in port and careful balancing of costs with marketing requirements. Here are helpful hints that really do work in practice and which when extrapolated through a fleet, or a period of time, can make substantial savings. While the book concentrates on the practical aspects of vessel cost saving, the author does not neglect the whole philosophy of performance monitoring, the motivation of people to look constructively at better ways of doing their job and the importance of both ship and shore thinking as one, in the struggle for efficient ship operation.

Volume 1 - 'Hull form data' Volume 2 - 'Resistance data' The volumes are intended primarily for naval architects who are concerned with or interested in the design of displacement-type ships in relation to their hydrodynamic resistance qualities. It is believed that the method of analysis provides a new rational division of the total resistance into two main components depending on viscosity and gravity effects which should lead to a better understanding of the influence of the hull form characteristics on resistance and hence to better design and to more accurate prediction of ship performance. Volume 2 contains a similar presentation of the hull form data and also includes a description of the basis of the analysis and suggested methods of using the data. The whole of the compiled data has been obtained from work carried out in the Ship Division of the National Physical Laboratory over a long period of years.

The initial exploratory analysis into the effects on military survivability of adopting commercial style in warships is described. The paper describes a vulnerability study comparing two patrol combatants: one corvette designed in a conventional military style and one cost-expedient conversion of an off-the-shelf PSV (platform supply vessel). Both ships were designed to carry the same payload and carry out the same role. The UPC (unit procurement cost) and annual fuel cost were estimated for each ship. A comparative study was then carried out which examined the vulnerability of each of five top-level functional systems in each design to attack by a series of generic threat weapons. The results showed that the converted PSV exhibited considerably better system vulnerability. It is likely that the Corvette may exhibit significantly better susceptibility and recoverability characteristics than the PSV due to a combination of lower signatures reduced size and better distributed damage control equipment.

Proceedings of two-day international symposium on 'Offshore Protection Vessels', held in London, 14-15 June 1995. Contents consist of 19 papers, as follows: Blue Water v Brown Water : the Naval Choice, Application of stealth technologies to offshore protection vessels, New generation Aviso patrol vessel, MEKO OPV's, Danish OPV's, Protector III: a new fisheries protection vessel, Propeller tip vortex cavitation noise on OPV's, Satellite communication for offshore protection vessels, Electronic support measures (ESM), Electronic chart and tactical radar displays, ABS M-10 third generation hovercraft, Swath ships, 20M ultra fast patrol boat.

The paper presents experimentally determined wave making resistance for a series of bodies of revolution whose form can be expressed by means of simple mathematical relations. Total-resistance measurements of the bodies have been carried out in a ship model towing tank. The bodies were towed fully immersed with their axis of symmetry parallel to the free surface. The Froude number and the distance between the free surface and the axis of symmetry was varied. the wave resistance has been determined by subtracting the viscous resistance from the total resistance. The aim of the research was to mainly provide basic experimental data for theoretical research into wave making resistance of ships. The book contains all of the charts and tabulated data from the experiments and a diagram of the towing carriage with the test rig equipment and a cross section of the tank.

Large welded plate structures are typical for ships and floating offshore structures. The problem of fatigue cracking is particularly significant for these structures where fillet welding is applied to a large extent to join the structural components. This leads to non-fused root faces which can behave like initial cracks. In several cases the situation is even worse when welding can be carried out from one side only resulting in a highly stressed weld root on the other side. Although refined approaches exist for a fatigue assessment of such weld roots for instance the crack propagation and the notch stress approaches more practical approaches requiring less effort are demanded to handle typical problems occurring in practice. These problems are associated with locally increased load transfer for example at crossing support structures and at fillet-welded ends of attachments with additional stress concentrations. Also pronounced bending can occur in fillet welds due to lateral loading of the attachment and-or the eccentricity of one-sided welds.

7-9 Sept 1994 in Southampton UK. Papers are - The role of IMO in setting manoeuvring standards The IMO criterion for ship stopping ability Full scale experimental results of fin/rudder roll stabilisation Rudder roll stabilisation by neural network control Modelling and control of underwater vehicle-manipulator systems Ship behaviour and control in muddy areas - state of the art Ship motion control by an on-line trained neural controller Wave feedforward control of floating production systems Robust control design for motion control of SWATH vessels Nonlinear stability analysis of ship autopilots in sway roll and yaw Optimal speed control for cruising Numerical simulation of non- regular wave disturbance in ship simulation problems Minimum time manoeuvring of ships

Economic conditions which must prevail for reduced speed operation to become of interest were analysed and performance characteristics of the power plant machinery and hull and changes of in modes of operation were evaluated. The cases of an oil company with a fleet of ships transporting a given amount of oil annually from the Arabian Gulf to Europe and a shipowner operating on the spot market with a VLCC regularly between the same ports were economically assessed. Results presented indicated significant savings can be achieved by slow steaming under certain economic conditions. The consequences for marine power plant design and the importance of the power plant and the hull are considered.

It is well established that underwater wet welding (UWW) offers significant cost savings over other repair techniques for submerged structures such as petroleum production platforms ships and piers. Due to the deleterious effect of increased pressure on weld quality innovative consumables are required for the production of quality wet welds. Manganese was added to the electrode coating to replenish its loss from the weld pool. Titanium and boron were added to control the molten metal oxygen potential and refine the as-solidified and reheated weld metal microstructure. Rare-earth metals (REM) were added to control the weld metal oxygen content. Finally weld metal nickel content was optimized to improve impact toughness. Selected results of these approaches are presented in this work.

There is a diverse array of rules and regulations that govern the design and construction of tugs around the world today. These include the often conflicting requirements of the various IACS members and a multitude of individual national regulations and standards. Under SOLAS and Load Line rules many regulations that were conceived for full-size ships present major challenges to efficient tug design and operations with results that frequently do not necessarily improve the safety of the tug. The many discrepancies between rules for basic tug design and construction for some of the major IACS members are examined and the basis for a more uniform standard is proposed. For the purposes of comparison sample 'typical' tugs of length 24 m 30 m and 36 m are used as baseline cases. Topics of comparison include voyage classification hull construction outfitting towing gear machinery and piping systems and finally and perhaps most critically stability criteria.

Lack of knowledge of the hull girder shear force and bending moment is at least partially responsible for the disasters shown. The breaking in half of these ships was attributed to improper cargo loading which resulted in over-stressing the hull girder. A method is presented which gives shipboard operating personnel a quick simple and accurate way to hand-calculate shear force and bending moment values along the length of the ship for any loading condition. This method called the sigma method was developed for the Falcon Tanker a 40000 LT product carrier in order to satisfy the ABS and USCG loading manual requirements. Using the ship as a model the theoretical basis of the method is explained and a step-by-step guide for developing the method for another ship is given.