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In order to reduce pollution and meet pollution requirements there has been great interest in electric propulsion for ships. A large integrated simulation lab for the study of an EPS (electrically powered ship) was constructed at Shanghei Maritime University. This included a physical POD motion model a local control desk in ER remote control and monitor console in the wheelhouse middle voltage main switch board and POD drive panel and special multi-phase synchronous motor equipped for ship propulsion performance analysis and simulation. The computer network for EPS and integrated power system is described the main functions such as load characteristics test large load dynamic processing analysis flexible combination method of electrical driving and control way integrated power system management and protection in EPS are presented.

For the the sixty-third Thomas Lowe Gray Lecture. This paper outlines and discusses the development of marine propellers, with particular reference to large fixed-pitch propellers for merchant ships, in response to the challenges of economic and environmental factors that have emerged within the last two decades.

In FSPO offloading operations it is necessary to keep a certain distance between the Shuttle Tanker and the FPSO to avoid collision or hawser fracture. This can be achieved through the use of a DPS (dynamic positioning system). Such a system requires a sensor system responsible for the measurement of the platform displacement. There are several types of displacement measuring sensors where a DGPS (differential global position system) is used mainly to measure position. However position measurements by the DGPS are noisy and this causes position error for ships. This noise is caused by sunspot or atmospheric disturbances blockage of satellites by cranes or structures and deterioration of the signals at high altitudes. This paper shows the applicability of computer vision techniques in the distance measurement between a FPSO and a Shuttle Tanker in Tandem Offloading Operation. The algorithm used in the software development is described and the results obtained in the experiments to measure this distance are presented.

A new software for 3D simulation of the highly non-linear liquid behaviour in moving tanks is developed with a view to addressing especially the liquid motion problem in partially filled tanks of different kinds of ships such as LNG carriers crude oil carriers FPSO. This software DIVA3D is based on the discretisation of the Navier-Stokes equations for both phases (liquid and gas) thanks to a finite volume scheme. First the theoretical basis upon which DIVA3D rests is presented. Next validation aspects are covered: specific LNG tanks model tests are carried out focusing on free surface video recordings. Significant examples are presented showing a good agreement between DIVA3D calculations and measurements. Different applications in shipbuilding are then proposed. These concern the determination of resonant cases by means of kinetic energy comparison rank shape influence on liquid motions or load calculations on internal elements.

Evolving water quality standards and NPDES (National Pollutant Discharge Elimination System) discharge permit limits demand improved control of water pollutants associated with maintenance of US Navy ships in drydock. During 1992-93 NNSY (Norfolk Naval Shipyard) experienced significant problems in meeting NPDES limits for its drydock discharges ultimately resulting in the issuance of a consent special order by the state of Virginia demanding action to achieve compliance. The problem and the need for standards are described. An extensive effort by NNSY is described to analyse the processes and materials present in drydocks to identify the key potential pollutant sources and to develop the standards procedures process controls and support resources necessary to gain an acceptable level of control over these pollutants. Treatment results are presented. It is hoped that Navy activities and commercial shipbuilders faced with drydock water pollution problems may benefit from a review of NNSY's experience.

The emission of SO2 and PM (particulate matter) from diesel engines must be controlled by regulations. In recent years pollutants emitted from diesel engines in particular NOx SOx and PM (particulate matter) which are harmful to the atmospheric environment have been regulated for ships. It is necessary therefore to understand clearly the formation of emitted PM. The fuel property specific fuel oil consumption combustion temperature and explosion pressure of the combustion chamber seem to have effects on the formation of PM. However the effects of sulphur content in the fuel oil on PM have not been reported to any great extent. Sulphur components are contained in marine fuel oils and lubricant oils. The purpose of this research is to clarify the relation between sulphur content in fuel and PM properties of diameter and concentration and exhaust emission characteristics in a diesel engine.

Eighth Int Conv held in Singapore November 1984 Papers are The fire fighter Tugs and towage in the port of Singapore A class of supertug for ship handling Power installations in anchor handling tug supply vessels The optimum tug fleet configuration The slot augmented flap effect rudder Oil rig supply ships and offshore marine services Evaluating ITB capital cost and viability Supertug Development of harbour tugs in the port of Yokohama Towage of drilling rigs and other offshore platforms The practical aspects of bollard trials Shallow water effects on a tugs hydrodynamic qualities Disabled ship handling with tugs The development and decline of the ocean going tug The first tractor - fire fighting tugs fitted out with Schottel - Lips CP propellers built in Malaysia to a Mutzelfeldt Werft design at Sabah shipyard Labuan Twelve years experience with articouple pusher barge systems Improvement of tug performance by a steerable bow thruster Novel new tractor tug design Schottel propulsion units for shallow water tug operations Tractugs offshore

Submarine pipelines are used extensively to transport crude oil from offshore production units to onshore locations and also refined petroleum from onshore to ships moored in deeper waters. They are also used for seawater intake and marine outfalls. To protect these pipelines from possible damage from hydrodynamic and environmental factors it is customary to bury them in shallow water. This burial can help reduce the force and increase the stability. However the question is 'How much is the force reduction if the pipeline is buried in cohesive soil?' An experimental investigation is described that was carried out to measure both the wave pressures at three locations around a submarine pipeline model and the uplift force upon it. Results are presented and discussed. It was found that the pressure and uplift force on the submarine pipeline was reduced by about 30% if the pipeline was just buried in clayey soil compared to the pipeline resting on the seafloor. Conclusions are drawn.

The inspection of the stern tube shaft and bearing metal of ships is usually done every five years. The author's company began an investigation to find whether the analyses of stern tube oil in service can be an alternative to the survey. After analysing 125 used oil samples the company concluded that the stern tube could be in a good or at least not bad condition if several indices in the oil analyses are under 1/5 level compared to those of a severely damaged stern tube. According to this concept the periodical analysis of used oil from 15 vessels was started for proof of a relationship between propeller shaft and bearing metal surveys and oil analyses.

The IMO International Code for the Security of Ships and of Port Facilities the ISPS Code enters into full effect on 1 July 2004. The industry's response to the ISPS Code can be expected to vary dependent on the benefits that an operator thinks will be obtained from a proper and full implementation of the requirements. Some of the key issues that have surfaced to date are examined along with how these are being dealt with in different ways. After a brief overview background and history developments and problems encountered to date are addressed. Next a brief look is taken at how the industry is responding followed by IACS and security. Lastly port facilities are considered.

Extreme wave-induced hull girder loading on a ship during its operational lifetime is addressed. Non-linear hydrodynamic effects are accounted for in the prediction of extreme wave loading since ships in unrestricted service inevitably encounter severe sea states even when the current improvement in weather routing systems is taken into account. Consideration is given to stochastic and non-linear effects. The current state-of-the-art of viscous and potential flow codes with regard to non- linear ship motion and wave load calculations is reviewed. As no robust and exact non-linear hydrodynamic wave load procedure exists comparisons with experimental results are needed to validate whether the approximations made are acceptable. The S175 container ship is used as a benchmark for testing various procedures. Also various stochastic procedures are considered which are able to handle the non-linear and the non-Gaussian behaviour of the wave load in a stochastic way. Depending on the complexity of the hydrodynamic load procedure and thus the length of the time series calculated different statistical methods can be applied.

Traditionally warship fire protection has been addressed in a different manner to that of merchant vessels. The Royal Navy approach is essentially risk based rather than prescriptive. Warships appear to rely on active measures to defeat fire while merchant vessels tend to focus on containment (see SOLAS fire protection requirements Part C Regulation 9). However it is quite clear that prescriptive SOLAS insulation solutions should be used as far as possible. Firstly the regulatory systems governing fire boundary insulation used by the merchant marine class societies and the UK MoD are examined. As these systems interact the potential is discussed for mismatches to arise between naval and commercial requirements when ships are designed for military service. Finally the progress made in simulating the spread of fire using the SURVIVE code is reviewed showing how the tool can be used to inform the risks of adopting different fire insulation schemes. The SURVIVE code has the capacity to examine the consequences o a fire in a 'whole ship' model. This can be used to inform fire fighting or insulation policies. The addition of recoverability into the equation will allow the many elements to be combined when assessing fire risk.

Fourth Int Conv held in Louisiana 1976 Papers are Factors affecting the stability of offshore supply vessels Conceptual design and performance comparison twin hulls versus standard barge Propeller excited vibration in small vessels and some corrective measures Some aspects of tug ship interaction Seawedge - an ocean going integrated tug - barge system The anchor handling tug on the marine pipeline A 20000 ton tub/barge combination The tug/supply vessel - a new concept Towage of large industrial structures Simulation of tugs at the SSPA manoeuvring simulator Comparison of towing capabilities and characteristics - supply vessels versus tugs Tug and barges - a shipowners view Towing with twin hull vessels Analogue simulations for ships machinery and vessels under tow Further development in push towing systems stimulated and prepared by model testing and full scale measurements Artubar - what it is all about Capricorn carrier and MOD tug Towing and anchor handling on the marine pipeline Education upgrading and career orientation Stability and roll motions of ocean barges Practical aspects of towing vessel design An approach to the design of push tow linkages Sewage treatment aboard tugs and tow boats Catug - a new ITB concept Experience with tugboat operation in the port of Hamburg Automatic barge control

A study to develop a new assessment procedure based on the prediction of global hull girder loads and resulting stresses from first principle calculations in conjunction with the joint probability of metocean parameters and reliability based strength formulations is described. Stillwater and wave-induced loads on two typical FPSOs were predicted by first principle and rule-based calculations. The long-term prediction of hull-girder loads was also carried out for two sites. An Aframax tanker was compared with an FPSO barge. The hull girder strength was then assessed by both deterministic and probabilistic approaches. The safety margins of different failure modes of the ships were shown under different hull-girder prediction techniques. Rule-based wave-induced load prediction method yields much smaller values than the first principle calculation techniques. Wave induced loads should be obtained using a first principle approach.

Pending ballast water management legislation will make provision for effective means of treating ballast water as an alternative for ballast water exchange. Full-scale ship trials of potential ballast water treatments are carried out. Two biocides and an UV (ultraviolet) light irradiation system are tested individually. At sufficiently high doses biocides result in the total eradication of zooplankton and phytoplankton. All three technologies are capable of effective removal of planktonic organisms without the need for any primary or pre-treatment. This testing leads to the development of two commercial ballast water treatments: one using one of the biocides (Seakleen); and the other the UV technology in combination with a filtration pre-treatment technology tested separately. Both systems will be further evaluated at full-scale on operating ships.

The aims of the GloBallast BWRA for Mumbai-JNP were to asses and describe as far as possible from available data, the risk profile of invasive aquatic species being both introduced to and exported from Mumbai-JNP in ships’ BW, and to identify the source ports and destination ports posing the highest risk for such introductions; help determine the types of management responses that are required, and provide the foundation blocks for implementing a more sophisticated BW management system for Mumbai-JNP; Provide training and capacity building to in-country personnel, resulting in a fully trained risk assessment team and operational risk assessment system, for ongoing use by the Pilot Country, replication at additional ports and use as a demonstration tool in the region.

The hottest sector of the marine industry today is the transportation of people vehicles and goods by high-speed ferry. While some conventional ferry operators are expanding into the high-sped market many new ferry services are being proposed by entrepreneurs who are often not familiar with the business of designing building and operating ships. Some issues often overlooked when planning a high-speed ferry service or put off until operation is about to begin are discussed. Much of this information should also be useful to naval architects and marine engineers who need to become more aware of the overall planning process for high-speed ferry operations. These issues include political and social influences local environmental conditions ferry design relationships with ferry builders noise stack emissions and wake wash.

Conf held in London 24 - 27 June 1980 Papers are Form selection to develop a high speed round bilge displacement hull series "Bazan 80" Thermo - Skyship - a middle air transport system Hovercraft research on the Cranfield Whirling Arm facility The drag and roll pitch stability of hoverferries at low speed over water On the importance of rudder and hull influence at cavitation tests of high speed propellers A record of progress made on a purpose built hydrofoil supported sailing trimaran High speed surface craft in the service of the offshore oil industry Maintainable by design Improving the properties of A1-Mg marine alloys Aluminium alloys of 6000 series valuable in high speed craft construction The Amfibus a vehicle developed by Cusion Urban Transport Waterjet propulsion in high speed surface craft Hovercraft in the Canadian coastguard An investigation into the hydrodynamics of small swath ships Test evaluation and cost effectiveness of an air cushion vehicle in a logistics support role for the US Navy Life saving systems for high speed surface craft Acoustic aspects of advanced surface craft Power augmented ram landing craft - a new concept in marine mobility High speeds at sea - the theory in practice

This is a review of the processes and procedures commonly practised in production, storage and transportation of LPG with a view to identifying what routes water can enter or remain in cargo and lead to hydration formation. Section 1 describes how water may be introduced into LPG cargoes during production, storage and transportation. Section 2 addresses the formation of hydrates. Section 3 proposes how hydrate formation may be avoided or, at least, controlled. Section 4 outlines various test methods for use on board ships. Section 5 describes the potential hazards to the cargo handling system of ice or hydrate formation. Section 6 summarises the results of this Review and outlines recommendations for further research.

A review of the 12-ton HYSWAS (Hydrofoil Small Waterplane Area Ships) demonstration vehicle QUEST constructed 1994-95 is given. The QUEST is operated by a crew of two using a fly-by-wire control system to provide stability and ease of control. The control algorithms were developed through dynamic simulation and testing in a virtual seaway. The performance results are summarised and the characteristics that may be applicable to 300-ton and 800-ton vessels aimed at the ferry and cruise markets is outlined.