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For ships and offshore platforms there is often a significant amount of power that has to be generated locally for various on-board loads. In order to minimise total system size and weight industrial gas turbines are frequently used to provide the necessary power. A high-speed PM generator can be directly coupled to the gas turbine thus avoiding the use of any hears or additional couplings in between. The proposed PM generator would have N space shifted winding sets that would feed multiple rectifier units connected in either series or parallel and are feeding a common dc link. A zonal local load points; conversion to ac is made at the required voltage frequency and power quality. Here a dc distribution system based on using high-speed permanent magnet synchronous generators driven by gas turbines as prime movers is presented. Proposed permanent magnet generator design and construction system topology and evaluation are given. Also a scaled-down experimental test set-up is described along with detailed experimental results.

The causes of engine room fires are examined. An investigation of survey reports on 73 NK classed ships which reported engine room fires during the 13 years from 1980 to 1992 is described and results presented. Proposed countermeasures to prevent engine room fires as viewed from ship and machinery design and maintenance are summarised. The principal causes of engine room fires were identified as connections of fuel oil and lubricating oil pipelines to the main engine and generator engines becoming loose cracked or disengaged due to engine vibrations with leaked oils splashing onto the high temperature surfaces of exhaust gas pipes turbochargers etc.

The insurance market is concerned with the balance between risk retention and risk transfer. The background to the marine insurance scene is provided including the 1970s and 1980s. In the 1980s the soft insurance market was unable to secure the premium levels needed to sustain profitability. Underwriters need and are seeking much more information. In the gas transportation industry there has been a consistently low level of LNG claims and a higher level of LPG claims. Gas ships insurance is discussed. The LNG carrier is the most expensive cargo vessel afloat. Gas industry standards in training the crews are particularly stringent. The gas shipping industry (LNG and LPG) seems capable of enabling underwriters to build up the reserves needed to deal with a disaster if necessary yet also enabling skilled underwriters to make a reasonable profit.

Conf held 26-28 April1994 in Gothenburg Sweden. Papers are - EU combined transport policies - will roro shipping be able to take full advantage of EU policy Coastal potential Are roro ferries subsidising lolos? A restructured automotive industry - and its impact on vehicle transportation The inevitable move towards very fast roros The reality of just-in-time - lead times can be reduced by better shipboard and terminal procedures - not just by ship speed Customer service through reliability and speed The extension of EU competition law related to maritime transport and roro to EFTA countries EU and EEA rules on state aids and subsidies affecting new ships and roro operations - recent developments affecting roro ad short sea operators; competition rules applying to ports and new proposals for port state control

Conf held 16-18 December 1992 London UK. Papers are - Overview of major accidents in the shipping industry Overview of major accidents offshore What is safety and risk Safety regulations offshore Safety regulation - shipping Identification of hazards failure modes and consequences Quantification of hazards and consequences Risk evaluation Risk reduction and risk criteria The use of risk assessment for ships carrying hazardous cargo in port areas FMEA of a semisubmersible MODU ballast system Safety prediction model for a ship steering gear Event tree analysis consequence analysis cost benefit analysis Safety management in the shipping industry Safety management in the offshore industry

The 'Sea Shadow' is an innovative A-frame SWATH (small waterplace area twin hull) ship that was developed starting in the mid-1980s under a combined ARPA Navy LMMS (Lockheed-Martin Missiles and Space) Company Program. Its purpose is to explore a variety of new technologies for surface ships. These include ship control structures automation for reduced manning sea keeping and signature control. The computational and model-scale evaluations which were used to support the design process are documented. Then the sea trials' procedures instrumentation data collection systems and the conditions that existed during the sea trials are described. Finally the data analysis procedures are described together with the results of the trials and a comparison of the full-scale results with both model-scale measurements and numerical simulations. Results are presented and conclusions drawn.

Symp held in Brussels 18 - 19 Oct 1983 Papers are Automatic data processing in ports The pilot network study Dangerous substances - problems and solutions Final network study - objectives scope benefits European concerted action on shore based maritime navigation aids systems (COST 301) Criteria for standard identification of critical areas for marine traffic Inventory of VTS procedures and their harmonisation Identification location and tracking of vessels Ship to shore communication Movements of ships in confined areas Forum on COST 301 Determining the most suitable fleet characteristics as a function of costs and energy requirements Tele informatic solutions to future maritinme problems An introduction to the EASI project EASI pilot system - voyage calculation system Vessel and port performance system Fleet scheduling as developed under the EASI project Equipment control system Optimal vessel operation The European community and marine environment New means of controlling oil pollution at sea Use of the information system of the community for the control of oil pollution at sea Marine environmental research programmes of the community Data provision for an integrated marine information system

An important property used in the design stage of floating systems is the RAO (Response Amplitude Operator) the transfer function for motions forces and so on. This importance has motivated the development of several analytical numerical and experimental tools to obtain the hydrodynamic behaviour of platforms and ships. Experimental model tests in wave tanks are advisable for the accurate evaluation of the body movements. Three known techniques are used to obtain the RAO curves: tests with regular irregular and transient waves. In the present work special attention is given to the technique used to perform model testing with one type of transient wave: the Gaussian Wave Packet. The advantages of using such technique are discussed and results are also presented for a semi-submersible model during tests carried out at Laboratorio de Tecnologia Oceanica - LabOceano/COPPE/UFRJ Brazil. Numerical calculations and tests with regular and irregular waves are used for valida!

Conference held 28-19 September 1994 in Sydney Australia. Papers are:- Ship shape for the 21st century - seizing the standards initiative (keynote address) - Hockridge The impact of change - International Maritime Organisation - Dijxhoorn OPA and after - the United States Coast Guard - Lemley Action in Australia - the Australian Maritime Safety Authority - McGrath The Regulatory Impact - are we achieving our goals - Kurz Perspectives from a dry bulk and steel shipper - Ellis Perspectives from a user - Isom Perspectives from an oil shipper - Smith Response from a shipowner to the regulators and the users - Wakasurgi The quality of shipping - Timmermann The Association Response - Intercargo - Polemis The Association response - Intertanko - Ugland The human element - setting the training agenda - Cremers Insurance issues - Grover Building a new generation of safer ships - Abe Classification - auditing the societies - Bell Classification - the role of research - Beaumont

Statoil's development of ship based designs for both production and intervention operations is discussed. In terms of production operations the development of suitable concepts is primarily driven by the volume of product throughput and storage capacity required from the vessel and the environmental conditions in which it is required to operate. Statoil is currently developing a variety of designs such as the Norne ship the STP (submerged turret production) ship and moored barges to accommodate the differing production and environmental conditions likely in potential deep water production locations. The focus on intervention operations is to investigate concepts and methods which offer considerable cost reduction together with a reduced support infrastructure. The effort is focused on future operations in remote areas where mobilization of either large lift barges or deep water drilling vessels for installation and/or intervention operations may be time consuming and expensive.

Held in New York on Sept 22 - 23 1980 Papers are Alternate fuels for Maritime use Re - engining of a VLCC with low - speed geared diesel engines Ways to reduce slow steaming fuel consumption of steam turbine machinery through technical modifications A comprehensive program for shipboard energy conservation considerations in establishing a speed performance monitoring system for merchant ships Monitoring speed and power for fuel economy Some aspects of fuel economy in bulk carrier design and operation Energy conservation consideration in CVV hull form design Prospect of sail - equipped motorship as assessed from experimental ship "Daioh" Ship weather routing The in - service roughness allowance - effects of drydocking recoating and the passing of time Hull roughness antifouling coatings and ship performance Effectiveness of waterborne hull cleaning of aircraft carriers Marine steam power plant alternatives in the degrading fuel quality and increasing price environment coal-fired boilers for the 1980s

Int. review of ship design and construction technology Chapters are Series building Efficiency and economy aids High powered tugs Cost effective marine design Dredgers Asymmetric Stern Semi- submersible crane vessel Coal fired ships Floating storage units Barge transportation Warship construction Low draught coasters Reducing maintenance Structures in the Arctic Modern passenger ship construction Bad vibrations Fire protection Interior design Ecomomical thrusters Engines for the smaller ship Shallow draught propulsion units Low speed diesel Propulsion packages Gas turbine cruisers Ceramic coatings Fibre metal thermal barrier systems Roerpropeller propulsion Propulsion plant in a new light Turbocharger deposit testing Efficient pumping Compressor plants Stabilisers seals and separators Waste heat recovery Reverse osmosis Fuel costs management Fuel saving Quality control Lubricating oil Digivalves Consumption problems Emulsified fuels Fuel additives Automatic tracking Precision voyage control Integrated navigational control Wheelhouse design Electronic cargo handling devices access equipment Cathodic protection Corrosion Rudder ceramic metals Ship management Microcomputers Super Economics

Various synthetic chemicals commonly known as ODSs (ozone-depleting substances) have been implicated in the destruction of the Earth's protective stratospheric ozone layer. As a result of international treaty and US legislation the domestic production of the most powerful ODSs (Halons and CFCs (chlorofluorocarbons)) has permanently ceased. Many of these ODSs however are refrigerants solvents and fire-fighting agents that have been playing critical roles in daily ship operations. The Navy's original strategy of conserving ODSs converting systems and processes where feasible relying on strategic reserves where necessary and developing 'ozone-friendly' equipment for new-design surface ships and submarines is succeeding. This is the second of three papers that cover all aspects of the Navy's strategic reserve of ODSs. This paper addresses in detail the process used to estimate the required size of the reserve including the survey method statistical analyses and sizing algorithms.

When US Navy personnel first board a ship they are generally unfamiliar with the overall layout of the ship. The use of CAD (computer-aided design) in the development and construction of new ships provides a partial solution to this problem by making it possible to build interactive 3D VEs (virtual environments) that can be navigated and explored in advance of boarding the ship. Such environments must be augmented with intelligent query answering and route finding integrated with a symbol-based interface that can provide information such as compartment names and numbers. While such an interface is typically implemented as a GUI (graphical user interface) in most computer applications speed interaction provides a natural alternative with minimal hand-eye interference. Two such speed-interactive VE interfaces are described. The first has been developed for Navy fire-fighting research and the second for a newly commissioned aircraft carrier.

A strategic curriculum provided by the Faculty of Maritime Sciences Kobe University is presented to show how the motivation and knowledge of maritime science could be fostered and enhanced in conjunction with a strategic admission system. The curriculum in the first semester aims to entertain studuents with the sea and ships using a high performance cruiser cutters etc followed by teaching fundamentals and common sense in the field of maritime science. Then students are given an oportunity to select their preferred department from the three departments of Maritime Technology Management Marine Transportation and Marine Engineering. As far as thehe Department of Maritime Technology Management which has the primary role of fostering seafarers almost 30% of students are enrolled through a recommendation based admission system in order to welcome students who have enough enthusiasm towards maritime science at the time of the entrance examination. The strategies introduced here would help other maritime education organisations where the number of applicants tends to decrease.

CBMS (condition-monitoring-based survey) is now available on propeller shaft and bearing metal on board ships under some conditions. However a surveyor must inspect the lubricating surfaces of a diesel engine every 5 years. This can be called a 'time-based survey'. The possibility of using a CMBS for ship diesel engines is investigated. One trial the combination test of an acoustic emission analysis and cylinder drain oil analysis was done on board a sailing ship and the results were reported in 2002 at a marine symposium. The other trial analysing oil containing foreign metal wear particles is considered here. Two foreign metals (cobalt and yttrium) were embedded in piston ring test piece and another foreign metal (barium) in a white metal test piece. PDWT (pin on disk wear tests) were run by a private wear test machine. The first wear test was run for 180 hours under an oil temperature of 160 ºC and a load of 5000 N. The second wear test was run for 97 hours under an oil temperature of 100 ºC and a load 3500 N. The oil in service was analysed by a spectrometric oil analysis program and a ferrography analysis method.

Worldwide awareness of environmental issues has resulted in the formulation of new environmental laws. Navy policy requires compliance with these laws by Navy vessels including submarines. The design impacts of complying with environmental laws associated with solid waste for a new submarine design from a General Arrangements standpoint are discussed. The process undertaken by the General Arrangements and Human Support Systems Integration Team of the New Attack Submarine Program (PMO450) is described. This process enabled the Team to develop an option which is viable within technical cost and schedule constraints. The option is described. The discussed is limited to the design aspects of solid waste management of the NSSN (New Attack Submarine). However the approach is applicable to all operating submarines and the design principles used may also be applicable to surface ships.

All ports have a duty to survey their channels and berths to ensure safe navigation within their areas of jurisdiction. A general introduction to hydrography is given. Only the largest ports such as Southampton can afford to maintain their own full-time hydrographic staff and equipment. Southampton has a large port area and a high volume of traffic. Surveys are primarily carried out to ensure safe navigation by very large ships. The seabed is not static and has to be deepened by dredging. A key task of the Hydrographic section at Southampton is planning and monitoring dredging activities. Other responsibilities are also described.

The Mobile Offshore Base (MOB) is designed to transit to anywhere in the world in the required time frame. During the research of MOB dynamical properties a non-linear system modeling and optimization tool using Reverse MI/SO (Multiple-Input / Single Output) techniques was developed and applied to different aspects of MOB dynamics analysis. MISO is based on statistical signal processing of the recorded time histories of the excitation and response of the non-linear multi-degree-of-freedom system. In this paper the model testing data in beam seas is analyzed using the Reverse MISO technique. The authors expected to identify significant nonlinear roll damping for the nonlinear integro-differential equation as is the case with ships. Instead a significant nonlinear heave damping related with the nonlinear relative heave velocity has been found during the analysis. This once again acts as a reminder that due to the strong nonlinearity of MOB motions in the severe sea ways nonlinear analysis methods such as Reverse MISO are important and need to be applied in order to fully identify the dynamics of the MOB motion.

The book contains the results from a programme of systematic model experiments planned by the authors that were carried out at the Swedish State Shipbuilding Experimental Tank. The experimental results were converted to the scale of a ship having a displacement of 9750 tons and a trail speed of 16 - 16.5 knots. The results are also expressed in dimensionless form in order to facilitate their application to similar ships of different size.