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A software system has been designed to assist hull design of ships and the structural elements. The system operates in compatible personal computers in a local network using AutoCad as graphical interface. The system emphasizes the link between the preliminary design and production. The CADESNAV-PC system was developed for Estaleiros Navais de Viana do Castelo to replace its in-house system. The CADESNAV-PC system is composed of one module to define the hull geometry and another one to define the ship structure and transmit this information to the production department in an appropriate way. This system is described.

This paper covers the development of an emergency main propeller shaft seal for submarines. Since the current back-up seal is a packed gland and an inflatable seal the design will not allow the vessel to continue operating at depth and speed in the event of main mechanical seal failure. This paper presents a design for a simple back-up seal that can be fitted in split form and will operate completely automatically should both the main seals fail enabling the vessel to continue at operational depth and speed. The design is now being evaluated for surface ships (SES). Paper particulars include choke ring development the James Walker RotaLion trials ring materials cooling methods smearing shaft surface material Inconel shafts wear critical leakage rates jet cooling Rotachoke and self-aligning choke rings packed glands and extrusion rings.

Ship management companies and ship owners are eager to ensure safe navigation and marine environmental protection. The amount of information handled onboard ships is increasing. In order to manage increased information effectively and to evaluate the main engine condition some of them are demanding a remote maintenance system through the e-mail system thus connecting the office and the ship. A new type of main engine technical support system (ADMAX TSS) is presented. The basic concept of this system is that the specialist of the shipyard and the main engine manufacturer evaluate data sent by e-mail from the ship to their office in order to support ship management companies and ship owners. The analysed and diagnosed result is displayed on the screen of the shipboard system at any time to execute the evaluation of the first stage of the ship. This newly developed technical support system has been in service on a VLCC built in IHI since September 2004.

The DES (directional sound evacuation) system is presented. This offers an additional or alternative means of escape and evacuation way guidance that has been shown to considerably improve exit times. Audible exit signs are positioned at carefully chosen locations to guide people along escape routes. Independent trials showed improvements in evacuation times of up to 75% achieved in smoke and 35% in perfect visibility compared to conventional visual guidance systems. The governments of the UK and Germany have proposed DSE to the IMO for approval within SOLAS regulations as an alternative to low location lighting and mandatory fit in public spaces aboard passenger ships.

This book on disabled tankers is divided into three parts. Part 1 describes an experimental and theoretical investigation into the drift of tankers in wind and waves. Results from free model tests, constrained model tests and calculations based upon the NMIWAVE computer program are presented and discussed. Other data, from the free running and constrained model experiments relating to model tracks and sea-state data, are included as Appendix. To validate results of the model tests, full-scale drift data were obtained from a number of ships. Part 2 presents the results. Part 3 describes tank test studies to examine the effect of towing forces on a disabled tanker drifting in wind and waves. Following a description of the experimental techniques employed, results from all experiments are presented and discussed. Some conclusions are drawn relating to turning and towing a tanker, subject to the constraints imposed by the conditions of the exercise.

The author first gives details of the various drilling vessels available and their advantages and disadvantages. Drilling vessels can be either ships or semi-submersibles. This paper considers the drilling operations that can be carried out in heaving seas and considers the compensating devices which have to be used to cope with roll and heave. Details are given of tensioners which keep the riser in tension and allow relative movement between vessel and riser. Another device is the drill string compensator which applies a constant force to dynamic load and allows relative motion of the vessel to be isolated from the load. The motion compensator enables drilling operations to continue in relatively high sea states by decreasing downtime bit wear and equipment damage whilst increasing the safety of personnel. Finally typical operations with such motion compensators are outlined.

The great Tsunami disaster in Southern Asia involved the loss of many ships which now have to be replaced. The behaviour of motion incorporating different shapes of bulbous bows is investigated. While some research had already been done on the resistance characteristics of incorporating different bulbous bows the effect of bulbous bow on motion had not been studied in detail. Some research has been undertaken by incorporating various types of bulbous bow. Different types of bulbous bow were designed in 3D computer-aided CAD software. The vessels with their new bows were panelled. A C++ computer program was developed for this panelling purpose. With these new designed bows the motion characteristics are studied using 3D source distribution technique in regular wave. It is observed that the bulbous bow influences the motion responses of vessels. Results are presented and discussed conclusions drawn and recommendations made.

A general review of the problem of European land transportation is presented. The purpose of this paper is to highlight which possibilities the EU should promote in European Sea traffic in order to reduce (or maintain the status quo of) road traffic. The ships types now in service are briefly considered followed by a more in-depth examination of alternative options. Some practical proposals are made to promote the development of new prototypes combined with economic proposals that may require support from the EU.

The Strategic Defence Review of 1998 identified a requirement to deliver the Joint Rapid Reaction Force equipment into an operational area. This requirement is currently planned to be met by up to six commercially standard ro-ro ferries. A feasibility study is presented which was carried out to examine the viability of a FSLL(P) (pentamaran fast sea-lift logistics ship) as a high-speed solution for the JRRF sealift requirement. In order to assess the benefits of the pantamaran design it was decided to compare its capacity and delivery schedules using less ships transiting at high speeds with a higher number of standard vessels travelling at slower speeds. It was also assumed for the purposes of the study that the design solution must be able to full a commercial market niche and be suitable for a PFI type service arrangement. Although unit initial cost is shown to be significantly higher than equivalent displacement but slower monohulls the final squadron costs are similar.

The German Navy has decided to replace their F122 class frigates by a new frigate type during the upcoming decade. The analysis of various and numerous operation carried out by the German Navy has shaped a very specific mission profile. Thyssen Krupp Marine Systems is contracted for this new type of frigate which will be in service in 2014. The F125 frigate follows the new concept of the armed forces answering challenging questions. The ship has to operate for long periods combined with a reduced crew in the area of operation. As the tasks are different compared to former frigates (F122 F123 or F124) the requirement analysis and design has lead to different solutions regarding platform propulsion system and weapon sensor suite. For example a major design driver was the requirement for up to 5000 operational hours per year which leads to several intensive use concepts. The platform will support the reduced crew with innovative handling concepts providing a high survivability and will be able to accommodate up to 50 special forces including four 33 ft RHIBs. The CODLAG propulsion concept combines the intensive use aspects with the flexibility needed by the ships crew.

Here is the story of 20th century passenger shipping, from the first of the superliners (the German Kaiser Wilhelm der Grosse) to Cunard's Queen Elizabeth and Queen Mary, right up to Queen Elizabeth 2, and including such other favourites as Mauretania, the Lusitania, the Normandie and the legendary Titanic. From the early four-stackers to the post-jet transition to cruising, the accent is on the North Atlantic trade, but other routes such as Australia, Africa and Latin America are also included in this superbly illustrated look at the past, present and future of ocean travel.

There has traditionally been a tendency for large load-carrying components in a machinery system to be regarded as more important than smaller ones. However so-called less important marine machinery parts can cause serious damage to the entire system if they fail. Systematic objective and statistical methods are required to find out the real weak points of a system in order to ensure its integrity. FMEA (failure modes and effects analysis) is considered an appropriate review procedure for this purpose. It is a powerful tool to systematically identify potential failure modes their effects and causes and to develop possible preventative or corrective measures. A statistical analysis of component failures as the root causes leading to the complete loss of propulsion of the ships was carried out in accordance with the general procedure for FMEA. Because the severity of each root failure is the same i.e. the loss of propulsion the risk of ranking them was reduced to simply estimating their occurrence probabilities.

The aims of the GloBallast BWRA for the Port of Sepetiba 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 Sepetiba Bay 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 the Port of Sepetiba; 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.

While agreeing that the concept of the Global Maritime Distress and Safety System (GMDSS) is good many shipmasters have been unhappy with the way in which equipment has been introduced to ships and with the training required. The large number of false alerts associated with the equipment is mentioned and the negative effect this has on response is highlighted. The lack of GMDSS training amongst deck officers is discussed together with the current need for training to be equipment-specific. Other problems with GMDSS are highlighted in relation to logging requirements anomalies in the geographical coverage of the system and the complexity of GMDSS documentation. Four solutions to the problems of GMDSS are proposed: Masters and officers should be trained to a basic level; training should be made readily accessible by using distance learning or on-board simulators; equipment should be standardised; and the anomalies should be removed.

The future expectations of the modern sailor in terms of the quality of life on board are considered together with the balance required between the platform in terms of its war fighting needs and the cost impact of accommodation. The RAN most often acquires its ships based on foreign navy heritage designs therefore it needs to ensure that accommodation requirements meet the standards expected and also support its doctrine for ship operation. The need to use space more effectively within a ship is addressed as well as the need to provide an efficient and effective ship layout supporting the movement of personnel and stores. The issues of future trends are outlined as well as the need to provide supportive background studies using Human Factors and Interior Design to provide design support and verify appropriate standards of performance health and safety which have been clearly identified and risk assessed. It is important that the modern ship provides living systems that are responsive to the changing needs of ship personnel and society's expectations.

Second Conf held in London 15 - 17 February 1982 Papers are A new HF communications system architecture for ships Future HF system architecture HF loop antennas for air land and sea mobiles Adaptive null steered receivor antenna array for data communication over HF channels Electronic steering of antenna nulls for HF interference reduction Implications of the proposal to employ SSB with partially suppressed carrier for HF sound broadcast transmissions A mode detection sounder A real time HF channel simulator Real time channel evaluation in an automatic HF radiotelephone system Real time tactical frequency management HF propagation measurements relevant to communications networks Simplified estimation of HF sky wave signal mode reliability Comparison of predicted and measured MUFs and LUFs on Portsmouth/Bodo and Portsmouth/Halifax paths Consideration of factors influencing the use of spread spectrum on HF sky wave paths An experiment with spread spectrum modulation on an HF channel A practical approach for the operation of HF portable data networks An experimental techique for measuring the coherence of HF skywave radio links Megahertz bandwidth HF skywave communications techniques HF spectral occupancy A statistical analysis of HF radio interference and its application to communications systems

A hydrodynamics-based analysis and computer simulation is applied to represent ship interaction forces in narrow shallow channels to reproduce the chain of events leading to a specific collision accident which occurred in the Houston Ship Channel (HSC). This simulation procedure which involved three ships with different passing events (i.e. overtaking and meeting of different vessels) was conducted with the use of a desk top PC machine. A description of the accident scenario is given. The method of analysis is outlined. The simulation of meeting maneuver-two tankships and the simulation of overtaking maneuver-large tankship and barge tow are considered. The collision result is discussed.

A method for hydroelastic analysis of high speed vehicles is presented. The dynamic behaviour of the ship is described including resonant vibration phenomena and dynamic amplification. The importance of these effects is investigated in a limited parametric study. Results indicate that the fatigue performance of high speed vehicles can be influenced by hydroelastic effects. Hydroelastic effects increase significantly with increasing ship speed and hull flexibility. The internal hull damping had a negligible influence on the response in the first and second vibration modes. Other high speed ships may display a much higher dependency on hull damping. More response quantities should be investigated. An important future task is to verify the method by experiments.

The double-hull design concept is one of the effective ways for oil pollution prevention during collision and grounding accidents of oil tankers. Arguably there might be better design alternatives which improve the structural performance of ships against collision and grounding when compared to the thus far well accepted double-hull concept or even a double hull that performs better compared to what is being routinely achieved by today's design methods. The current design procedures of tanker structures against ship collisions and grounding are reviewed. Some innovative design concepts of tanker structures which have been suggested based on the insights and findings obtained using more rational design procedures are surveyed from the literature. Some conclusions are made that no universal tanker design concepts against ship collisions and grounding are relevant while it could be said that the direct or design-orientated procedure must be used to achieve better designs which may prove not only to be efficient for pollution prevention but also to be less costly to build and operate.

The trends in Integrated Platform Management Systems (IPMS) for naval ships show increasing levels of automation and integration. The use of Multi Functon Workstations connected to the IPMS network with all data available offers considerable flexibility to the operator which in turn will lead to improved ergonomic MMI design and crew reduction. The use of On Board Training Systems will provide extensive on-the-job training and the use of Fire Fighting and Damage Control will speed up the reaction on Damage Control events. Views regarding these trends are offered. After some introductory information a look is taken at the digital bridge system followed by the integrated closed circuit television system integrated on board training system and integrated fire fighting/damage control system.