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Conf held 4-5 November 1993 in Boras Sweden. Papers are - Developments of standards and test methods for water mists systems Design of water mist fire suppression systems for shipboard enclosures The efficiency of different water mists systems in a ship cabin The potential of fine water sprays as halon replacements for fires in enclosures Perspectives on fine spray / water mist technology at factory mutual research corporation Extinguishing mechanisms of water mist Full scale water mist experiments A fully integrated water mist fire Suppression system for telecommunications and other electronics cabinets suppression of compartment fires with a small amount of water Approval of water mist systems on ships - consideration of equivalency to sprinkler and water spray systems

The warfighter should not be concerned with environmental protection as he strategies or trains for conflict. Navy ship program managers must consider environmental protection as a fundamental element of their program since a ship that is designed to be environmentally sound is inherently operationally flexible. Environmentally Sound Ships enhance crew quality of life enable unrestricted operations are easier to protect in port and avoid costs over their life. Environmental protection is often overlooked until the very end of system design and is often 'tacked-on'; not integrated into the design leading to less than optimised solutions. Early adoption of the straightforward basic management principles of an EMS (Environmental Management System) affords the Program Manager with a transparent process for defining requirements and budgeting and executing required resources to ensure that the system is fielded fully capable to meet warfighter needs. The successful implementation of the Secretary of Defense FY 2001 Environmental Excellence in Weapons System Acquisition Award winning Lewis and Clark (T-AKE 1) Class ISO 14001 certified EMS in the context as a risk management tool is discussed.

The design of propeller blade foil sections with improved cavitation performance has attracted plenty of interest in recent years. Improving cavitation performance of propellers has the benefit of reduced acoustic signature (important for naval ships and some fisheries research vessels) reduced propeller induced vibration and reduced cavitation damage on propeller blades. Methods currently available for designing custom blade sections are laborious and may result in section shapes which do not form a consistent family thereby causing difficulty in fairing along the blade span while maintaining desired section characteristics. A methodology for generating foils with the desired properties which will form a smoothly varying family along the blade span is presented. Sample foil designs are also presented and their characteristics discussed. In addition a simplified method of designing selected foil sections with properties superior to the conventional NACA sections is presented. The information required to create these sections is presented on tables and graphs so that the sections can be designed without special computer programs.

Research work which addresses the first two steps of the Formal Safety Assessment (FSA) approach concerned with hazard identification and screening and with risk evaluation and assessment is presented. Hazards capable of affecting ships are identified as collision contact with other objects explosion natural and other external hazards fire flooding grounding or stranding hazardous substances loss of hull integrity machinery failure and payload related hazards. Hazards are screened and ranked and risk evaluated. A FSA methodology has been specifically developed appropriate to international shipping based on existing risk analysis techniques integrated into a robust and comprehensive mechanism suitable for marine hazards. IMO is in the position to make effective use of FSA.

The RNLN aims to design effective naval ships at minimum life cycle cost whilst maintaining a certain military level of safety at least equivalent to civil standards. The survivability of a vessel depends on its susceptibility to weapons and its weapon systems as well as the vulnerability of its platform and its systems to weapons and its recoverability after being hit by a weapon. The recoverability performance depends largely on the ingenuity of a ship's crew. However lean manning challenges the recoverability tasks performed by man. The measures taken by RNLN to optimise the traditional damage control and fire fighting tasks are explained and attention is paid to research that aims to find ways to reduce human tasks due to the introduction of proper automation solutions.

In this paper an attempt is made to include crew safety in the preliminary ship design as an explicit node or condition. In this preliminary study the goal was to design ships with improved seakeeping characteristics. The procedure followed is based on the use of an expert system shell Echidna which has features that make it more suitable for design in general. In theory any nonlinear solution solver that includes inequalities and equalities could be used to design a ship. Echidna's built in logic is able to handle constraints that is the ability to reduce the design space through propagating constraints on the corresponding design parameters. The applications presented in this paper are the development of a code in Echidna to design a displacement type boat suitable for the Pacific coast of Canada. The application of the Expert System shell is based on standard nodes equations and/or constraints of ship design. The shell is expected to find a solution within the constraints specified. The Echidna Expert System usually is able to find a solution and supply the result as a range for the ship parameters.

After some introductory information putting matters into perspective a look is taken at non-certification as a deterrence. Next legal implications for non-compliance with the ISM Code as a deterrence are considered. After this present or future judicial or legislative influences upon the ISM Code are discussed including the central question of whether the law or judicial processes provide a sufficient deterrent to owners or operators of ships so that the objectives of the Code can be reinforced. This is followed by consideration of transparency of other players as a deterrence. Lastly recommendations for possible reform are offered.

Table of Contents Illustrations / iii Tables / v Series Editor's Foreword / vii About the Author / ix Introduction to the 2011 Edition / xi Foreword / xvii Preface / xix Introduction / 1 Map of the Dutch Republic / 11 Map of Dutch Naval Activity in European Waters / 12 Part One: The "Old" Navy, Late 1500s-1652 / 13 Naval Operations against Spain and the Dunkirk Privateers / 15 The Boards of the Admiralties at Work / 25 The Slow Birth of a Naval Officers? Corps / 35 Truly International Crews / 48 Part Two: The "New" Navy, 1652-1713 / 57 The "Old" Navy Out of Date / 59 John de Witt?s New Navy / 64 An Era of Naval Campaigns against England and France and in the Baltic / 71 Changes in the Naval Administration / 85 De Ruyter and the Other Naval Officers / 96 Well-manned Ships / 114 Part Three: A Second-Rate Navy, 1714-1795 / 127 Convoys and the Containment of the Barbary Corsairs / 129 Favouritism and Innovation / 141 Little Work, But More Education for the Naval Officer / 153 Naval Seaman, A Poor Man's Job / 170 Aftermath / 187 In Retrospect / 191 Bibliography / 195 Index / 209

The application of modern methods of non-linear dynamics to the study of the non-linear roll motion equation started during the late seventies and is now used to give design indications for safer and more seaworthy ships. To obtain reliable results by applying the modern methods of Non-Linear dynamics a realistic mathematical model of ship motions is needed. When considering the general approach to capsising i.e. including broaching and parametric resonance other degrees of freedom have to be included in addition to roll motion. In particular the coupling of roll motion with other motions in the transversal plane heave and sway is analysed employing a parameter identification technique used to discuss the goodness-of-fit of different mathematical models to the experimental data and to obtain values for the coefficients. The results of a series of tests on the scale model of a small ro-ro in beam waves are presented. Three different initial metacentric heights are tested within the same displacement.

In the field of ocean surveying both scientific and commercial AUVs are being used as a means to reduce the problems associated with operating from surface ships. These problems include ship motions engine noise hull vibration and high operating costs. Whilst an AUV addresses some of these problems they are expensive to design and build mechanically complicated and have a limited speed. The design of an alternative survey vehicle is considered: a small fast semi-submersible capable of autonomous operations and able to achieve acceptable low motion characteristics. It is important to assess early in the design process whether or not the intended design can fulfil the requirements of low motions in a relatively severe sea-state. Therefore an extensive parametric study was undertaken using a 3D pulsating source distribution method to evaluate the vessel responses. This investigates changes in body length diameter

A brief historical background of the international ocean transport industry from post World War II is provided. The distorted demand-supply relation in ocean transport is discussed. Reasons are outlined for the growing number of sub-standard ships and the deteriorating safety record of the international merchant fleet. In an assessment made during the early 1990s the World Bank concluded that the international maritime transport industry had drifted into a deeply rooted crisis. Suggestions are made about ways to improve matters. Lastly prospects for the maritime industry in the final years of the 20th century are outlined with the concluding remark made that "the outlook towards the 21st century can be cautiously optimistic at best".

Wing In Surface Effect Ship (WISES) is a high speed sea transport which uses the high efficiency of aerodynamic wing(s) in the proximity to the water surface. Most of WISES (or ekranoplan WIG ships) have large horizontal stabilizers on their tail for the stability in the surface effect. However the horizontal tail configuration shows some defect in takeoff. The authors are studying a canard type WISES for its potential in takeoff from rough seas. This paper presents a brief description of the canard WISES concept and its self-propulsion model test by 1.8m and 3.6m length models.

Fast ships are now required which have more powerful and efficient engines at lower speeds coupled directly to the propeller. Shafting and structures vibration is one of the areas of research. This study investigates the possibility of the removal of the barred speed range by reducing the harmonic component of the excitation that is responsible for resonance. The active torsional vibration control is based on a pilot injection and delayed combustion while keeping the MIP (mean indicated pressure) at the required value for a normal operation of the marine engine on the propeller law.

Today's inland vessels operating on the central-European inland waterway network are briefly introduced. Following on from this future conventional inland and river-sea vessels are discussed. It is thought that future conventional vessels so-called displacement ships (except for bulk carriers) will operate at a higher speed on inland waterways than today. Hull improvements are also expected. Technically improved loading and unloading equipment could make waterborne cargo transport more effective and more competitive. Port infrastructure will have to be adapted to the rising technical demand. Some hydrodynamics for higher speed vessels operating in inland waterways are considered followed by the minimisation of wave generation in hull shape design.

Results from a physical scale modelling study of six anode warship Impressed Current Cathodic Protection (ICCP) system which performed very badly at sea are presented. Potential profiles measured over a one-hundredth scale detailed metal model hull with intact and damaged paint coatings in at anchor and under way conditions confirmed the poor performance of the system and the requirement for a re-design of the configuration. The modelling data confirms that two-zone ICCP systems are required for larger ships to provide good corrosion protection with a damaged paint coating. Good protection under the various operational conditions was achieved by the careful location of an additional pair of anodes aft of the propellers and moving the Stern-zone reference electrode from the A-brackets towards the transom.

Second edition This book provides a comprehensive and concise overview of ship registration, its fundamental principles, the factors governing shipowners’ choices of flag and the impact of registration formalities on ship sale and purchase transaction. The author discusses issues of particular importance including the emergence of flags of convenience, offshore national registries and the concept of dual registration. He completes the book with a detailed look at the registration procedures of eight major flags: the United Kingdom (including the British offshore registries), Cyprus, Panama, Liberia, Vanuatu, the Bahamas, Malta and St. Vincent and the Grenadines. The establishment of a central register of British ships is discussed in detail in this second edition. The book is expanded to include commentary on registration procedures in Malta and St. Vincent and the Grenadines and the proposals to establish a new European community register (EUROS).

Two public statements made by BP in 1996 are given - "Our goals are simply stated - no accidents no harm to people and no damage to the environment" and "We aim to carry as much of our oil as possible in our own ships". BP's experiences in the past are instrumental in formulating its policies and actions in the future with decisions based on the evidence presented to the company. Ship inspection findings are looked at. Practices and the ship vetting decision are reviewed. The safe operation of tankers in coastal waters and approaching terminals is discussed with several cases briefly presented and the ISM code touched upon.

Contents Introduction The bottom of the market The trials and tribulations of modern shipowners International Shipping: lessons from a crisis Seatrade far east conference 1986: Chairman’s Introduction and Summing up New Hope Are we out of the doldrums yet? Shipping – an industry with a new lease on life Extract from the chairman’s report in the Hong Kong shipowners’ Association Report 1988 Extract from the chairman’s report in the Hong Kong shipowners’ Association Report 1989 Life extension of ships – the tanker owners’ view Shipping and arbitration Toast to the Hong Kong Branch of the chartered Institute of Arbitrators The benefits of Hong Kong arbitration Shipping and international trade Shipping and governments Shipping and governments – a workable partnership The role of politics in shipping The human element Let us be honest with ourselves The human element in shipping The local and regional scene The role of transportation and communications Bulk shipping in the pacific region The internationalisation of Hong Kong Asia-Pacific growth: impact on the bunker trade A tumultuous end to the decade Significant reduction in economic growth seen in 1991 Global strategy of Asian businesses

The aim of this paper is to demonstrate the prediction of internal loads on liquified natural gas (LNG) tanker ships and on offshore platforms. Use is made of the moving grid approach and a finite volume solution method designed to allow for arbitrary ship motion. The motion of liquid is computed using an interface-capturing scheme which allows overturning and breaking waves. By performing a coupled simulation of the flow and vessel motion it is possible to obtain a realistic response of the liquid in a tank to external excitation e.g. by sea waves. Results are first presented for LNG tanks whose motion is prescribed in accordance with planned laboratory experiments. Both two-dimensional (2D) and three-dimensional (3D) simulations are performed.

The aim of this paper is to demonstrate the prediction of internal loads on liquified natural gas (LNG) tanker ships and on offshore platforms. Use is made of the moving grid approach and a finite volume solution method designed to allow for arbitrary ship motion. The motion of liquid is computed using an interface-capturing scheme which allows overturning and breaking waves. By performing a coupled simulation of the flow and vessel motion it is possible to obtain a realistic response of the liquid in a tank to external excitation e.g. by sea waves. Results are first presented for LNG tanks whose motion is prescribed in accordance with planned laboratory experiments. Both two-dimensional (2D) and three-dimensional (3D) simulations are performed.