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The navigability of the Northern Sea Route (NSR) with existing ships and icebreakers and ways in which the development should go are considered. A technical feasible and safe navigation along the NSR may not currently be economical. The economy needs to be proved to convince western shipping companies to use the NSR for sea transport between Europe and the Far East. Research and development on various topics of the transportation system can improve the NSR's economy. Ice conditions navigability of the NSR today proposed measures to improve the rentability of the NSR and the implementation of international use of the NSR are discussed.

In order to decrease the risk of adverse health effects on cruise ships it is essential to keep control of the factors promoting microbial amplification. DNV provides an assessment service named Air Quality and Water Systems Assessment (AQWA) which is designed to rate a vessel's air and water systems. Procedures security and outbreak management protocols are reviewed and verified. The systems are inspected visually and rated. Samples are collected from the vessel's HVAC system portable water system pools fountains and ambient air. A report with results findings and recommendations is issued. After some introductory information a look is taken at outbreak conditions. Next assessment objectives are considered followed by handling of sample results. Lastly outbreak management is outlined along with findings and recommendations.

Dynamic positioning enables ships to maintain their heading solely by the use of controlled propellers. Dynamic positioning makes it possible to carry out petroleum operations in almost all the oceans and seas in the world. It has enabled seabed exploration at up to 7,000 meters and is used on gigantic semi-submersible platforms operating as far as the arctic seas. Chapter 1 looks at searching for offshore oil; Chapter 2 at the technique of dynamic positioning; Chapter 3 at subunits of a dynamic positioning system; Chapter 4 at determining the characteristics of a dynamic positioning system; Chapter 5 at achievements and operational aspects; Chapter 6 at regulations and operational safety; Chapter 7 at cost estimation, Chapter 8 at mooring and dynamic positioning and Chapter 9 at near future developments.

Conf held in London Feb 9 - 10 1984 Papers are an overview of future requirements for manpower planning and training for the UK fleet Experiences and thoughts for the future by a mixed fleet operator Moves towards a single point entry - five years experience Trends in organisational development onboard and the implications for British institutions The modern technology and its impact on marine training in the merchant navy The Royal Navy - manpower training and education now and in the 1990s What is required of a ships officer in a diverse and changing world Changing marine training to accommodate different manning practices British shipping in the nineties - options and consequences Education for an uncertain future Assessing the international and other pressures for change in the role and training of marine engineers Onboard electronic maintenance - the training to fit the need Education and training for the future

Integrated Full Electric Propulsion (IFEP) has the potential to reduce the Life Cycle Costs of warship propulsion systems. A major challenge is how to achieve the cost benefits of IFEP at acceptable risk levels whilst maintaining or enhancing military capability in future classes of warships. This will require innovative development of high power density electric propulsion equipment capable of meeting stringent requirements for shock and acoustic/electro-magnetic signatures. This equipment must then be integrated to produce a reliable adaptable and capable IFEP system. The next step is to demonstrate an IFEP system at a shore facility the Shore Technology Demonstrator (STD) which will show that IFEP can meet the operational requirements of future ships and submarines whilst achieving significant savings in total Life Cycle Costs and reducing risk. These issues are discussed in detail with particular emphasis on the ship impact of the various IFEP options and the system integration concerns that are now being addressed.

Recommendation 85 of Lord Donaldson's report Safer Ships Cleaner Seas which followed the Braer accident in 1993 stated: The UK Government should set up a system to ensure that tugs with adequate salvage capacity are available at key points around UK shores. A thorough review of emergency towing availability and capabilities was set up by the Coastguard Agency. Lord Donaldson indicated that the two areas which posed the highest risk in terms of potential pollution were the Minches and the Dover Strait. Types of vessel (AHTS vs SALVTUG) and functions for them are outlined. Operations 1994/5 in Dover and Stornoway are discussed followed by operations 1995/6. A summary of the two years' operations in both the Dover Strait and the Minches is given in Annex A.

The major activities of the Independent Safety Auditor (ISA) include: reviewing the safety management plan endorsing statements of categorisation of risk carrying out technical review and audit carrying out independent analysis maintaining auditable documentation and endorsing safety statements and safety cases. The trend across industry sectors for more safety legislation has been mirrored by the UK Ministry of Defence (MoD) culminating in the requirement for all new Royal Navy ships to have a full safety case. HMS Ocean is the first ship to have this requirement; the role of the ISA in auditing and endorsing her safety case is described.

A methodology to evaluate the global environmental impact of different transportation systems in coastal metropolitan areas is described. In particular the proposal of a new sea passenger line served by innovative high-speed vessels (surface-effect ships - SES) in the metropolitan area around Genoa is considered. This assessment aims to quantify the different impacts that merchant and passenger traffic flow can have on the surrounding environment and to compare these impacts with those from other means of transport. The methodology should be used as a tool during the decision-making process in planning transport systems over a given area. The present study is therefore intended to be a contribution towards the complete integration of all relevant issues of the maritime transport process in the direction foreseen by the new 'proactive' approaches to sustainable mobility with particular reference to short sea shipping where the environment is a matter of major concern. A case study of new passenger routes to improve mobility in the Metropolitan Area of Genoa is presented.

A comprehensive review of the development of systems for marine environmental risk assessment and management outlines basic factors of risk management prior to discussion of the historical background to and provisions of The International Law of the Sea the IMO Conventions particularly MARPOL 73/78 the US OPA 90 the ISO 9000 series the ISM code and the ISMA code

Conf held in London 13 - 15 Apr 1983 Papers are The building of the two "Dreadnoughts" The Glasgow University Department of Naval Architecture 1883 - 1963 A reconstructed engine for the SS Great Britain Ten decades of improvement in the technical and economic efficiency of merchant ships From warshipbuilding to tankers - the Swedish shipbuilding industry 1880 - 1939 The ship plans collection at the National Maritime Museum Management policy and the eclipse of British shipbuilding Icebreakers - a review of development Welding - the quiet revolution Training for shipbuilding Shipbuilding between the wars - an accountants view of the experience of the Fairfield Company The role of the diesel engine in shipbuilding The development of the offshore engineering industry in the UK and Europe Harland and Wolff - towards 125 years of shipbuilding Trade unions and industrial relations in the British shipbuilding industry Western European shipbuilding trade unionism The Norwegian shipbuilding industry - the transition from wood to steel 1880 - 1980 Shipbuilding and the press - one hundred years From craft to profession

Small passenger vessels frequently operate close to much larger ships particularly in ports and on inland waterways. The smaller vessels' operations often take them across main shipping routes where large vessels operate with restricted ability to manoeuvre. There is a potential risk for a small passenger vessel to be struck by a larger ship. A modest series of model tests is described carried out to study the mechanisms involved and the potential for flooding or capsize. The aim is to attempt to establish the parameters affecting the survivability of passenger vessels in terms of design parameters or stability characteristics. Models of two monohulls and a catamaran were subjected to collisions while stationary in a towing tank. The impact location relative headings speed model configuration and stability were varied. The results showed that for each configuration a critical collision speed could be established above which sinking or capsize would result. Comparison of the critical speeds enabled the relative safety of each configuration to be assessed. Stability and freeboard were found to have an influence on the critical speed and the work provided some valuable information regarding the stability characteristics and behaviour of these vessels.

In 1997 IMO adopted the new Annex 6 to the MARPOL Convention concerning harmful emissions of nitrogen oxides NOx and oxides of sulphur SOx from shipboard machinery to air. Thus since January 2000 all incinerators and diesel engines over 130 kW (174Hp) fitted on ships and offshore installations have had to comply with these emission controls. In addition to the NOx and SOx restrictions there will be increasing pressure on marine engines regarding reduction of CO (carbon monoxide) HC (hydrocarbons) and PM (particulates) or smoke with machinery energy efficiency rated in terms of CO2 (carbon dioxide) emissions. The global marine industry is making a progressive effort to come in line with other land transportation sectors by adopting exhaust emission standards. The drive towards environmentally friendlier fuels points next at MG (natural gas) and the infrastructures to support that trend are being considered by corporate mechanisms and governmental bodies worldwide. The use of an alternative fuel for vessel propulsion leads to a design review of power plant associated fuel system and propulsion train. A rapid estuarial ro-ro commuter ferry design is proposed here aiming at new opportunities and openings for estuarial ferry operations using Natural Gas fuel.

The history of the use of steam in the Royal Netherlands Navy (RNLN) from the first steam turbine driven ships in 1914 to the sale of HNIM Poolster to Pakistan in 1995 is reviewed. A thermodynamic analysis of the Y-136 propulsion system as installed in the Van Speyk class frigates demonstrates that this steam system cannot compete with modern internal combustion systems from an energy conservation point of view. The history of the introduction of gas turbines in the Dutch Navy and the use of gas turbines in guided missile frigates standard frigates L-frigates tripartite minehunters M-frigates and L/C frigates are outlined. The Dutch and UK Navies have chosen the COGOG installation while the US Navy chose the COGAG concept. The installation of the gas turbine in a ship is described along with the use of peripheral systems including air/gas stream fuel treatment power transmission and automatic propulsion control system. Fuel economy now and in the future is discussed with reference to single shaft operation electrical propulsion and advanced cycle gas turbines.

As the HSLC (high-speed light craft) market continues to expand to include ever-larger vessels the critical design loads move from local hull and deck pressures to global wave-induced loads. Global hull stresses and dynamic stresses due to slamming events are now the focus of design improvement. A project is described which established the full-scale global sea-loads acting on an 86 m Austal Ships high-speed catamaran ferry. To achieve this full-scale wave motion and hull strain measurements were taken onboard the vessel. The results of the experimental programme are presented. An existing global Finite Element model of the vessel has been further developed for this project and the full-scale measured strain data will be used to reverse engineer the global sea loads acting on the vessel. The results of the experimental programme will be compared to theoretical predictions from a non-linear ship hydrodynamic response code. The sea-loads will be compared to rule sea-loads calculated according to Germanischer Lloyd design rules.

The aims of the GloBallast BWRA for the Port of Saldanha Bay 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 Saldanha 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 Saldanha Bay; 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 UK Ministry of Defence operates a wide range of small high performance boats used in varying environments and locations throughout the world. Thses boats primarily operate using outboard motors (OBMs) due to the advantages they provide over inboard engines in terms of power density maintainability boat performance and boat payload. Commercial OBMs are driven by Petrol (CIVGAS-F67) which is a low flashpoint fuel and is therefore stored on then upper decks of Naval ships from which these boats often deploy. The quantities of petrol to be stowed can be significant and this presents a safety vulnerability and logistical concern for the MoD. Additionally the UK MoD Land component is moving to Single Fuel Policy for Ground Equipment that has emerged from the NATO Single Fuel concept. This will see petrol eliminated from the land battlespace. Given the lack of commercial market for non-petrol OBMs very little development work has been done in this area in the private sector. The Marine Propulsion Systems Integrated Project Team (MPSIPT) within the UK MoDs Defence Logistics Organisation (DLO) was therefore mandated to develop solutions aimed at removing MoDs reliance on CIVGAS for high performance boats. Initially various technologies were addressed including micro-GTs rotary engines aero engines

In recent years the emphasis has shifted from the use of land transport to sea transport. This has to do with environmental issues as well as improvement in the speed of ships. High-speed high-density diesel engines are an important factor in this. High-speed diesel engines and marine gas turbines are used as the propulsion engines in high-speed vessels. An example of the present high-speed diesel engine is presented. By comparing the features of the high-speed high-density diesel engines with the gas turbine the required points for the future high-speed diesel engines in the future are examined. The breakthrough technologies are also discussed. Conclusions are drawn.

This book details with flows over propellers operating behind ships, and the hydrodynamics forces and monuments which the propeller generates on the shaft and on the ship hull. The first part of the text is devoted to fundamentals of the flow about hydrofoil sections (with and without cavitation) and about wings. It then treats propellers in uniform flow, first via advanced actuator disc modelling, and then using lifting-line theory. Pragmatic guidance is given for design and evaluation of performance, including the use of computer modelling. The second part covers the development of unsteady forces arising from operation in non-uniform hull wakes. First, by a number of simplifications, various aspects of the problem are dealt with separately until the full problem of a non-cavitating, wide-bladed propeller in a wake is treated by a new and completely developed theory. Next, the complicated problem of an intermittently cavitating propeller in a wake and the pressures and forces it exerts on the shaft and on the ship hull is examined. A final chapter discusses the optimization of efficiency of compound propulsors. The authors have taken care to clearly describe physical concepts and mathematical steps. Appendices provide concise expositions of the mathematical techniques used.

ARTs (anti-rolling tanks) are a good roll stabiliser for ships. A study of an ART is presented together with its effects on ship roll motion. Experiments are carried out in regular sinusoidal waves of small amplitude and in irregular waves. For regular waves experiments were carried out in constant wave heights and constant wave slopes. For irregular waves experiments were carried out in two idealised wave spectra ITTC (international towing tank conference) and Jonswap (Joint North Sea Wave Project). A view of the effects of the designed ART on roll motion of the model ship is presented. Results shown that when using the model ship with the ART the roll stability of the model ship is increased. The best effects are obtained with the model ship when experimenting with a wave frequency near to its natural roll frequency.

An Al-Mg-Si alloy (A6N01) is soaked in synthetic seawater at 25 oC for one year to investigate its corrosion behaviour. Microstructural analyses of the specimens are carried out using EPMA TEM and XRD. Chemical compositions and mechanical properties are shown to be within the limit prescribed in the standard (JIS). However a wide variation of the microstructure is shown possibly dependant on the manufacturing process. The surfaces of the samples are cleaned revealing the categorisation of corrosion morphologies into three types: general corrosion intergranular corrosion and pitting with intergranular corrosion. It is concluded that the corrosion loss of each material is small enough to allow the materials to be used on ships. However some of the industrially manufactured samples show a lot of pitting with intergranular corrosion. This corrosion morphology is not considered desirable and may produce problems with long-term usage. It is advised that to improve the reliability of the 6000 series alloy as a material for vessels the variation in these materials needs to be suppressed to the minimum extent.