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New concepts included in recently developed international regulations are explained and the International Convention for the Safety of Life at Sea (SOLAS) AND IMCO regulations are considered. The existing requirement for main and auxiliary steering gear power supplies steering gear control systems drills and tests are given and the reliability of steering gear installations and rudder restraint are discussed. The single failure concept for new oil tankers tankers of 100 000tdwt and upwards 10 000gt and upwards 70 000gt and upwards less than 70 000gt and less than 10 000gt and general requirements for all new tankers as well as existing tankers of 40 000gt and upwards are outlined. Requirements applicable to all new ships and failure analysis are described and schemes for fault tree analysis and a guide to SOLAS 74 are given.

Analysis of non-linear ship and platform rolling motion using dynamical systems' approaches have become common. However most studies are limited to single degree of freedom and regular wave (periodic) excitation with few exceptions. It is well known that roll cannot always be decoupled from other degrees of freedom but more importantly it is well known that sea waves are not regular but in fact are random. It is common in the design of ships and offshore platforms to make narrow banded assumptions and predict extremes using the PDF (rayleigh probability density function). However when critical capsizing motions are involved the response is not at all linear but highly non-linear. In this study the highly non-linear near-capsizing behaviour of a tanker- based FPSO in a random seaway is modelled using an analytical solution to the differential equation. The availability of such a closed form solution allows the safe basin boundary curves to be generated.

A new concept of ship hull structure has been developed where a complete double-skinned hull is stiffened by longitudinal girders to reduce the crossing of structural members and weld lines to a minimum for ease of welding by machine. This paper outlines the unidirectional girder system and its application to product oil carriers and focuses upon the design procedure involved. Since the hull structure is so different from conventional ships the design is beyond the scope of classification societies' rules and a design by analysis approach is necessary. An example using a 40000dwt product carrier is given. Topics include basic structural behaviour hull girder strength safety assessments and evaluations demand evaluations and capacity evaluations.

Since 1981 the Exxon Corporation has been conducting a comprehensive programme of structural surveys for its oil tanker fleet. The author begins with an overview of the background conclusions and recommendations of the Exxon survey programme. It then describes in detail the proceedural safety and technical aspects of conducting comprehensive at-sea surveys. Typical structural and corrosion problems occurring on tankers are highlighted and the factors influencing the analysis of survey data are discussed. These factors include corrosion control systems corrosion rates and operational considerations. Through an analysis of various repair strategies the cost benefits of early effective corrosion control are demonstrated. It is stressed that in new ships horizontal surfaces should be minimized and all surfaces should be well coated to prevent corrosion.

The Calcutta Port Trust is developing a Pilot Basic at Sagar Island. Pilot vessels will operate from the basic while providing pilot services for the incoming and outgoing ships of Calcutta and Haldia Ports. However during the last two monsoons while construction was underway breaking waters have damaged this pilot basin and heavy siltation has choked its channel. A solution has been proposed consisting of the construction of a groyne and an offshore-submerged breakwater the purpose of which is to reduce the wave energy levels that reach the bund of the pilot basin. Here a study is presented which includes numerical modelling of the efficacy of an offshore breakwater in dissipating the wave energy. The PMS module of MIKE21 software is used. Details are discussed of modelling procedures assessment of the difficulties of limitations of modelling by the parabolic approximation of mild slope equation for field applications and the analysis of wave energy dissipation characteristics of submerged breakwater.

In order to have a good understanding of the SAR acquisition in a marine environment in a scene composed of a sea surface and targets (e.g ships or offshore oil rings) the bases of the electromagnetic and hydrodynamic phenomena involved in the radar imaging of a such scene are presented. The double bounce scattering the polarisation signature modification the echo blurring as well as the Doppler spectrum formation are reviewed. Geophysical and radar parameters pertinent for the SAR imaging are chosen and the way they contribute in the simulations is discussed.

Ship design offices and shipyards often develop their own software for ship hull design. One of these is called SURF. It is an in-house application which contains three main modules each for a special task: numerical definition and fairing of the hull shape; obtaining the cross-section through shape; shell plate development and bending information and also some small applications for links and interfaces with other programs. The SURF software package is presented as well as its contributions to parametric hull shape definition and double curved surface development methods. The functions of each module are described together with the numerical methods used for smoothed hull shape definition and shell plate calculation. The SURF application with its components and the means used for integration with other software and systems are presented. Some numerical aspects of implementation and examples on real ships are also given.

Over the years there has been a number of reports of rogue or freak waves. In order to improve the design of ships and offshore structures enabling them to better cope with such severe weather conditions wave height and steepness as well as the shape of the wave profile have to be considered. The extreme New Year Wave as documented in numerous publications is varied with respect to wave height and period. These varied wave sequences are realised and measured in a model tank and applied to the investigation of motions and bending moments of an FPSO ship. The results are compared to the responses in the original wave train. Finally an investigation of the riskiness of extreme wave sequences in comparison with existing rules is presented.

This book is directed primarily toward the newcomer to tankers. It is intended as an introductory guide designed to maker the new officer's adjustment to tanker life smoother, less perilous; a source of useful information for the more experienced officer; and a reference book for other individuals interested in the operation of oil tankers, particularly those aspiring to the rating of tankerman. Contents include what an oil tanker is, how oil is measured and classified, cargo piping systems, loading, discharging, planning the load, ballasting, tank cleaning, fire fighting and fire prevention, preventing pollution, and inert gas systems.

The purpose of this guide is to place before those serving on ships engaged in the bulk carriage of liquid chemicals and liquefied gases recommendations appertaining to recognising good practice in the promotion of safety of operations, at sea and in port. The guide deals primarily with operational matters. Sections in Volume 1 cover use of cargo information, overall precautions, fire hazards and precautions, handling of cargo and ballast, gas-freeing and tank cleaning, work in enclosed spaces, liquefied gases, corrosive liquids, health hazards and precautions, chemical reactivity hazard and precaution, static electricity, fire fighting and life saving. The index and supplementary index of chemicals at the back refer to data sheets which are held in Volumes 2 to 4.

The purpose of this guide is to place before those serving on ships engaged in the bulk carriage of liquid chemicals and liquefied gases recommendations appertaining to recognising good practice in the promotion of safety of operations, at sea and in port. The guide deals primarily with operational matters. Sections in Volume 1 cover use of cargo information, overall precautions, fire hazards and precautions, handling of cargo and ballast, gas-freeing and tank cleaning, work in enclosed spaces, liquefied gases, corrosive liquids, health hazards and precautions, chemical reactivity hazard and precaution, static electricity, fire fighting and life saving. The index and supplementary index of chemicals at the back refer to data sheets which are held in Volumes 2 to 4.

Third Conf held in Amsterdam 13 - 16 June 1983 Papers are Ports under pressure A container operators perspective Challenges beyond ISO Strategy through to 2000 and beyond An x-ray based system for customs examination A container handling system designed to boost quayside crane productivity An advanced cable and reel system for use on container cranes A freight flow system to boost the efficiency of cargo movement through the terminal Linking terminals for better box velocity - recommendations for standardisation and improvement of data flow for ships and cargo within traffic worldwide proposed to ISO Standard Committee TC 104 Computer supported terminal communications Remote reefer monitoring RoRo - time for more professionalism Storo - the concept and the cargoes New RoRo equipment concept needed now Greater regulations required for mobile RoRo equipment Maximising return on investment Developing port operations - co ordination can save later frustration Planning co ordination - a shipping line view Unitisation - extending the application of the system Computers for operational control in developing ports Getting the most out of equipment purchase Education - foundation stone of good operation Tomorrows combi terminal Bananas - a new discipline for an old cargo Handling and shipping steel products Australian experience Forest products - room for further handling efficiency Managing for successful maintenance Taking the terminal inland

The story of HMS Invincible, a ship whose eventful life story, it is argued, embodies that of the Royal Navy itself during the second half of the 20th century and into the 21st. From her conception and design, through her various deployments (including the Falklands) and her evolving role and technical adaptation to meet changing strategic requirements, her fluctuating fortunes have been intertwined with those of the Royal Navy as a whole. Now, as a new breed of carriers is being commissioned to replace her, this thoroughly researched analysis of her career is the perfect platform from which to ask the important questions regarding the future role of the Royal Navy and Britain's place in the world.

The Single Well Oil Production System (SWOPS) vessel is basically a tanker fitted with a dynamic positioning (DP) system. Such vessels will come come into their own when marginal oilfields which cannot economically be exploited by fixed platforms begin to be tapped. The SWOPS system consists of 3 essential parts; a DP oiltanker a 2 stage processing plant to seperate gas and water from the produced oil and a rigid riser to connect the vessel to the subsea well-head. These parts are described in detail. The stages in the ships design are then outlined. The factors taken into account when designing the hull of the vessel had to include attention to its DP operating ability. The DP system navigational control monitoring and power systems are described in depth.

Podded propulsion is now more widespread in the marine industry particularly in newer cruise ships. This propulsion system has many advantages including increased propulsion efficiency arrangement flexibility payload and harbour manoeuverability. A new unique podded propulsor concept is presented. The concept comprises a ducted multiple blade row propulsor with a PM (permanent magnet) radial field motor rotor mounted on the tips of the propulsor rotor blades and the motor stator mounted within the duct of the propulsor. The advantages extend across the entire operating range from sea trial to off design conditions. The advantages when compared to an HDP could allow a CRDP to achieve higher ship speeds or to be applied to a wider range of platforms or to extend the operating envelope of those platforms. The CRDP's advantages for both the ship designer and operator compared to currently available HDPs are discussed. General Dynamics EB (Electric Boat) has developed a CDRP and recently completed hydrodynamic model testing of an 18 MW CRDP at 1-25 model scale to demonstrate performance potential. These test results are expanded upon and an assessment is provided of the benefits of the CRDP for a variety of platforms.

The work is discussed of the EPSRC Engineering Design Centre for Marine and Other Made to Order Products (EDC) at the University of Newcastle upon Tyne in the areas of life cycle costing upgradability clean design and safety case analysis. An outline is given of the current issues surrounding these areas regarding the design of ships and offshore structures. A critique is presented of the apposition of recent research at the Newcastle EDC to the current needs of the shipbuilding and offshore industries. Also it is shown how such design drivers can be integrated into a viable tool for application in the concept design of marine artefacts.

The development and use of a physics-based mathematical model for ship and ship subsystem design and assessment is described. The model called PASS (parametric analysis of ship systems) is unique in that it emphasises the use of algorithms derived from first-principle physics rather than from empirical data to characterise all major subsystems and their synergistic relationship to the overall ship. This is to ensure that newly emerging technologies can be realistically modelled without being unduly biased by existing trends in ship or ship-subsystem design. The overall objective was to develop a design synthesis tool that recognises current or projected future fleet requirements and operational proprieties and permits a realistic assessment to be made of the cost-benefits of emerging technologies. The model uses an object-orientated architecture and a Windows-based GUI (graphical user interface) for easy use. Also described are several design examples for military and commercial ships as a means to illustrate the use of the PASS programme.

The refrigeration and desiccant dehydrators used to dry low-pressure compressed air aboard Navy ships have been a source of low reliability and high maintenance for years. As part of a program to eliminate chronic shipboard low-pressure air dehydrator problems a Navy-industry team (the Navy Newport News Shipbuilding and a permeable membrane manufacturer) has developed a new generation of permeable membrane air dehydration equipment to replace the complex and unreliable desiccant units currently used. Permeable membrane dehydration is a new technology using new polysulfone semi-permeable polymeric membranes specially designed to carry out molecular separation of gaseous mixtures. This process has proved to be extremely reliable and cost-effective. The successful development of the permeable membrane dehydrator from an SBIR concept to shipboard units is described. A review of the current dehydrators and system history that drove this program and the benefits and pay-offs of the new equipment are presented. Results of the new laboratory evaluation shipboard evaluation and the fleet transition plan are addressed.

Jet-assisted plowing is rapidly becoming recognised as the intelligent and cost-effective technique for deeper low- tension cable burial with standard cable ships and conventional handling equipment. Advantages include economic benefits and the potential to achieve enhanced cable protection at increased speed and reduced tow force. The depth of burial is limited in the standard passive plowing technique is generally effective. Jet-assisted plows provide deeper burial at reduced tow tension in a greater range of sea floor soils. Recognising the need for deeper cable burial to counter the increased threat of larger fishing vessels and heavier trawling gear the trend with cable owners is to bury much deeper than the one-meter standard particularly in soft clay and sand-dominated soils. The results from field testing actual burial projects are addressed and the benefits and potential economic advantages of jet-assisted plowing are discussed in detail.

New Department of Defence strategies have led to an approach of "Evolutionary Acquisition" for the design and construction of Navy warships. This strategy requires that future ships have an inherent flexibility in mission re-configuration be capable of accommodating new technologies over the life of the ship and keep pace with the shorter life cycles associated with higher usage of commercial-off-the-shelf (COTS) products. Traditional ship design has typically focused on only the initial configuration of the combat system suite and its supporting systems. How can a ship be designed in the future so as to minimize the impacts to the basic hull and support systems caused by changing requirements either during acquisition while in production of different flights or later during modernization or conversion? This paper will discuss a ship design process that can address this new requirement of "adaptability" without making the ship significantly bigger or the removal/replacement cost of the original equipment prohibitive. Important aspects of the process include increased use of Technology Management and a modular Open Systems Approach.