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Emission regulations for ships are becoming increasingly strict e.g. SECA areas and Tier 2. Consequently a project was started to study the possibilities of a scrubber system. As a first step a comprehensive test of an AVC (advanced vortex chamber) scrubber was carried out. Next an AVC will be installed onboard ship. For the first test a typical 1 MW GenSet was used operating on HFO (heavy fuel oil) with 2.3% sulphur. The AVC was designed especially for the test and the water used was seawater from the Baltic Sea. During some of the tests salts were added. The test was carried out with the standard ISO 8178 loads and emission measurements of NOX HC CO and PM were carried out before and after the AVC - giving the opportunity to calculate the trapping efficiencies. The scrubber water was sampled and analysed for metals PAH (poly aromatic hydrocarbons) and oil. The tests and analyses showed that an AVC scrubber system is able to reduce the emissions of PM and SOX significantly. The AVC efficiency is good but it can be improved by further developments.

Growing international concern about the increasing level of sea pollution led to a new EU directive on port reception facilities and cargo residues. According to this directive all sea-going ships are required to register and discharge their waste at port and all European seaports are required to provide adequate facilities for this purpose and to have waste management plans in place by December 2002. Den Helder is presented as a national pilot project for a waste management plan.

The Series 8000 is designed for a broad range of applications including use in ships heavy locomotives and as a genset engine for stationary electricity generation. At first the 20V 8000 will be offered for applications such as high-speed ferries naval vessels and yachts. The aim was to create an engine with low life-cycle costs and high reliability. This engine is especially interesting for commercial applications as it has a low specific fuel consumption of 195 g/kWh long service intervals between scheduled major overhauls and simplified maintenance. The common-rail fuel injection is controlled by the electronic engine control system and ensures that legislated exhaust-emissions are not exceeded. The low specific fuel consumption is made possible through development of the combustion system. The requirements the design of the engine and the technical solutions are discussed.

This paper reviews the present role of the classification societies the development of the modern shipping and shipbuilding technology and based on the review to discuss a possible new role of the classification societies from a view-point of design construction and operation of ships and other marine structures. The paper concludes that the new role of the classification societies must be an assessment and assurance of the total safety of marine structures through their life and complete protection of the environment from pollution by operation of marine structures in close cooperation with other members of the maritime community.

The two volumes previously published separately have now been combined. The book aims to meet the needs of those responsible for the running and maintenance of auxiliary machinery. The book is divided into two parts. Contents of Part I include: Auxiliary Oil Engines ; auxiliary air compressors ; turbo-blowers ; steering gears ; steering telemotors ; hot-bulb oil engines ; electric lighting ; electrical deck machinery and oil purification. Part II includes chapters on: liquid fuel firing and boiler management ; waste heat recovery; reciprocating pumps ; rotary pumps and pipe arrangement ; refrigeration ; steam engines, evaporators, condensers, distillers and feed water heaters; marine telephones, storage batteries, electrical insulation testers and bell circuits; ships’ telegraphs, direction, revolution and helm indicators, whistles; the gyro-stabilizer, compass and pilot; miscellaneous accessories.

A new method which improves the monitoring of water quality in coastal waters estuaries rivers and lakes is presented. The FerryBox is an automated flow-through system installed on Ships of Opportunity for operational observations. The technology which has existed for some years has been extended for operation on small boats. The system allows a fast survey of water depth temperature salinity turbidity oxygen pH coloured dissolved organic matter (CDOM) and the algal pigments chlorophyll phycocyanin and phycoerythrin. Results show that with such systems water quality parameters can be measured in a reliable and easy way.

The National Contingency Plan (NCP) for marine pollution is based on the British government accepting the responsibility for dealing with major spillages of oil and other hazardous substances at-sea from ships which threaten UK interests. The response to a major incident consists of four phases - (1) search and rescue (the responsibility of HM Coastguard also coming under the Coastguard Agency) (2) dealing with the casualty (3) dealing with pollution at sea (this is done by the Marine Pollution Control Unit - MPCU) and (4) dealing with pollution ashore (dealt with by local authorities). Dealing with a casualty is looked at covering emergency towing tug standing by or escorting salvors intervention lightening harbour masters and safe havens.

The decision of the 1998 UK Strategic Defence Review to endorse the case for two new large aircraft carriers (from 2012) poses a significant challenge to both MOD and the naval industry alike. For it is more than a generation since ships of this type and size have been designed and built in the UK. The CVF's SRD (system requirements document) is the prime contract document for performance setting out the key characteristics of the Royal Navy's new adaptable aircraft carriers that can be measured at the whole ship level. It is described how initial design development of the carrier was carried out by working directly from the customer user requirements using a trade study process aimed at positioning the solution at the optimum design point within capability trade space defined in the URD (user requirements document). The method used to develop the SRD is then described on the one hand providing proof of completeness against the URD and on the other fully supported by the maturing design. Acceptance issues which arise from contracting for performance rather than for delivery of specific design solution are also discussed.

The book is comprised of the following papers: The care and maintenance of marine boilers The combustion of fuel in marine boilers The running and maintenance of steam reciprocating machinery The running and maintenance of marine steam turbines The running and maintenance of marine electrical machinery The running and maintenance of marine diesel engines The running and maintenance of marine refrigerating plant Pumping arrangement Steering gears Fire fighting equipment and its use in ships.

After a brief historical introduction systems of refrigerated cargo transport are described. These are independently refrigerated containers and centralized refrigeration on board ship. The first type may use an expendable refrigerant or a mechanical refrigeration unit on the integral "built-in" or detachable "clip on" type. Centralized refrigeration is next considered. Sprayed and slab polyurethane insulation for ships' strucures are compared and the non- insulated ship is discussed. Turnaround facilities at port terminals are considered. Design of insulated containers is next discussed together with Lloyd's Register regulations. Testing of containers for thermal performance air leakage and freedomn from smell is described. Repair and maintenance is discussed. Cargo requirements for frozen foods deciduous and tropical fruit and chilled meats are given. An Appendix gives annual costs of a refrigeration system. International codes and British Standards are listed.

The author reviews the findings of the 1998 RINA Conference "Marine Experts & the Legal Process" and presents an overview of the methods available for the resolution of marine disputes including the system of Admiralty and commercial courts for formal judgements arbitration as defined by the 1996 Arbitration Act and the more informal techniques of Alternative Dispute Resolution (ADR) and mediation. The need for marine professionals to gain a clear understanding of the processes available to them for dispute resolution and conversely for the legal professionals to realise the extent of the knowledge and experience available to them from the marine disciplines is stressed. Examples illustrate the essential and developing roles and responsibilities of all parties involved in designing building and operating ships and in resolving disputes when they arise.

A cooperative effort at reliability data collection and sharing being undertaken by the Ship Operations Cooperative Program (SOCP) in the USA to improve total life cycle cost-effectiveness and safety of ships globally is described. One of SOCP's first initiatives was to form a reliability availability and maintainability (RAM) database. It is the core of the continuous acquisition and life cycle support (CALS) strategy of the US maritime industry. SOCP has also initiated the formation of an international ship network to exchange RAM information for the improvement of the safety and quality of ship operations worldwide. Data is entered using the SOCP's DATE program and forwarded to the RAM database via SHIPNET. An interface between the RAM database and the US Coast Guard's Marine SafeTy Evaluation Program (MSTEP) based on risk-based technology is under development.

MAN B&W introduced a new generation of medium-speed four-stroke engines in the mid 1980s. An essential development target for these engines was maximum possible operational reliability with a simultaneously low fuel oil consumption and high environmental compatibility. The L 16/24 has just been announced - the first of a new generation in the 500-900 kW power range that sets the standard for cost-effective operation in its class. A prototype is being tested with initial thermodynamic evaluation indicating an extremely short ignition delay. Discussion is presented of design requirements for high economic efficiency a new piston concept low lube oil consumption low fuel consumption good part-load behaviour and ease of maintenance of the four-stroke engine family.

CFD (computational fluid dynamics) techniques are becoming increasingly popular in analysing flow problems in almost all branches of engineering especially in resistance prediction of ships where complex fluid flow exists. CFD allows rapid modification to hull forms to be undertaken so that a comparative study of results can be made within a few hours. The results of a comparative study on resistance of high-speed round-bilge hull forms using CFD techniques theoretical analysis and experimental results are presented. The study includes an examination of different versions of the computer programs in order to determine the importance to transom-stern hulls of the various assumptions such as freedom to rise and trim and the nature of the free-surface boundary conditions.

The aim here is to help prevent ships going aground because of ship squat effects and to give the reader an awareness of the dangers of squat at too high a ship speed in shallow waters. Ship squat is defined as the decrease in under-keel clearance as a ship moves forward after being static. Ship squat is made up of two components - mean bodily sinkage plus a trimming effect. The former is caused when the ship drops vertically in the water due to a drop in pressure from the water return flows as a ship passes through water. The latter means that the ship also generally trims forward or aft. A formula for widths of influence is given. Minimum acceptable static ukc and dynamical ukc are discussed. The various components of ship squat are covered followed by worked examples. Tables and graphs of ship squat against ship speed are given. Squats for vessels with static trim are covered. Squats at the other end of a vessel and mean bodily sinkage are evaluated. The summary and conclusions show benefits of being able to predict ship squat.

The purpose of this book is to examine the way new developments in the towage industry impact on operational practices and to consider the need for a deeper understanding of the principles involved. The text is for professional or future professional mariners. It addresses requirements and training, the job of ocean towing in moderate to heavy weather conditions, including work in bays and rivers. It covers the legalities and liabilities the ocean towing master faces today, as well as the details of handling an ocean tug and barge. There is discussion of the psychological effects of the job on individuals and how best to prepare for them. Theory, practice, mental outlook, attitude, crew management and professional standards are considered. There is a focus on how to mitigate and manage the risk that is inherent in transporting cargo offshore by tug. Chapter headings are boat handling, towing equipment, ocean towing, towing and manoeuvring barges in harbours, bays and rivers, towing close astern, multiple barge towing, special tows and disabled ships, flat towing or dead ship movement, pivot point, watch standing priorities when towing and command.

The ductile behaviour of ships and offshore structures under ultimate conditions (including accidental loads) is addressed. Consideration is given to the influence of fabrication imperfections and in-service damage and degradation of reserve strength. The fundamentals are firstly considered including types of over-loading forms of collapse and material and fabrication factors. Next analytical methods are discussed followed by experimental analysis including damaged structural elements new structural elements and real-life examples. This is followed by numerical analysis including solution procedures and recommended practice for non-linear FEA. Next reliability is explored including ultimate strength - modelling bias and uncertainty reliability analysis reliability-based optimisation. Structural components are considered - members joints plates and shells. Systems (offshore and ship) are examined. Structural response to accidental loads is covered. Finally non-ferrous structures (including composite and aluminium) area dealt with. Conclusions and recommendations are made.

NKK has designed a LNG carrier S/S Aman Bintulu which ships small volumes of LNG. This unique vessel has a tank capacity of 18927m3 and is now on a 20 years time charter contract with Malaysia LNG Sdn Bhd (MLNG) to transport LNG from Bintulu Malaysia to Fukuoka Japan. The S/S Aman Bintulu is owned by Asia LNG Transport Sdn Bhd (ALT) a joint venture company between NYK Line and Perbadanan National Shipping Line (PNSL). The ship has a unique cargo containment system and unloading system. The membrane tank system and pipe tower are described. The design of the LNG cargo pump is reviewed. The operation of the main cargo pump and the emergency cargo pump are discussed.

For the relatively few shipwrecks that have been found ownership and other legal disputes have traditionally been settled under maritime theories of the law of finds and the law of salvage. For those wrecks located in US coastal waters in many cases ownership is mandated by the ASA (Abandoned Shipwreck Act) 1987. These legal doctrines have limitations in resolving ownership disputes with regard to historic shipwrecks. The 1997 discovery of what is believed to be two Spanish shipwrecks in US coastal waters reveals some of the difficulties in settling these disputes. The fact that these ships were sovereign military vessels became integral to this case and made the issues even more difficult to decide using maritime salvage laws. Some of the shortfalls of the ASA are explored together with the limitations of traditional maritime salvage laws with regard to ancient shipwrecks lost warships and other submerged cultural resources.

In a broad non-legal sense HM (hazardous materials) can be considered to be any substance having properties capable of producing adverse effects on the health and safety or the environment of a human being. Similarly HW (hazardous waste) can be considered to be discarded hazardous substances. The US Navy HMC&M (hazardous material control and management) Program is presented in overview and naval architects and marine engineers are encouraged to contribute to its success. The US Navy's efforts to better manage and control HM onboard its ships and at its shore facilities are highlighted as well as the resulting benefits in personnel and environmental protection and savings in HM procurement and disposal costs. In addition it is discussed how the data generated by HMC&M software can be used to satisfy environmental reporting requirements and to implement P2 (pollution prevention) plans.