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In the 1970s a component methodology was developed to more accurately describe the roll damping of ships. This method decomposed ship roll damping into friction eddy lift and wave damping bilge keel normal force and hull interaction and wave damping due to the bilge keel and combined them linearly to calculate roll damping for conventional flared hull forms at small angles with and without forward speed. The component approach compared well to experimental data and has largely been state-of-the-art for roll damping computations since its development. This has led to a deficiency in current ship motion simulation tools for modeling roll damping of novel hull forms. A systematic series of calm-water forced roll model tests were carried out over a range of forward speeds using an advanced tumblehome hull form (DTMB model number 5613-1) to examine the mechanisms of roll damping. This experimental investigation is part of an ongoing effort to advance the capability to assess seakeeping manoeuvring and dynamic stability characteristics of an advanced surface combatant. The experiment was carried out to provide data for development and validation of a semi-empirical roll damping model for use in validation of ship motion and viscous flow simulation codes as well as to provide a basis for future work with additional experiments contributing to the development of an improved analytical roll damping model. Two hull configurations were tested: barehull with skeg and bare hull with skeg and bilge keels. Measurements of forces and moments were obtained over a range of f99221

The impending introduction of international legislation against single hulled tankers (IMO MARPOL Annex I regulations 13G and 13H) is driving commercial tanker operators to replace much of the older tanker and product tanker fleets with new construction double-hull vessels. While there is little fundamental change in the basic modern products tanker design from its predecessors some of these new tankers are also including other design features to minimise hazards that may lead to environmental accidents and while improving operating efficiency and costs. The pressure to adopt the commercial regulations for naval tankers is increasing in many countries as the potential negative publicity associated with an oil spill from a naval vessel would be significant. The longer life of the naval tanker and the extended procurement timescales compared to the short-lived commercial tanker is also leading to the adoption of innovation in tanker design being driven by the commercial sector. A family of affordable naval replenishment vessels is discussed that have been developed by a joint design team drawn from commercial Norwegian ship designers Skipskonsulent and UK-based naval designers BMT Defence Services. This family of designs draws on the wide experience of the two companies offering the pull-through of the best commercial tanker design practice into the naval environment. This family of ships is scalable in size and capability through careful design of systems allowing capability growth. 90991 The future of Australia's maritime industry

The Type 22 Batch 3 and the Type 23 frigates first entered service in 1988 and 1991 respectively. These ships are due to be replaced from the early 2020s having had ship lives in excess of 30 years. The FSC (Future Surface Combatant) is intended to replace the capability of the Type 22 and the Type 23 frigates. In 2006 the MoD (Ministry of Defence) ran a pathfinder programme called the S2C2 (Sustained Surface Combatant Capability) to investigate the shape of the future Royal Navy Surface Combatant fleet. The output of the study was a fleet structure comprising three classes of ship. The C1 vessel was identified as a task force escort with a primary role of ASW (Anti Submarine Warfare) the C2 was a general purpose frigate for global stabilisation or peace-keeping roles and C3 was a smaller hull which could be outfitted for a range of roles including mine counter measures hydrographic survey and patrol duties. This paper describes the approach adopted for the C1 concept phase. The design to cost framework for the FSC C1 used a decision conference approach to demonstrate an affordable design solution. The decision conference used a multi-criteria decision analysis approach to optimise the performance within the budget. The representative baseline ship configuration derived from this approach has successfully passed initial gate and the programme enters the assessment phase in early 2010.

A computational tool was applied based on a two-dimensional linear method to predict the hydrodynamic loads for damaged ships. Experimental tests on a ship model have also been carried out to predict the hydrodynamic loads in various design conditions. The results of the theoretical method and experimental tests are compared to validate the theoretical method. The extreme wave-induced loads have been calculated by short-term prediction. For the loads in intact condition, the prediction with a duration of 20 years at sea state 5 is used, while for loads in damaged conditions, the prediction with 96 hours of exposure time at sea state 3 is used. The maximum values of the most probable extreme amplitudes of dynamic wave-induced loads in damaged conditions are much less than those in intact condition because of the reduced time. An opening could change the distribution of not only still-water bending moment but also wave-induced bending moment. It is observed that although some cross-sections are not structurally damaged, the total loads acting on these cross-sections after damage may be dramatically increased compared with the original design load in intact condition.

National and international regulations restrict the overboard discharge of ship-generated liquid waste. The background is described. During the 21st century discharge of untreated waste will be further restricted in many littoral areas throughout the world. Future surface combatants will operate primarily in these littoral areas. Consequently NAVSEA SEA 03R24 initiated an R and D program to provide future US Navy surface combatants with the capability to destroy liquid wastes aboard ship maximising shore independence and minimising waste off-load costs in foreign and domestic ports. Under this R and D program NSWCCD developed a liquid waste abatement strategy called the ILDS (integrated liquid discharge system). The ILDS contains three distinct elements: non-oily liquid waste treatment oily waste treatment and thermal destruction. The basis of the ILDS is to minimise each of the waste streams so that a shipboard thermal destruction system can be used to process the remaining volume of waste. The ILDS provides a methodology for concentrating the waste through ultra-filtration membrane systems coupled with other more conventional components. By eliminating the water from the waste the resulting waste can be destructed thermally. This reduces the storage and off-load burden on ships while reducing the operating cost by recovering energy from the waste oil.

Formerly 'Muckle's Naval Architecture for Marine Designers' The fundamental characteristics of a ship's design and how they affect its behaviour at sea are of great importance to a variety of different people, including naval architects and marine engineers. The book gives a clear and concise introduction to the subject. Compared to the Third Edition, there is greater emphasis on the work of national and international regulatory organisations and of the classification societies. Safety and environmental pollution receive more attention in line with growing public concerns. The discussion on different ship types has been made broader reflecting the greater diversity of designs within any one ship type. Chapters comprise of: Ship design, Definition and regulation, Ship form calculations, Flotation and stability (equilibrium, stability, hydrostatic curves), The external environment (water, wind, waves, extremes, marine pollution), Stability at large angles, Launching, docking and grounding, Resistance (fluid flow, the Froude notation, wave-making resistance, frictional resistance, roughness, model and full-scale tests), Propulsion (the screw propeller, torque, ship trails, main machinery power), Ship dynamics, Seakeeping (ship motions, stabilisation), Manoeuvring (turning circle, zig-zag, spiral, rudder, submarines), Main hull strength (stresses, forces on a ship, fatigue, superstructures, structural elements, transverse strength), Structural elements , Ship design (merchant ships, high-speed craft, warships).

Accumulation of deposits in the honing grooves on a cylinder liner is problematic because it eventually leads to high oil consumption and some form of remedial action will be required. In most cases the cylinder liners are taken ashore and re-honed to ensure that the deposit is completely removed and oil consumption is returned to normal levels. These deposits are commonly referred to as cylinder liner lacquer since the groove filling is often associated with a glossy amber appearance of the liner although groove filling and high oil consumption can also occur on liners that appear to be completely clean. Here the focus is on the groove filling regardless of the appearance of the cylinder liner. Findings are presented from an independent study on cylinder liner deposits from the North Sea and Norwegian Sea region. The ships where the deposits were found were all operating extensively at low load. Based on the observations in this study it is proposed that groove filling is an accumulation of material that occurs naturally on the cylinder wall in small amounts. As such it is not only controlled by the rate and mechanisms by which this material is formed but also on the rate and mechanisms by which it can be removed from the cylinder liner.

CIMAC Congress 2004 - Kyoto A project to study the MAN B&W K90MC engines of three container ships using regular sampling of CDO (cylinder drain oil) and simultaneous collection of engine performance data was begun in October 2002. The aim of the study was to study ring groove wear. The simultaneous collection of CDO and engine performance data is used to construct possible models and mechanisms for cylinder wear observed in large-bore 2-stroke diesel engines. Spectrographic analysis is used to measure iron ppm in the CDO and to assess the degree of cylinder wear which is seen to be continuously fluctuating as a consequence of variations in combustion conditions and deposit formations on the pistons. The study shows that combustion conditions and deposit formations are the pre-dominant cause of wear. On the other hand the sulphur content of the fuel and variations in sulphur are noted to have less influence on wear and are less than generally understood to be the case.

With the approach of the 200th anniversary of the Royal Navy's greatest battle off Cape Trafalgar on October 21st 1805, much attention will be given to our most tangible symbol of that most ferocious engagement, Nelson's fully preserved flagship HMS Victory. Much has been written about HMS Victory but it is often simplistic and romanticised or clearly aimed at the technical requirements of the naval historian. In Nelson's Victory: 101 Questions & Answers about HMS Victory, Nelson's Flagship at Trafalgar 1805, Peter Goodwin adopts a fresh approach to explain the workings of the only surviving 'line of battle' ship of the French Revolutionary and Napoleonic Wars. As Victory was engaged in battle during only two per cent of her active service, Peter Goodwin also provides a glimpse into life and work at sea during the other ninety-eight per cent of the time. As technical and historical advisor to the ship in Portsmouth, he is in a unique position to investigate an interpret not only the ship's structure but also the essential aspects of shipboard life: victualling, organisation, discipline, domestic arrangements and medical care. In his role as Keeper and Curator of the ship, the autho

Conf held in Brighton 8 Feb 1969 Papers are Economic deposits of heavy mineral placers on the worlds continental shelves Surveys on the continental shelf around Britain A Monte Carlo simulation for predicting the feasibility of deep ocean mining operations Automation in offshore prospecting and mining Present and future aspects of ocean mining Tendencies of development in methods of maritime geophysics for the investigation of the underground Possibility of on site analysis of deep sea floor mineral deposits Deepwater exploitation of oil and gas in the decade ahead Methods and techniques of searching for granular deposits of useful minerals on the inshore part of the shelf Synoptic sampling from merchant ships An instrumented underwater towed vehicle Life in the ocean depths Glass instrument housings for deep ocean use Some instruments for monitoring the performance of undersea mechanical devices A deep sea electrical resistivity probing device Recent developments in dissolved oxygen sensing for oceanographic research A wide band piezo electric transducer for oceanographic soundings Broadband hydro acoustic sources for high resolution sub bottom profiling On the near sea floor current meter Automatic high speed particle size analysis in oceanography The absolute measurement of sound velocityX20502 Oceanology International 1972 OI CONFV

Fifth Int Symp held in California June 3 - 7 1980 Papers are Marine safety and the environment - the challenge of the 1980s Tanker safety and pollution prevention - how much is enough? On the statistical description of seaways of moderate severity Hull girder reponse to extreme bending moments Evaluation of the safety of ship navigation in harbours Critical evaluation of low energy ship collision damage theories and design methodologies Impact and feasibility of controlled port approach traffic lanes Probabilistic design for ship hull structural strength Coast guard development of port access routes Safety challenges in the US fishing fleet Control and guidance of marine vessels operating under weather constraints Life safety approach to fishing vessel design and operation Seakeeping in ship operation The influence of displacement hull form appendages metacentric height and stabilisation on frigate rolling in irregular seas Extreme value and rare occurance wave statistics for northern hemisphere shipping lanes Proposed shipboard manoeuvring data Status report on the application of stresses and monitoring in merchant vessels Nature of combustion and air emissions from ships The technical and research programme of the Society - an update

The introduction of aquatic invasive species into new environments by ships' ballast water is a global challenge and one of the most severe problems facing the world's oceans. This paper describes the development trials and testing of a totally chemical-free ballast water treatment system that after a thorough assessment by the Royal Navy resulted in the selection of that system for the UK Queen Elizabeth Class Future Aircraft Carrier programme. The process required the chosen system to meet the need for a technology that was affordable initially and sustainable through life and that had the nest potential for acceptance by the IMO under its BWM Convention requirements. The paper describes the initial selection of the appropriate technology from a variety of options the programme of sea trials aboard the SS Coral Princess to ensure practical viability in the marine environment the stringent testing at NIOZ interaction with the US Coastguard and acceptance into their STEP programme and the IMO Type Approval process. The Royal Navy selection was made before any BWT systems had received IMO Type Approval

The HERCULES Project (high efficiency R and D on combustion with ultra-low emissions for ships) is a large-scale cooperative R and D project supported by the European Commission and the Swiss Federal Government. The HERCULES I P is developing new technologies to drastically reduce gaseous and particulate emissions from marine engines whilst increasing engine efficiency and reliability hence reducing specific fuel consumption CO2 emissions and engine lifecycle costs. These objectives are reached through inter-related developments in thermodynamics and mechanics of 'extreme' parameter engines advanced combustion concepts multistage intelligent turbo-charging 'hot' engines with energy recovery and compounding internal emission reduction methods and advanced after-treatment techniques new sensors for emissions and performance monitoring adaptive control for intelligent engines. Advanced process models and engineering software tools have been developed to assist in component design. Prototype components have been manufactured and rig-tested. Engine experimental designs have been assessed on test-beds to validate the new technologies and to confirm the achieved objectives. Full-scale shipboard testing of chosen systems will demonstrate the potential benefits of next-generation marine engines.

The complex dynamic behaviour of highly turbo charged diesel engines together with the stochastic disturbances on a ship’s propulsion plant makes control optimisation and load predictions difficult. The combined effect of static overload and dynamic cycling of the fuel rack can cause prolonged operation in the thermal overload region of the engine. These problems become more apparent in fast and naval ships where weight and size restriction induce small margins of operation. Optimising the controller helps reduce the risk of overloading while maintaining relatively small margins for the engine. The thermal loading of diesel engines under realistic dynamic loads using different control regimes is investigated. Some results are obtained using a mean value first principle model. Thermal load predictions for several key components are part of this model. Using the model the impact of different controller strategies on the dynamic behaviour and thermal loading in adverse conditions is investigated. Some results for a theoretically optimised multiple input multiple output controller are also presented. The flexibility of the chosen modelling strategy is shown together with the possibilities it offers to predict the dynamic behaviour and thermal loads with different control strategies under various conditions.

The need for the use of risk assurance technology has been identified by P&O / Princess Cruises as a means to better manage their business. A risk model has been developed to implement a proactive risk management strategy. The main reasons to develop a generic risk based model for a large cruise vessel were to improve the performance of the current fleet to learn from experience in the field and to provide a mechanism for predicting loss scenarios. Because of Princess Cruises' view of risk assurance as a strategic tool it was decided to base the risk model on a top down approach. Development of the model is discussed with reference to the reference framework development of the vessel operating structure chart hazard identification translation of the risk model into practical design information management of the model incorporation of field experience identification of design modification and interface with fleet regulations. The model is designed to interface with the design building operation and disposal of a vessel. Further development of the model is projected and this is described together with how the risk based work interfaces with Princess Cruises' well established ship and shore based management procedures.

The purpose of this survey is to examine the securing of ISO series containers in a variety of circumstance and from a number of aspects. The circumstances include the securing of containers on the upper deck and hatch covers of cellular container ships and on the upper deck and in the holds of general cargo vessels, on the flatbeds of rail cars and road vehicles, and on barges. The aim is to investigate the various types of lashing systems available and their use. A particular aspect of the report is the minimisation of the cost, quantity and range of lashings required. The survey considers initial and maintenance requirements and costs for this equipment, its reliability, safety, strength and suitability for the purposes required. A further aim is to analyse the aspects of ease and speed of operation, and linked to these aspects are the quantity and skill of labour required and the influence on training needs of variations in the type of equipment employed. Differing approaches to determining motions and forces on containers at sea and on land are also considered. The most important aim of the survey is to examine the possibility of standardising lashing techniques and equipment.

The raising of the Mary Rose in 1982 made headline news. As an archaeological event it ranked alongside Schliemanns excavations at Troy or Arthur Evanss discovery of Knossos, and so much information has since been gleaned from the wreck and its contents that there is an overwhelming tendency to treat the ship as a "time-capsule", like some Tudor burial site. But the Mary Rose is not just an archaeological relic. She is a warship that was revolutionary in her time and, despite being most famous for her loss in battle, a ship that had served her monarch for 34 years, almost the length of his reign. This book tells the full story of the construction and career of the ship, placing it firmly within the colorful context of Tudor politics, court life and the developing administration of a permanent navy. However, it also brings the story down to the present day, with chapters on the recovery and the new ideas and information thrown up by the massive program of archaeological work since undertaken. Written by the Development Director of The Mary Rose Trust and heavily illustrated from the massive resources of the Trust, this is a book which will appeal to general reader and specialist alike.

The new Freon-free international standard for oil-in-water analysis EN ISO 9377-2 was formally accepted in October 2000. The method is described. External calibration is used for quantification. The technical robustness of the new method is examined. This has been demonstrated through a number of validation studies and by inter-laboratory exercises. The historical robustness is also addressed. The method has been recommended by the Norwegian State Pollution Control Agency as the new reference method for oil-in-water. OLF (the Norwegian Oil Industry Association) and IMO have tested the method and suggested it for the analysis of discharges from oil-producing platforms in the North Sea and for the analysis of discharges from ships (bilges). Further discussions are going on in OSPAR about the possibility of including volatiles and monoaromatics (BETX) in the same analysis. The problem is where to set the lower limit of the method related to the hydrocarbon boiling point and also the need for detecting aromatics (including polyaromatic compounds) by more specific methods (GC-MS). Certified oil-in-water samples may be available in the future through an EU project that will be initiated in 2002.

The original book filled a need for a manual showing the application of theoretical principles to the design and construction of marine machinery, as determined by the experience of leading engineers, and carried out in successful practice. It will help make clearer some of the technicalities of marine design and construction and so help forward the application of scientific investigation to those problems which the marine engineer is called upon, day by day, to solve. This 20th edition is updated to reflect changes in technology. Chapter contents include resistance of ships and indicated horse-power necessary for speed; marine engines - their types and variations of design; steam used expansively; steam used after expansion - turbines; efficiency of marine engines; simple and compound engines; nominal, indicated and shaft or brake horse-power; general design and the influences which affect it; the cylinder and its fittings; the piston, piston-rod and connecting-rod; shafting, cranks and crank-shafts; foundations, bed-plates, columns, guides and framing; the condenser; pumps; valve and valve gear; valve diagrams; propellers; sea cocks and valves; auxiliary machinery; boilers, fuel, evaporation; boilers - tank boiler design and details; water-tube boilers; construction and detail of boilers; boil mountings and fittings; fitting in of machinery, starting and reversing of engines; weight and other particulars of machinery relating thereto; effect of weight, inertia and momentum, balancing the same; materials used by the marine engineer; oil and lubricants, engine friction; and tests and trials - their objects and methods.

DMS (Defence Maritime Services) was incorporated in 1997 and began by supporting the RAN Port Services and Support Craft operating and maintaining a fleet of small and large vessels. In December 2003 DMS in alliance with Austal Ships was contracted as prime to provide the design construction delivery and through-life support of the new Armidale class patrol boats for RAN (the Royal Australian Navy). DMS began the Customs vessels maintenance contract in early 1995. The approach taken by DMS to develop ship and support system designs is described. It provides an overview of DMS and service company led project management. Both the Navy's Port Services and Support Craft and Armidale Class patrol boats have forged new frontiers in the working relationships between the department of defence and contractors as it is the first time that a specialist support company has been tasked with all aspects of design construction delivery and through-life support on an outcomes basis. The focus here is on the design and integration of the commercial approach to integrated logistic support systems within complex client organisations using the DMS experience with the patrol boats and port services examples.