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A satisfactory method has been established for tracking large ships confined in waters and, in the process, swept paths have been obtained for large oil tankers and container ships in a confined channel. Of the limited number of factors that were variables, the one having the largest influence on the track of the ship was the technique of the individual pilot conning the vessel. The report covers considerations (including tracking method and choice of location), procedure, results, discussion (factors affecting manoeuvres, Thorn Channel / 'S' Bend, Southampton Water and berthing manoeuvres), concluding observations and future work.

The purpose of the book is to bring together information about aspects of the mechanics of vehicular impact, of the plastic deformation processes which result and the consequences for human passengers. Also, how these consequences can be reduced or minimised when a collision occurs. Vehicular impact is reviewed under the headings of the four classes of vehicle: motor cars, aircraft, ships and railway coaches. Parts of the book are as follows: Motor car collisions, Rolling stock (trains, trucks, tube), Aircraft impact, Ship collisions and Lift or elevator crashes.

This paper presents innovative deterministic seakeeping test procedures which are used to identify the physical mechanism endangering intact ships by evaluating cause-reaction relations of wave/structure interaction. Rogue wave sequences are embedded in severe seas for computer controlled capsizing tests of different vessels at the Hamburg Ship Model Basin. The model test results are used as a basis for the development of non-linear numerical methods to simulate ship motions in extreme seas with the target to design safer ships with reduced capsizing risk. Polar plots following from the non-linear simulations allow the evaluation of ship safety in severe seas with reference to course speed and trim.

More awareness of environmental issues increases the need to find cleaner alternatives in maritime transport. One of the most feasible options is to use better fuels especially for coastal traffic. Operating ships with gas as fuel is already an available option. It is concluded that the most feasible method for storing gas onboard is to have it liquid form in other words as LNG. In the future the infrastructure for gas distribution will be better due to steeply increasing demand and consequent supply. Marine safety regulations and vessel inspection procedures will guide the designers and operators. Suitable high-efficiency machinery concepts are developed to respond to the growing interest. In the near future use of gas in ships will not only be an environmentally but also an economically sound option.

For more than 60 years the IMRO (Institute of Marine Research) has been using ships of opportunity for regular monitoring of sea surface temperature and salinity along the Norwegian coast and in the North Sea. This monitoring and forecasting of hydrographic conditions is necessary in order to improve the outcome of Norwegian fisheries. At present IMR monitors temperature and salinity from two Coastal Express vessels and one cargo vessel. Data from ships of opportunity is presented on the Internet and is used to produce operational products ranging from climatic reference tables to forecasts and warnings. Such data is backed up by operational data from fixed hydrographic coastal CTD-stations and from fixed transects made by IMR's research vessels.

This book is intended to provide an introduction to the subject of fire safety and fire-fighting on board ships. This cannot be done without an appreciation of the Safety of Life at Sea convention and some of the basic concepts of design, flotation, stability and construction. Contents include: Safety of life at sea (SOLAS); The legal implications; Firefighting installations and equipment required by SOLAS chapter II-2; SOLAS chapter II-2 rules – general requirements for fire protection; The role of classification societies and other maritime agencies and organisations; basic principles of ship design, construction and tonnage measurement; ship types and construction features; fire-fighting ships and fire boats; ports & docks & harbours; Planning for incidents involving ships; Boarding ships and transfer of equipment; Fire-fighting in ships; Naval vessels and auxiliaries; Concluding thoughts.

The motions and loads induced on ships by large amplitude waves are studied in the time domain. The dominant nonlinearities associated with the large variation of the immersed volume of the ship are taken into account. A practical engineering approach is used to calculate the hydrodynamic forces - while the radiation forces are kept linear and represented by the convolution of memory functions the buoyancy forces (hydrostatic and Krilov forces) are calculated over the "exact" wetted surface of the ship. Simulations are presented of the wave induced vertical motions and structural loads on a container ship in regular and irregular waves. The importance of the nonlinear behaviour is assessed by comparing the nonlinear results with the corresponding linear ones.

The procedures for model test and performance prediction of CRP (contra-rotating propeller)-POD propulsion ships are studied. In the CRP-POD system used for ultra-large container carriers the RPM ratio of the two propellers is not fixed in contrast to conventional CRP systems. Therefore the performance of each propeller has to be evaluated separately. A CRP-POD system is designed for a 10000 TEU class container carrier. The characteristics of the system are studied experimentally. Finally based on this study the suggested procedure for powering performance evaluation of CRP-POD propulsion ships is presented. It is proposed that further studies on quantitative correction of this procedure should be undertaken.

Ever-increasing environmental standards and the cost explosion of prime energy has led to a change in the mindset of the shipping industry towards consideration of lighting within cruise and cargo ships. Intelligent lighting systems can achieve savings of up to 2 euros per gross ton per year on modern cruise liners with surprisingly little investment and in the shortest payback time. This savings potential applies both to the modification of ships in operations as well as to new builds. Positive side effects like weight reduction reduced demand for air-conditioning reduction of fire hazards and a reduced carbon output are further benefits.

SWATH (small waterplane area twin hull) ships have existed for the past 30 years. The parameters used for describing limiting operating conditions are described together with the use of motion results on the basis of hydrodynamic analytical evaluation and evolution of a suitable operability criterion to represent the degree of seaworthiness in a defined sea state.

The application of critical service experience and modern design optimisation techniques to further develop controllable pitch propellers for the specific requirements of naval ships is discussed with special attention to the achievement of increased efficiency reliability shock resistance and manoeuvrability with decreased maintenance hydro-acoustic noise and through-life cost: modifications to hub diameter blade hydrodynamics and pitch setting mechanisms are examined.

Compressed air is used for starting control working and emergency air systems. The selection of the right compressed air system for different types of ships is discussed. Particular situations described include a container ship VLCC RoRo passenger vessel and container feeder vessel.

This article reports on the findings of a comparision between the advantages of SWATH (Small Waterplane Area Twin Hull) and monohull designs in the performance of a cruise ship. The ship considered for the purpose of the investigation was the 1200 passenger capacity `Royal Princess'. The topic is discussed in more detail by the author in a paper entitled `A comparison between Royal Princess and an equivalent SWATH ship' in the IMAS 88 Proceedings.

Development of cargo ship collision damage survivability criteria is discussed including - current damage stability requirements (SOLAS 74 ICLL 66 MarAdd 65 MARPOL 73 IMCO Passenger Regulations); damage survivability assessment by probabilistic analysis and proposed criteria for ship damage survivability index; worked examples for damage to sample ships (tanker containership RORO bulk carrier) consideration of transverse vertical longitudinal and horizontal longitudinal subdivisions.

Some history of composite ships is presented. The advantages of using composites in luxury commercial and military ships are reviewed especially in those ships of up to 80 metres in length. Those proven advantages that exist for composites are identified. Particular attention is paid to the benefits accruing to through life costs.

An historical account relates the changing role of marine engineers their responsibilities and problems to the development of ships engines and marine engineering. Detailed descriptions of ships and propulsion types are included from wooden sailing ships to iron and steel ships with steam diesel and diesel-electric propulsion systems. Current problems facing marine engineers are especially discussed.

Main design features of the Nedlloyd Asia first in a series of deepsea hatchcoverless container ships jointly developed by the owners and builders (IHI and Mitsubishi) are described including principal particulars; hull form; container stowage; bilge drain systems; integrated ship control; propulsion by slow-speed engine to fp propeller.

The measured performance of cargo ships fitted with wind-assisted ship propulsion (WASP) devices have shown that fuel savings exceed those predicted on the basis of thrust augmentation alone. Roll motions and hydrodynamic resistance are significantly reduced. Attention is restricted to devices which apply a direct aerodynamic force to the hull - in particular wingsails.