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The USS Makin Island (LHD 8) is the last of the USS Wasp class amphibious assault ships to be ordered for the US Navy but the first amphibious assault ship for the US Navy to have a hybrid propulsion system of CODELOG (combined diesel electric or gas turbine propulsion system). The system engineering challenge of converting an existing ship design with a boiler or steam turbine propulsion system and auxiliaries into a gas turbine propulsion system augmented via an electric propulsion system with all-electric auxiliaries and replacing the low voltage electric plant with a high voltage electric plant of twice the prior power capacity all within the same basic machinery spaces and hull form was as unprecedented as it was daunting. A machinery plant design alternation of this magnitude exemplifies how significant engineering changes can be required to adapt existing ship designs to meet the fleet need to lower operating cost. The hybrid propulsion system and electric plant development discussion is summarised beginning with design conception and concluding at ship sea trials to encompass the entire saga of evolvement.

In the search for increasing efficiency and reduced costs a number of ship operators have turned to coasting their ships propeller to prevent fouling build-up and reduce cleaning costs. In support of this the University of Newcastle upon Tyne and International Paint have an ongoing investigation into the effects of foul release type antifouling coatings. The results have shown that propller coatings can give fouling free performance for in excess of 36 months. In addition a major feature of feedback from the ship operators has been reports of reduced noise and vibration after the application of the coating. To investigate if these claims could be substantiated a series of tests using the Emerson Cavitation Tunnel at the University of Newcastle upon Tyne was conducted for the first time. This paper reports on the early results of an experimental investigation into the effects of a foul release coating upon the noise and cavitation generated by a scale model of a commercial marine propeller with the aim of quantifying the extent of these effects once the coating has been applied. The propeller model was selected to be representative of an actual full-scale coated propeller that is typical of coating applications to date.

Procs of Intl Symp held 14-16 November 1983 Papers are The design - inspection - redundancy triangle Interrelation between design inspection and redundancy in marine structures Structural design of mono hull ships Application of subjective reliability analysis to the evaluation of inspection procedures on ship structures Structural redundancy and damage tolerance in relation to ultimate ship-hull strength Strategies for assessing design and inspection requirements for redundant structures Fixed offshore platforms design considerations Reserve and residual strength of pile founded offshore platforms Offshore inspection platform Design inspection and redundancy investement Vs risk for pile-founded offshore structures Design of floating offshore platforms Inspection of offshore floating platforms Redundancy consideration in the structural design of floating offshore platforms Synthesis; floating offshore platforms - problems and prescriptions from design to inspection Safety evaluation of buildings and bridges Design inspection and redundancy of pressure vessels Integration of design fabrication and inspection procedures for attaining and maintaining safe submersible pressure hull structure Design and inspection interrelation for commercial jet transport structure Air cushion landing craft - structural design approach Research needs for marine structures A government perspective on the safety of marine structures The USAF approach to structural life management Civil engineering applications of the theory of structural reliability

13rd International Marine Systems Design Conf held Pittsburgh 8-10 June 1988 Papers are The subcavitating/supercavitating hybrid propeller An advanced method for design of optimal ducted propellers behind bodies of revolution Optimal hull forms for fishing vessels A knowledge-based system architecture for control of underwater vehicles Roll reduction by rudder control An integrated rig management system for a semisubmersible floating production vessel Computer aided navigation system (CANSY-II) Evaluation of impact loads associated with flare slamming Surface effect ship loads; lessons learnt and their implications for other advanced marine vehicles Advanced ship structural design and maintenance Methods of incorporating design for production considerations into concept design investigations Achieving customer and marketing orientation in marine transport system design Incorporating a seakeeping capability in a computer aided preliminary design system Hull form design - only a matter of the computer ? The components of the propulsive efficiency of ships in relation to the design procedure Design conception and CAE/CAD of hull form Direct curve and surface manipulation for hull form design Intelligent computer aid in marine design and ocean engineering Ship synthesis model morphology Teaching design for students of marine technology Operational aspects in ship design; the case of the roll on/roll off vessel The productive experience of 3D CAD/CAM techniques applied to ship design and construction A new concept for neat fit ship propulsion

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 12th edition is updated to reflect changes in technology. Chapter contents include horse-power - nominal and indicated and the efficiency of the engine; resistance of ships and indicated horse-power necessary for speed; space occupied by, and general description of, modern marine machinery; simple and compound engines; expansion of steam, mean pressure etc; piston speed, stroke of picton, revolutions, size of cylinder, cylinder 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 and auxiliary machinery; boilers, fuel, evaporation; boilers- design and proportions; 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; weight, inertia, momentum, balancing; materials used by the marine engineer; oil and lubricants. There is also a catalogue of standard works published by Charles Griffin at the back.

Recently several propulsion shafting damage incidents have been reported. They are generally said to be related to improper shafting alignments that fail to absorb changes in bearing offset between different operating conditions. Such damage tends to occur on ships with large draft variations from ballast to fully loaded conditions such as VLCCs. In this paper the authors propose a new enhanced method for propulsion shafting alignment taking into account variations in bearing offsets while in service based on results of onboard ship measurements and FE analysis carried out to determine the hull deflection between different conditions. Although the results show that static hull deflection arising from changes in draft can be predicted by FEM with satisfactory accuracy a significant dynamic deflection component thought to be related to ship motions in waves and difficult to predict by analysis is also present. In addition to checking the effect of predetermined full deflection high accuracy alignment calculation models incorporating all engine bearings and using equivalent circular bar representing crankshaft and an optimisation procedure to minimise shafting sensitivity to bearing offsets variation are proposed.

Two of the most important structural configurations made of composite materials are plate and shell type structures. They are laminated of many plies or layers. Usually the composite structural panels are in the form of single skin laminates reinforced as necessary by stiffeners in order to achieve the economy in weight in the process without reduction of strength or the critical buckling load. Depending upon the behaviour under torsion the stiffener can be classified into two categories: open and closed sections. The open section such as the 'I' inverted 'T' 'Z' 'J' and rectangular sections are torsionally flexible against the closed section in the form of hat and box sections. In metallic and FRP construction of aircrafts and ships the curved section stiffeners have so far been disposed in various ways within the structure. The positioning of the stiffeners with respect to the shell midsurface i.e. eccentric or concentric is also a matter of concern to the structural analyst. When the stiffener centroid is coincident with the plate-shell mid-surface it is called concentric stiffener whereas the stiffener centroid and plate-shell mid-surface is eccentric it is called eccentric stiffener. Here emphasis is placed on the use of eccentric-concentric open-closed section laminated stiffeners in laminated shell structures under various loading and boundary conditions. Finite element buckling analysis is presented of laminated hat stiffened shallow and deep shells using arbitrarily oriented stiffener formulaX38137

Survivability is a probabilistic indication of a system's (such as a ships buildings or engines) ability to obtain or maintain some designated capability or performance such as "Protection of personnel from..". The quantitatively undefined word "protection" leaqves the designer to arbitrarily 'guess' as to the quantifiable intent. the phrase "proctection of personnel from..." may indicate 0 5 or 20% casualty allowance for any or all threats). Therefore to measure a vessel's survivability a quantifiable description of the designated ship capabilities or performances must be defined for each threat type. However full quantification of any complex system such as a ship or a threat event is infeasible leading to some "random chance" distribution (i.e. a statistical determination or probablistic representation) of a ship's survivability. Total ship survivability requires a blanced and integrated consideration of the differing facets of ship design including signature control and self-defense weapon systems and post hit damage mitigation. the significant weight volume and cost penalties associated with survivability features such as thicker armor and rapid-response damage control systems may often be outweighed by the simple fact that probability of the ship getting hit by threat is minimal. Consequently an integrated probabilistic approach to the determination and evaluation of a measure of a system's total survivability is required. Within this paper the authors present a derivation of the fundamental statistics for the development of a performance-based metric for the evaluation comparison and optimization of a system;s88177 The determination of aromatic hydrocarbons in produced water

NAVOCEANO (the Naval Oceanographic Office) has traditionally produced STOICs (special tactical oceanographic information charts) that provide the warfighter with information superiority by describing the hydrographic-oceanographic nature of the battlespace in a paper chart or raster chart format. The centerpiece of a STOIC is the hydrographic chart which is surrounded by essential elements of information that succinctly describe environmental parameters specifically affecting mine warfare special operations and amphibious warfare. The present STOIC product cannot be simultaneously viewed with other geospatial data as required for achieving intelligence dominance of the battlespace. In addition the Navy is now moving to electronic navigation using DNC (digital nautical charts) and plans to be fully operational with ECDIS -N (electronic chart display and information systems-navy) on all ships by fiscal year 2004. To support these new geospatial capabilities future NAVOCEANO tactical products will be based on standards-based geospatial information that allows for feature attribution and compliance with both the NATO Digital Geographic Information Exchange Standard and the International Hydrographic Organisation S-57 transfer standard. The new product line will be tactical layers that can be overlaid on the DNC or ENC (electronic navigation chart) data and will exhibit the full functionality of ECDIS-N the NATO Warship ECDIS and other tactical decision aids. It is outlined how NAVOCEANO will meet the challenge to modernise its tactical support by updating its production line. X34359 Electronic chart displays for use in VTMIS

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