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Container ports are complex dynamic logistic systems consisting of a number of different interacting container terminals and berths. Container handling terminal efficiency is an important issue because of the great competition among container terminals and ports. Two major goals of port planning are the full use of berths and the terminal management of ship-to-shore or ship-to-ship operations. Since both container ships and container port facilities are very expensive it is best to use them as intensively as possible. The main problem in using analytical modelling for container terminals is that they lose detail and flexibility so that they simplify the real situation. However simulation modelling is better than analytical modelling in representing the random and complex environment of container terminals. Simulation modelling is in particular best suited for the presentment of processes at the container terminal especially when several parameters and scenarios need to be included into the investigation. A combination of analytical and simulation modelling of ASBL (anchorage-ship-berth link) is given based on the statistical analysis of container ship traffic data. The implementation of this procedure leads to the creation of a simulation algorithm that captures ABSL performance well. Simulation modelling is also combined with analytical methodology. All the main performances of the ABSL are given. The efficiency of operations andX37342 Simulation and control of an IC engine/generator auxiliary power unit for use in a series hybrid electric vehicle

The US Navy has been a leader in the development of stern wedges and stern flaps for improved ship powering performance. Stern wedges now in use on all DDG 52 class flight 1 and 2 destroyers reduce the powering at the top speed by about 6 per cent. Other ships have been fitted with stern flaps the most effective of which is on the USS Arthur W Radford (DD 968). According to ship trials this flap resulted in an 11.7 per cent average powering reduction for an estimated $135000 per year decrease in fuel costs. In practice flap retrofit costs can be recovered in less than a year. The life cycle cost savings due to retrofitting a stern flap on all DD 963 Spruance Class Destroyers and CG 47 Ticonderoga Class Cruisers has an estimated net present value of $83 million. An extensive model test database on stern wedges and stern flaps has been assembled. Model tests and CFD (computational fluid dynamics) analyses explain the details of the performance improvement. Full-scale ship trials indicate greater powering reductions than shown by the model test data. A scale effect study comprised of model tests at various scale ratios and RANS (Reynolds Averaged Navier Stokes) CFD analyses confirms the improved performance at ship scale.

All low speed 2-stroke engines produced for ships constructed after 1st January 2000 comply with the IMO regulation specifying emissions limits for NOx in particular in Annex VI of Marpol 73-78. After this regulation came into force in May 2005 discussions started within IMO for the next step in emissions reduction with the target of creating new limits to be valid probably from 2010 onwards. The currently applied technologies are reviewed and today's potential for further reducing emissions by means of adjustments of the thermodynamic layout and of further optimisation of fuel injection are shown. The key technology enabling exploitation of all these possibilities is the RT-flex system which has become the preferred option on new Wartsila 2-stroke engines. To achieve additional substantial reductions of NOx emissions wet technologies will most likely have to be applied. Based on the former promising test-bed results with NOx reductions up to 50% direct water injection equipment has been developed and installed the first time on a large bore engine in ship operation. The aim is to accumulate experience of the system in long-term operation at regular service conditions. A completely new approach to reduce not only NOx but also all other emissions simultaneously can be seen in the application of the WHR (waste heat recovery) concept.

The engineering consulting company Safety at Sea was set up to exploit technology developed at the University of Glasgow and Strathclyde. A process known as TSA (total stability assessment) is used with this technology to develop a niche in the upgrading of ro-ro vessels to SOLAS 90 and the Stockholm Agreement. This process includes damage stability upgrading using commercial static stability software in conjunction with numerical simulations of the dynamic behaviour of the damaged ship before progressing to the physical damage survivability model tests. Once an upgrade solution has been optimised a physical model for damage survivability is built for testing in a towing tank. Using this approach nearly 70 vessels have been tested (80% of the north European ro-ro fleet needing upgrading). The practical application of TSA is shown through a comparative study addressing ro-ro damage survivability based on SOLAS 90 Stockholm Agreement numerical simulations and physical model tests. It is also demonstrated how the correct application of TSA is conducive to optimal and inexpensive solutions effectively reducing the average cost of upgrading to Stockholm Agreement to that of upgrading to SOLAS 90 for the majority of ships tested to date.

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

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 18th 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.

Sea ice thickness is one of the most important parameters for ice engineering problems and climate studies. Apart from IPS (ice profiling sonar) measurements EM (electromagnetic induction) thickness sounding has become an accurate and efficient method for thickness profiling and can be operated on the ice from ships or from structures like lighthouses or oilrigs. However EM sounding is most powerful when operated from helicopters or from fixed-wing aircraft. The accuracy of EM thickness sounding increases with the salinity of the water below the ice. Unfortunately in many key regions for ice-engineering activities the salinity of the water is very low for example in the brackish waters of the Baltic and Caspian Seas. An example of EM thickness measurements in the shallow water of the Bay of Bothnia (northernmost Baltic Sea) is shown using a small helicopter EM sensor and some model results. These demonstrate the particularities of EM sounding in brackish water. It is also shown that accurate ice thickness measurements are still possible with very low salinities of 3 ppt. In addition it is shown by means of model calculation and data that EM ice thickness measurements in shallow water less than 10 m deep are possible with instruments using high frequencies.

Introduction of non-indigenous species to new environments is one of the greatest threats to the world's coastal waters. Ballast water is a major contributor to the transfer of harmful organisms and pathogens. Potential economic impacts and impacts on human health and the ecology are very significant and cannot be ignored. The Great Lakes Ballast Technology Demonstration Project is presented. This is a joint US-Canadian co-operative project which recently funded three 6-month full-scale design studies of promising ballast water treatment systems. Each study aims to fully develop for a specified 'target' vessel the contract design and life-cycle cost of a reliable optimised flow-through onboard treatment system that effectively removes living organisms from the ship's ballast water before it is discharged into an ecosystem other than its original source. Two of these three studies are addressed and two different kinds of target vessels are selected. These ships represent classes of vessels typically involved in ballast water discharge in the ports and waterways of the US West Coast Hawaii and Alaska. This is one of the first efforts devoted to developingX32487 Contract energy management in industrial power production Institution of Diesel and Gas Turbine Engineers Publication No 478

The frequency of shaft alignment-related bearing damage on large merchant ships has increased significantly in recent years. This can mostly be attributed to changes in the design of the vessel inappropriate analyses inadequate shipyard practices and a lack of well-defined analytical criteria. Propulsion shafting systems on modern vessels are mostly diesel engine-driven directly coupled installations which are very energy efficient due to the low revolution propellers and highly optimised engines. The problems with alignment are in the increased disparity between flexibility of the hull structure and the shafting. The ship structure becomes more flexible with scantling optimisation high tensile steel application and with increased ship size. At the same time as the demand for power has increased with the larger ship designs the shafting diameters also have increased and the shafts have become stiffer (this is particularly true for VLCCs ULCCs large bulk carriers and large containerships). Consequently the alignment of the propulsion system has become more sensitive to hull girder deflections resulting in difficulties in: analyzing the alignment using a conventional approach; and ensuring that required alignment condition is met onboard the ship. These issues are discussed in particular the issue of the main engine bearing loading relative to the ballast and full load operation. Final conclusions are drawn.

The aim of his book is to present a series of chapters that describe current developments in the finite element analysis and design of certain types of thin-walled structures. The chapters concentrate on the practical aspects of finite elements and their use. The choice of using the finite element method of analysis to the exclusion of other methods of analysis is, for the user, considerably eased by the ready availability of finite element analysis packages, coupled with the easy access to the required computing resources. Chapter 1 lays the foundations for the development and the use of finite elements for thin-walled structures. Chapter 2 looks at the availability of finite element software packages and suggests caution with respect to their indiscriminate use. In Chapter 3 the necessity of validating the input of data, the elements and the mesh arrangement to be used are discussed. The chapter even suggests the testing of the elements to be used. Chapter 4 analyses membrane structures varying from cables under self weight to water-inflated dams and air-inflated buildings. In Chapter 5 an axisymmetric thin-shell element has been developed and applies to a series of problems. Chapter 6 shoes in detail the relationship between the finite element method, the loads, stresses, analytical and experimental work on ship structures and how this relationship is changing the way in which ships are designer. Finally, chapter 7 illustrates details of offshore structures that are most frequently analysed using thin-shell elements.

In this third book in a series on the history of the Florida Keys, John Viele tells the true story of the Florida Keys wreckers, the daring seamen who sailed out in fair weather or foul to save lives and property from ships cast up on the unforgiving Florida Reef. From the archives of the federal court at Key West, or “wrecking court,” and from contemporary letters, diaries, and newspaper articles, the author has captured the drama of the lives and times of the Florida Keys wreckers with accuracy and clarity. Richly illustrated with drawings from nineteenth-century magazines and newspapers, artists’ concepts of wrecking scenes, and reproductions of old paintings and photographs, this book will fascinate sailors and landlubbers alike. •The evil crew of a wrecked Spanish slave ship hijacked their would-be rescuers and forced them to carry their wretched human cargo to Cuba. •Wreckers salvaged some strange cargoes—an Egyptian mummy, the fossilized bones of a prehistoric sea monster, a railroad locomotive, and cavalry horses. •The crew of a small wrecking vessel barely escaped with their lives when they were attacked by a war party of Seminole Indians in dugout canoes. •Wrecking divers, working without benefit of any apparatus, plunged into the black, polluted waters of flooded cargo holds to wrestle out barrels, boxes, and 500-pound bales of cotton.

The design of fast cruise ships with high power implies the adoption of POD propellers with larger diameter. As a consequence of the high installed power and the design constraints regarding the hull clearances and the hull-induced pressure the selection of larger propeller diameter yields excessive raising of the stern buttocks worsening the optimal area curve and the stern lines. This approach implies a decrease in the hull efficiency and possible increase of induced pressures. The solution considered is to use a propeller with a higher number of blades than previously used for POD propellers (normally a 4-blade propeller is used). The consequences of this are the reduction of the hull clearance and of the propeller diameter. There is also the possibility of developing a good frame area curve. In this research for the first time a systematic series of pod propellers with different numbers of blades have been investigated considering the optimisation of all the hydrodynamic aspects of the hull-propeller system. During the research activity three different pod propeller geometries have been studied considering the configurations with 4 5 and 6 blades. This work proves that propellers with 5 and especially 6 blades allows quite a good efficiency with suitable hull propeller clearance to be achieved while at the same time keeping a very low level of induced hull pressure. Three pod propeller models were built and tested. Suitable modification to the frame area curve of the afterbody and the hull lines was developX23665

As the exploitation and production activities of petroleum in deeper waters has increased there has been a greater tendency to use FPSOs (floating production systems) based for instance on moored ships or semi-submersible platforms as opposed to fixed structures used in still water levels up to 400 meters. The behaviour of permanently moored floating systems is dictated not only by the hydrodynamic behaviour of the hull and the hydrodynamic-structural behaviour of the mooring system but also by the hydrodynamic-structural behaviour of the array of risers. The implementation and application of modal analysis during nonlinear time-domain dynamic simulations of floating offshore systems is presented. The simulations are carried out by a fully coupled non-linear time-domain analysis methodology which considers the interaction between the hydrodynamic behaviour of the hull and the structural-hydrodynamic behaviour of the mooring lines and risers. Considering the non-linear variation of the stiffness and added mass of the floating system with time the objective is to assess the variation of the natural periods of vibration for the 6-DOF of the floating system (surge sway heave roll pitch and yaw). To achieve this the generalised eigenvalue problem associated with the system is assembled and the Generalized Jacobi Method is used to solve this problem and determine natural periods of the system at selected time intervals during the dynamic simulation. Case studies are selected to assess the variation with time of the natural periods considering two different tX16337

In maritime warfare torpedoes pose an important threat to ships and submarines and therefore their early detection is crucial in order to evade them on time. A MTDA (modified torpedo detection algorithm) that improves upon the range estimates of an earlier (TDA (torpedo detection algorithm) is introduced. The original TDA detects the presence of a direct path and a surface reflected path for a torpedo acoustic tonal using the FOS (fast orthogonal search) algorithm. In the original TDA the candidate functions used by FOS were sinusoidal functions at a constant frequency. Using the frequencies of the direct and reflected path signal the TDA estimated the torpedo range. It is known that the frequency of the direct path and reflect path signal will vary in time. It is also well known that correlating a received signal with the expected signal results in the lowest probability of error in detection (matched filter). Thus in this work the candidate functions used by FOS are functions whose frequencies vary in time (chirp signals) as theoretically expected for the direct and reflected path signals. Also the FOS algorithm is modified to fit the direct and reflected paths in pairs. The pair of frequencies that fit the highest energy is determined to be the direct and reflected path signal and the range used to generate that candidate pair is used as the range estimate. The MTDA algorithm is simulated for a torpedo approaching a receiver at several angles and the range estimations are shown. These results are compared with the earlier TDA are sX35644 Improved viability of FPSO developments for HP/HT fields by use of subsea HIPPS

In recent years there has been an increase in the number of structures installed offshore following advances in construction and installation techniques. Therefore the likelihood of ship collision its consequences and resultant structural damage has increased. Different reports published about the collision between ships and offshore platforms reveal this. The risk of collision involving jack-ups is similar to that of semi-submersibles or fixed jacket structures. However jack-ups are much more flexible than jackets and have much lower degree of redundancy. Therefore their response to collisions and their ability to absorb impact energy is expected to be considerably different to that of jackets. Moreover it is expected that after first impact a secondary impact may occur due to the rebound of jack-up and the subsequent movement of ship. Finite element analysis of a typical jack-up platform is carried out under different impact scenarios using ANSYS software and the effect of various mechanisms in absorbing the energy of collision is determined. A 3D model of Iran-Khazar Jack-up operating in the Caspian Sea is prepared. Dynamic non-linear analyses including geometric and material non-linearity are carried out. The effects of pre-loading due to platform weight and environmental wave and current loading before collision are applied. In the first collision between the ship and the jack-up for impact to chords (leg-like vertical elements) as well as to braces (diagonal or horizontal elements) the main energy absorption mechanism is overall deformation ofX36728

Contents Cyril King, 'The Death of a Shipyard - The Birth of Dart Marina' p.5 Steve Hucklesby, 'Henry Dinham Chard - Shipbuilder, Lyme Regis, 1759-1847' p.23 David Eeles, 'The Development of Torquay Harbour to the Thirties' p.29 Ron Howell, 'To Sail No More, The Story of Lord Napier' p.83 Colin Green, 'Forest Ports of the Severn' p.87 Robert G Alwood, 'Sailcloth (Coker Cloth)' p.112 The Navy Board, 'Manufacturing Cloth for His Majesties Navy' p.129 Joe Varley, 'Dermot Keogh, Master Mariner - Life and Times of a Dubliner' p.137 Kevin A Doughty, 'His Majesty's Ships Badger and Sandfly - The Occupation of Iles St Marcouf, 1795-1802' p.149 Peter Lacey, 'Norman Court, China Express' p.167 Dr Michael Bender, 'British Yachting Narratives 1604-2005, Part 2 Additions, Corrections and References' p.178 Maldwin Drummond, 'A Brief History of Yachting and its Development over the last 200 years' p.201 Sadru Bhanji, 'Barbary Pirates and the West Country' p.218 David Jenkins, 'West Country Steamship Owners, Some Suggestions for Further Research' p.231 Philip Gloyn, 'Who Were the Trinity House Pilots Operating on the River Exe in the 19th Century?' p.244 Index of Previous Journals and Maritime Monographs p.264

Contents in this folder: 1. Back to back starting of large induction motors, by Graham Smith 2. Innovation in vessel propulsion – electric propulsion and its merits, by M. Murphy and Dominique Gondouin 3. United Kingdom seafarers analysis 2006 – Report for Department for Transport, by David Glen, John Dowden and Robert Wilson 4. Thermal and mechanical condition diagnostic of diesel engines – theory and application examples, by Knut Langseth 5. Electrical propulsion of merchant ship / La propulsion electrique des navires marchands, by Jean-Pierre Fournet 6. Turbocharging and emissions - Part 3 – Turbo Magazine 2/07 7. History of Pembroke Dockyard, by John Guard 8. ‘Driven from Home’: the closure of Pembroke Dockyard and the impact on its community, by Ann Day 9. Welding and the British shipbuilding industry. A major constraint?, by Lewis Johnman and Hugh Murphy 10. Henry Bessemer and continuous casting, by Manfred M Wolf 11. Revising the reefer 12. The MET-SR-VG turbocharger with radial-flow turbine and variable-pitch-nozzle, by M Kimura, K Imakiire, E Matsuo, and K Tayama. 13. Wivenhoe Coasters – Graham Atkinson and Gil Mayes describe the mini-bulkers constructed at Wivenhoe, Colchester, by James W. Cook & Co. Ltd. 14. List of ships sailing from Scotland 1740 - to 1858 (no source of information) 15. Plate showing Hydraulics: dredging machine used on the River Thames to deepen the channel – Published as the Act directs, 1812, by Longman, Hurst, Rees, Orme & Brown, Paternoster Row.

Around one third of the world's known but unexploited reserves of natural gas are in Russia. The overwhelming majority of these reserves are in Artic and Sub-arctic areas (Russia Canada USA etc.) As a consequence LNG ship technology is moving towards Arctic LNG-Carriers. New developments in ice-navigation winterisation and ship sizes are generating new exiting challenges for shipping and ship building industries all over the world. Existing ice class regulations should be only considered as a first guide for designing ice-going vessels since the future performance in ice-covered waters of new developed LNG Carriers needs to be investigated in much more detail. Therefore ice model tests are imperative. It is common practice to guide ships in ice-covered waters using one or two icebreakers for wider LNG-Carriers. The LNG-Carrier follows in a broken channel of about 1.25 to 2 times the widths of its beam. For the model tests a parental level ice sheet of target ice thickness is prepared according to HSVA's standard model ice preparation procedure. In order to obtain a defined friction coefficient between the ice and the model hull HSVA applies a special paint composition to the models of ice-going vessels. The channel is broken with the help of two stock icebreakers towed through the level ice generating the most realistic wide ice channel. The aim of these ice model tests is to evaluate the icebreaking performance in a wide ice channel to consider propeller-ice-interactions and to assess how the ice is transferred aside and below the vessel.