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Poor air quality and badly maintained ventilation systems may result in health problems. Considerations for shipowners and HVAC manufacturers in the design of HVAC systems include comfort safety and economy. Problems of air quality on board ships are dependent on type and age of the vessel area of operation period and density of passenger occupation and HVAC system design and maintenance. Inspection of HVAC systems has resulted in the following areas of concern: products of combustion carbon dioxide and ventilation efficiency volatile organic compounds particulates microbial contamination thermal comfort and Legionella. Lloyd's Register (LR) has adopted two basic approaches to evaluating and improving indoor air quality onboard ships: design guidance and investigation. Remedial measures with respect to microbial contamination and particulate matter include: design spaces and systems to prevent indoor contamination maintain indoor conditions so that contamination does not occur or recur and clean up of existing contamination.

Reference is made to studies in which the feasibility of using gas turbine based power plant together with electric propulsion for future cruise ships - the COGES (Combined Gas Turbine And Steam Turbine Integrated Electric Drive System) is particularly discussed and the results of work in which it is evaluated for use in the Millennium Class cruise ships are presented - a comparative evaluation of conventional diesel-electric machinery was also carried out. Discussion includes - choice of gas turbine configuration (COGEN cogeneration vs COGES combined cycle); choice of machinery for a COGES application especially steam turbines and heat recovery steam generators; development of the COGES system; reliability analyses; and availability assessments in which compliance with the Rules is noted. The concept design COGES power plant and ancillary systems for the Millennium Class vessels is described with attention to the use of 3D and 4D modelling to co-ordinate technical basic design and architectural design. Significant further developments for the next generation cruise vessels are briefly considered especially the All Aft Concept with machinery comprising COGES power and pod propulsion.

This paper describes the US Navy's program to ensure that compensated fuel-ballast ships comply with oil waste discharge requirements during refuelling and that the operational capability of these vessels is optimised by the reduction-elimination of water hideout. The CFD (computational fluid dynamics) analysis is described together with 1/8-scale physical model experimental efforts to assess the performance of the Arleigh Burke (DDG 51) class of US Navy guided missile destroyer mid-group compensated fuel-ballast tank 5-300-2-F. Results show that baseline configurations can have mass fuel discharge before refuelling is terminated due to non-uniformities in tank filling. The tanks also have a high potential for fuel- water mixing particularly where buoyant jets impinge on the tank top. Various modifications to the tank structure and diffuser piping are assessed. Results show that water hideout and problems with mass fuel discharge can be minimised or eliminated with relatively minor modifications to the structure. Also the potential for fuel-water mixing can be reduced by eliminating buoyant jets. The ultimate objective of this work is to quantify effluent fuel concentrations during refuelling.

Symp held in Australia on 13 - 15 oct 1980 Papers are Coal burning bulk carriers for an Australian coastal trade Coal - an alternative fuel Dynamic properties of coal fired propulsion plants Safety aspects of coal fired ships The development of VAP turbine plant Experience from burning heavy fuel oils of varying quality in diesel engines Choosing the correct fuel oil additive to obtain maximum cost savings A modern approach to fuel improvement with chemical additives The pretreatment and cleaning of modern low - grade heavy fuel oils Nirex fresh water distillers recent technical and economic advances ALFA - LAVAL marine plate heat exchangers advantages of the centralized cooling system ALFA - LAVAL plate heat exchangers for marine applications Fuel savings achieved by improved hull condition The use of reliability engineering theory in the design and operation of ships Optimum ship weather routing Looking beyond the 1980s - is hydrogen the transport fuel of the future? Fuel savings - a ship operators experience of the performance of underwater coatings Two-stroke and four-stroke engines in the early eighties - basic requirements and targets for the future Operational economy of B & W 2-stroke crosshead diesel engines Fuel oil economy in the 80s diesel engines economical aspects The design of modern coal fired boiler plant for marine use

Fenders absorb berthing energy and decrease any impact when berthing a ship. A ship's berthing energy is proportional to the virtual mass of the ship and the square of its approach velocity; however it is reduced by rotational motion caused by eccentric berthing. Currently fenders are designed by calculating the berthing energy for the maximum size ship and-or standard size ship taking into account ship mass virtual mass factor design approach velocity and eccentricity factor. The most suitable fender is then selected to absorb the ship's berthing energy. More recently ship size has increased. At some ports there is no berth to accommodate vast ships fully laden. As a result any ships that are larger than the design ship are obliged to lighten their draft at berthing. Even if the berth water depth is secured virtual approach velocity must be decreased. A fender was designed using a statistical method and the results of the analysis were previously presented to the llth ISOPE 2001. The probability of failure and of the safety factor of the fender design of container ships was calculated and presented previously. Here the arrival of conventional cargo ships in some major Japanese ports is analysed. All factors are treated as variable. The probability of the failure of a fender designed according to the current design standard is calculated by a statistical method. After this a statistical design method for fenders of berthing ships is proposed.

RBM (risk-based maintenance) previously been adopted for power-generating plants and oil refinery plants is now being expanded to offshore plants as well. Qualitative RBM has also been introduced as an element of classification surveys for engines and auxiliary machinery of ships as a type of RCM (reliability centred maintenance). However it has been difficult to apply RBM to rotating machinery because almost all RBM systems are based upon API581 or ASME CRTD standards which are designed for pressure vessel leakage through holes generated by mechanical damage. Nippon Kaiji Kyokai has developed the world's first RBM system for rotating machinery including the main engines and auxiliary machinery of ships. Using past maintenance data this RBM system provides risk matrixes and can predict future changes to risk levels for different maintenance methods. One study has been carried out using this RBM system on an LNG cargo line extending from the shore connection to the cargo pumps in the ship's cargo tank. The results of this study show that RBM evaluation provides a practical and transparent method for developing maintenance plans by determining numerical risk which is calculated by the multiplication of failure probability and the consequences of failures.

The escalating costs of US technology used in regional military conflicts is coinciding with projected reductions in the defence budget. In addition the new technology puts more demands on manpower and training. Upgrading advanced digital ship control technologies with automated ship systems technology may be a solution to balancing the budget. The evolution of control systems for ships is discussed in detail and the requirements of a navy at war are described. Automation systems that offer reduced manning and lower life-cycle costs are then discussed in terms of navigation systems mission planning threat decision aids damage control and condition-based maintenance. The availability of enabling technologies is highlighted

This publication contains the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) and a number of documents closely related to that Code. Chapters cover topics such as cargo containment; safety equipment and related considerations; special requirements; operational requirements; minimum requirements; chemicals to which the code does not apply; and transport of liquid chemical wastes.

Two new designs for British ships are described. The MP17 a 17000 dwt multi-purpose cargo carrier by British Shipbuilders has been developed for low fuel operation with minimum crew. She is deriven by either Sulzer or MAN-B&W engine with direct drive to a fixed pitch propeller. Shaft generator and blended fuel diesel generator provide electricity Harland & Wolff have designed a 40000 dwt oil products carrier powered by a H&W-B&W MCE ultra-long stroke engine. She can carry four separate oil products with simultaneous loading and discharge.

With price competition in a global shipping industry encouraging operators to make their decisions about flagging and operating locations purely on price policies designed to maintain quality shipping and safety are impeded. The view is expressed that the priority should be quality standards for flag administrations and registers rather than new regulations. The European Union's role is looked at. The role of cargo owners and charterers insurers and shipowners are each considered in turn.

Conf was held 3 & 4 March 1977 in London Papers are Conversion factors Development of the concrete hull Prestressed concrete platforms process plants The role of classification Classification of concrete ships; historical background and current practice Operational experience with prestressed concrete barges LNG concrete ship economics Some aspects of financing concrete vessels Current trends in design and construction of concrete ships The role of the marine surveyor Structural appraisal of concrete ships Quality control and maintenance of prestressed concrete ships Practical design and construction considerations on the use of pretressed concrete in ship construction The market for concrete gas carriers Genoa's floating prestressed concrete dock; design Genoa's floating prestressed concrete dock; construction

Increasing passenger numbers since 1988 with the trend set to continue has led to a boom in cruiseship newbuilding orders. The US-based World City Corporation is waiting to know if the US Department of Transportation's Maritime Administration will approve government support of $1 billion to aid the construction of the Phoenix World City which would be the world's largest passenger vessel. An article entitled The return of the true liner? by Stephen Payne of TMP compares the development of the latest passenger liners including the fast ships Oriana and Legend of the Seas with the Rotterdam Canberra and Queen Elizabeth 2.

The basic principles for active systems enshrined in SOLAS require detection of any fire in the zone of origin and containment and extinction of any fire in the space of origin. This paper reviews the latest developments in active systems and how their application to passenger ships can further enhance the achievement of the basic principles beyond that currently practised.

This paper provides a review of variable speed electrical drive systems that make use of ac motors and are suitable for ship propulsion. Drive systems which incorporate some form of variable frequency converter equipment and their implementation in practical installations are considered with reference to recent passenger ships and other notable vessels. There is a section on harmonic currents produced by the converter frequency equipment. Topics include reasons for selecting electric propulsion electric drive options converters synchro-phasing of propellers propulsion motors and converter harmonics.

In order to meet higher cruise ship requirements ship designers have had to undertake additional investigations at the design stage. This paper deals with those aspects of the well established schedule of conventional model tank testing which are of particular importance to cruise ship design and describes the procedures which have been developed in order to investigate and improve certain aspects of performance which are more specific to the operation of such ships.

The application of FSA (formal safety assessment) to passenger ships is discussed. Passenger ship accident statistics are considered. An analysis of passenger ship characteristics and a proposed formal safety assessment methodology are presented. Five interlocking steps are described to construct a safety model including novel risk assessment cost-benefit analysis and decision-making approaches. A case study is carried out in order to show the demonstrate methodology. Finally further development in formal safety assessment in the context of passenger ship safety is discussed in detail.

Contents comprise of the following chapters: Ships categorised (types of ships, ships systems), Engineering fundamentals in ship design, Ship geometry and hydrostatics, Properties of shipbuilding materials, The strength and structure of ships, Ship hydrostatics and initial stability, Longitudinal stability and trim, General stability at large angles of heel, Submarine hydrostatics, stability and trim, Ship hazards and vulnerability: damaged stability, Ship resistance and powering, Propellers and propulsion systems, Ship motions in a seaway and Manoeuvrability and ship control.

The propulsion of ships is examined. In recent years parallel developments have taken place in the propulsor and in propulsion. The limitations of the traditional screw propeller are noted. A LIMFIN (linear induction motorised fin) is outlined together with the benefits of using a LIM (linear induction motor) in conjunction with the LIMFIN. The LIM mechanism is described together with its performance in stopping astern manoeuvering and berthing. The screw propeller is compared to fin propulsion. A set of frequently asked questions about LIMFIN are presented with a set of fairly reasonable answers. Sketch diagrams are displayed on pages 245-250.

Traditionally maintenance on board ship has always been carried out empirically mainly based on the recommendations of the manufacturers and/or the requirements of the Classification Societies. This approach does not necessarily lead to the minimization of the life cycle costs of the ship. The aim of this paper is to demonstrate the potential for optimizing the maintenance costs when the operating data already available in the onboard maintenance management software are correctly interpreted statistically and used in the appropriate models.

Aspects of shaft design to accommodate the problems of larger more flexible ships with increased engine power are discussed as follows. Shaft size construction materials alignment by fair curve alignment methods with shaft stress monitoring; rigid couplings of the prestressed expansion bolt or muff types; flexible couplings of the grid/leaf spring helical compression spring or rubber block types; hydraulic and electromagnetic slip clutch couplings; line shaft bearings comparison of white metal film-oiled types with tilting pad and roller bearings; thrust bearings desing and structure; and shaft brakes brake bands and disc brakes.