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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.

As ships move through ice their propellers are exposed to significant ice loads causing damage to the blades and other parts of the propulsion system. A new method is presented to numerically evaluate ice loads on propeller screws. This method is based on the new phenomenological model of the interaction of the blade with ice.

Theoretical techniques including strip slender body and free beam theories with hydrodynamic and stability analysis are used to examine motion in waves (surge heave pitch sway roll yaw) vertical plane stability and dynamic wave loading of SWATH (small-waterplane-area twin-hulled) ships. Predictions from the theory are compared with available experimental results from model tests. Validity of the analytical methods is discussed.

Existing methods to compute wave torsional moment and its transfer function for large opening ships are summarised. The statistical values of wave torsional moments in irregular waves are predicted from wave spectral models and differences are discussed. It is concluded that wave period has more effect on statistical values than wave height and that predictions made with the Pierson- Moskowitz spectral methods are more conservative than those of the ITTC spectral method.

Welfare and safety on ships is examined from the design perspective. Specific work hazards are identified. The impact of the physical environment upon humans and hazards due to incorrect decisions is discussed. Suggested protective measures highlighted for further investigation include consideration of government regulations investment projects and specific engineering design areas.

Modification and conversion (lengthening engine rebate) of five Maesk E Class multipurpose ships for use under the US Navy Maritime Prepositioning Ship Concept has necessitate a new propeller design to overcome a high-frequency propeller-induced vibration source. The development and selection of an optimum propeller are described. Full-scale trials on the completed installation are reported.

An industry based research and development project headed by Det Norske Veritas and involving major companies in the field has examined the future needs of refrigerated cargo ship trades and presented technical solutions for new generation reefer ships including: slimline hull design with minimum bow flare and narrow superstructure; twin screw propulsion powered by medium speed diesels; alternative sideloading pallet handling systems featuring folding jib cranes serviced by conventional or paternoster loaders; gratingless air distribution system with brine/ammonia cooling; prefabricated fittings and advanced integrated ship control.

One of the most important questions related to ship collision namely external mechanics of collision is investigated. A theoretical analysis of the motion of the colliding vessels during collision is summarised in order to evaluate the amount of kinetic energy lost during impact. Different factors affecting kinetic energy loss during collision including angle of encounter location of impact masses and speeds of colliding vessels surrounding water effect shock effects and friction at the surface of the ships are analysed.

The Safety Guide makes recommendations for practices to be adopted by terminal personnel to ensure safety in operations relating to the handling of ships carrying liquefied gases in bulk. The guide is primarily intended for LP terminals, but is also applicable for use by terminals handling LNG and liquefied gases.

The lifting of sanctions in post apartheid South Africa has had both positive and negative effects on ships agents. The function of Ships Agency in South Africa is vastly different to that performed in other parts of the world. One of the greatest challenges facing the ships agency industry in South Africa is the ability to maintain high standards. The implementation of ISO 9002 is discussed. Liner and non-liner activity is compared.

These guidance notes deal with ships intended for the carriage in bulk of dangerous liquids, i.e. liquids in normal temperature and pressure conditions, solids carried in a molten state and gas carried in liquefied state under pressure and/or cooled. Sections examine general requirements, lay-out of the ship in the cargo tank area, cargo compartments, cargo systems, miscellaneous systems, particular installations, gas detection and measuring instruments, control and monitoring, and fire fighting equipment.

This book examines the introduction of nonindigenous species through ballast water operations. it assesses current national and international approaches to the problem and makes recommendations for US government agencies, the US maritime industry, and the member states of the IMO.

The background and design aspects of the suggested management and treatment techniques for ballast water are reviewed as well as many of the ballast water and related design and operational concepts that have been developed from ship design and experience over many years. Suggested designs to be considered in the design phase of new ships to minimise the build up of sediments and to allow the range of management and treatment options to be designed and used at the highest level of efficiency are presented.

A short review of Taguchi's method is given and the concepts - quality loss function signal-to-noise ratio robustness - used in the design of ships are discussed. Uncontrollable influences include port costs in time and money loss of speed caused by fouling and weather cost of fuel machinery investment interest rate and the freight rate. Decision variables (control factors) include propulsion power cargo capacity and speed. Orthogonal arrays are designed and the influence of variations in control factors on the design is shown.

The view is expressed that it is only a matter of time before a major incident on a modern well found cruise ship or ferry with significant loss of life occurs. The reasons for this belief are examined. Firstly some brief introductory information is provided. Next the likely scenario for an incident levels of compensation criminal proceedings and corporate recovery are each outlined in turn. After this reasons why disaster is more likely now are given. Ship construction is touched upon followed by a look at training and real life emergencies. Lastly consideration of the heart of the problem is given.