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The use of FRP (fibre-reinforced plastics) in shipbuilding is becoming increasingly important. Fibre-reinforced thermosetting resin compounds are well established in the construction of yachts and of hulls of various craft used for commercial purposes. Elsewhere for example the construction of WIG (wing-in-ground effect craft) the structural requirements are still not fully established and the specification of requirements for verification procedures are not yet finalised. The first WIG for commercial use is currently undergoing classification. The verification concept which serves as a basis for draft guidelines for the use of FRP in the construction of WIG craft is described. This concept seeks to minimise verification efforts while ensuring an adequate level of safety. To achieve this it is recommended that the requirements for dimensioning materials and production methods as well as for inspections and periodical tests should be interconnected. The concept is based on a safety concept which takes into account failure effects. It incorporates safety and reduction factors matching the special properties of FRP. Further objectives are the formulation of dimensioning rules and requirements for inspections and periodical tests.

With desirable properties such as high strength and stiffness fatigue and corrosion resistance low weight and low maintenance fibre reinforced plastics (FRP) have created a unique opportunity for cost-effective and high quality applications to marine and offshore industries. By combining mechanical thermal and physical properties FRP composites provide the ability to create new multi-functional materials at low cost uncomplicated manufacturing processes and limitless potential for new applications. Because of their multiplicity it is not possible to standardise the design procedures for FRP composites to the same level as for steel construction. This one of the main difficulties when desigining in FRP composites. Other obstacles are the lack of appropriate standards regulations and legislations andm the fragmented nature of the composite industry. This paper attempts to review the current applications of FRP with particular interest in topside processing and production and supporting structure of marine vessels as well as offshore fixed and floating installations. Available design codes and standards particularly for high temperature performance are reviewed with an emphasis on how the establishment of appropriate qualification procedures and standards and regulations will facilitate an ever increasing use of these materials in marine offshore industries.

The purpose of this study is to determine the sensitivity of ship acquisition cost and fuel consumption to specific fuel-cell generator design-parameters. The ASSET ship simulation design program provides a comprehensive evaluation of ship machinery and cost. Evaluation of calculated ship benefits at various levels of fuel cell system performance show which parameters have the most influence on overall ship design and cost. The results quantify the potential for improvement in ship design due to specific levels of performance improvement in the fuel cell generators and provide guidance for future fuel cell generator Science and Technology and acquisition programs. The results show SSFC (ship service fuel cell) generators provide cost-competitive performance compared to existing SSGT (ship service gas turbine) generators. A lifecycle cost study is recommended as the next step in the process. A follow up study is planned for a Sensitivity Study of fuel cell performance characteristics for a Hybrid Propulsion application for the IPS Notional Surface Combatant.

The proton exchange membrane fuel cell (PEMFC) is an option for electrical ship power. The PEMFC is an efficient low-pollution power generator that outputs water when it consumes pure hydrogen. However applying this technology to maritime cruise propulsion presents potential risks in terms of fuel processing contaminant removal and the control and management of an integrated system. The technology is described and a risk analysis is presented. Ways of reducing the risks are considered. It is concluded that insufficient information exists on future gas turbines to allow a direct comparison with the system and that further system appraisals are required to produce a complete overview of the technology.

The full-mission engine room simulator built to complement and integrate with the cargo handling and full-mission bridge simulators in place at the Terschelling Nautical College Maritime Simulator Training Centre (MSTC) is described with attention to: basic modular design concept; technical design comprising PSSB electrical switch board manual control room console and touch screens for engine room actions; engine room modelling based on a Sulzer 84M six cylinder engine; and operation in part-task full-mission and full-integration simulation modes. Student training evaluation and assessment at MSTC is described with details of objectives schedules and procedures: the theoretical and practical benefits of simulator training are considered.

The Horn Mountain Production Spar was installed in 5400 feet of water in June 2002. This was the deepest floating production unit at that time. A comprehensive instrumentation program was initiated to measure spar and riser responses. This paper discusses the results of these measurements and compares them with analytical predictions of spar mooring tension during hurricane Isidore in September 2002. Particular attention has been placed on the importance of Coulomb friction between wire chain and the fairlead bearing to the dynamic tension of mooring lines. Mooring tensions were measured at chain jack location (inboard tension) while analytical models computed those tensions at the fairlead location (outboard tension).

Two DATs (double acting tankers) are presented. Their double acting concept allows the vessels to travel ahead in ice-free water using a bulbous bow suitable for open seas. However when sailing in ice the vessel travels astern using its reinforced stern to break the ice. The pod propulsor is used to obtain large ice-breaking capacity and strong manoeuvrability. The double acting concept not only improves the open water efficiency of ice-going vessels but also the ice-breaking performance. The scale effect on open sea performance and the ice-breaking capacity of the DAT are investigated based upon the model tests and full-scale trials carried out.

The practical application of the full stochastic fatigue analysis method to the design of an FPSO (Kizomba A FPSO) is described. FPSOs stay on location for a long period (10-25 years) without dry-docking so fatigue is an important problem in structural design. The whole analysis is carried out according to Fatigue Methodology Specification. As the fatigue analysis is carried out along the design process extensive updating works and feedback are required. The practical experiences of this design and analysis process are presented. The scope from the hydrodynamic analysis modelling screening analysis the iteration of non-linear viscous damping relation of global model and local model and interface works are described.

Results of model experiments with five keel-hull combinations in calm water were reported in 1985. This series has now been extended to include four other keel forms: an extreme winglet keel an elliptical keel a centreboard and an 'upside down' keel. The results of the total set of nine keel-hull combinations are presented in the form of calm water velocity predictions for a 63' sailing yacht. In addition dynamic tests have been carried out to study the effect of motions on the performance of winglet keels in waves. These tests included motion tests in regular waves as well as forced oscillations tests for the hull with the plain deep keel and the two winglet keels. Using these results an estimate of the speed loss due to added resistance in waves has been made.

the great Barrier Reef (the Reef or GBR) is an archipelago of some 3000 coral reefs embedded in an ecosystem that includes mangrove forests coastal wetlands and estuaries seagrass meadows deep shoals continental shelf margin and slope. It is the world's largest World Heritage Area but not a pristine wilderness. The Great Barrier Reef Marine Park is a multiple use managed marine area with a well established management and surveillance regime implemented by the Australian and Queensland governments. The research community in contrast to the Reef managers has relatively few mechanisms for coordinating science technology and engineering research among the variety of agencies and universities that research the Reef. There is an opportunity with the creation of the Marine and tropical Sciences research Facility to improve the level of integration of the research and responsiveness to needs of those who manage the Reef and of those who rely on a healthy Reef such as the tourism and the fishing community.

A look is taken at the problems associated with motivating crews both national and multi-national into Environmental Management. Motivation has been mainly by legislation but legislatin is not the single way to success as the interest support and involvement of people is also needed. After some lengthy background information consideration is given to convincing crews to be more proactive towards the environment. Next communicating to crews the benefits of carrying out the extra work involved in conducting environmental surveys paperwork etc is addressed followed by practical advice on the motivational tools available to ensure the commitment and buy-in of crews. Lastly a look is taken at what extra training is needed and how much cost this will add to the environmental management process.

Chapters written by thirty experts on the design, manufacture and application of gears. The first four chapters introduce the basic theory of gearing, the types of gear teeth and the many possible gear arrangements. Chapters 5 to 15 relate to engineering design. Chapters 16 to 21 cover machine tools and methods of gear manufacture. The final chapters deal with tools to make gears and inspection tools.

Nowadays the existence of extreme large waves so-called rogue waves or freak waves is unquestionable as records and reports from all over the worlds oceans have confirmed their existence. These waves are normally characterised by their wave height and period. A new method is presented for the generation of deterministic wave sequences in a wave basin. Based on the definition of target parameters a first control signal is created. Using the Subplex optimization the wave sequence is improved experimentally in a small wave tank. With the final control signal a wave sequence is generated which satisfies all predefined target parameters. As a new parameter the wave crest front steepness is introduced into the optimisation process. The procedure has proved its ability to generate waves with extreme steepness even with a steepness typical for breaking waves. Non-linear effects as wave-wave interactions and wave breaking are inherently included in the procedure. Thus tailored wave sequences with predefined steepness can be generated for the investigation of wave-structure interactions.

-In certain operations difficulties are experienced in controlling AUV motion is subject to difficulties. This is due to motion coupling. A highly manoeuvrable AUV is presented which only uses thrusters for motion control. A genetic planning of the control actions has been devised considering a multi-objective optimisation problem which includes energy and time saving and smooth operation with realistic control actions. Since the inertia of the submergible filters out control brisk changes it turns out that there are many almost equivalent control strategies obtaining similar trajectories. This is why the characteristics of the control actions have been included as part of the multi-objective optimisation. Several diving scenarios have been specified including obstacles. A short description of the AUV and the control problem is given then the focus is placed on the multi-objective optimisation problem and the genetic planning to solve the problem. After this several scenarios are considered and optimal results are presented. Finally conclusions are drawn and future research which will be experimental is identified.

Global response of a flexible catamaran due to wetdeck slamming in head sea regular waves is studied. A 6DOF structural model is used to model the test catamaran. The catamaran has a wetdeck with horizontal transverse cross-sectional shape. The flow due to the water impact is assumed 2D in the longitudinal cross-sectional plane. Both a direct method and a modal based method are applied to predict the global response. Vertical shear forces and bending moments are compared with experimental data and show reasonable agreement. Theoretical and experimental error sources are presented and the influence on global response is discussed.

The structure of global liner shipping markets continues to evolve in the 1990s. Mega carriers have strengthened their competitive position while smaller companies have adopted differentiation and/or niche strategies. The consortia form found in the 1970s has been replaced more strategic alliances. Developments in mainline Northern Hemisphere trades have had an impact on Australian trades. Some traditional direct services appear to be at risk some have developed complex route structures to solve the problem of servicing a thin trade; others have abandoned direct services in favour of feedering. Unless one or more Australian ports the railways and coastal shipping achieve a breakthrough in productivity it is unlikely that any of the first tier lines will route large container vessels via an Australian port.

The GPS (global positioning system) is widely used for civilian navigation positioning surveying and scientific applications. If a single GPS receiver is used to determine co-ordinates the SPP (single point positioning) procedure has to be used. However SPP's accuracy depends on SA (selective availability). SA may be varied at times within the design specifications and this can affect the accuracy of SA. From 1 May 2000 the US government changed the SA to be set at zero. This increased the accuracy of positioning to 15 to 25 meters (from 100 meters). Firstly how the navigation co-ordinates are varied without SA in time is examined. Secondly how the stand-alone GPS receivers in their present form expand the usage areas of hydrographic surveying that are already in use in the low accuracy required measurements is looked at.

The various offshore construction design codes of practice provide guidance for gravity-based structures. While the principles are also applicable to smaller subsea applications such as protection structures there are a number of geotechnical issues that arise which are particular to these smaller less sensitive structures. Solutions to some of the design issues related to the foundations of such structures are highlighted and proposed. Some of these issues are: design basis and geotechnical design methodology; selection of soil parameters if limited data are available; load distribution and limit states for structures with multiple mudmats; bearing capacity and skirt design issues; cyclic loading an influence on shear strength; foundation stability under impact loads. The aim of this paper is to prevent delays in the design and review process thus reducing costs by encouraging the use of geotechnical design methodology as a basis for technical communication and to outline some of the practical design methods that can be adopted for small subsea gravity structures.

The new Ennore Port is already handling cargo. One of the major problems envisaged is sediment deposition at the entrance channel. The entrance to Ennore Port's harbour is aligned in a southeast direction and Ennore Creek also located on the southern side of the port is already experiencing some blockage. A solution is presented incorporating a groin field is presented which it is hoped will hold back the sediments for around 25 years. To design the groin field properly it is essential to estimate the sediment budget in this region. The issues focussed upon mainly concern the most probable quantity of estimation of sediment budget for the safe and conservative design of groin field and planning.

It is recognised that the proper distribution of cargo or ballast is an important factor in preventing major structural failures in tankers. This manual has been prepared, therefore, to make available to those responsible for the loading of tankers, information which will assist them in carrying out their responsibilities. It sets out, in general terms, broad principles involved in the distribution of loads. This booklet includes the Guidance manual for loading T2 tankers and a Report on development of a tanker loading diagram and table. It has been prepared jointly by the American Bureau of Shipping and the United States Coast Guard. NB, the booklet has been put together back-to-front.