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Table of Contents Lewis R. Fischer and Adrian Jarvis, "Introduction" / xi-xiv Contributions Lewis R. Fischer and Peter N. Davies, "Gordon Jackson: An Appreciation" / 1-12 Adrian Jarvis, "Port History: Some Thoughts on Where it Came from and Where it Might be Going" / 13-34 Graeme J. Milne, "Port Politics: Interest, Faction and Port Management in Mid-Victorian Liverpool" / 35-62 David J. Starkey and Richard Gorski, " ‘Our Little Company:’ The Wilsons and North Eastern Railway Shipping Company Limited, 1906-1935" / 63-88 Carol Hill, "The Changing Functions of a Rural Port: Dumfries, 1700-1850" / 89-110 Malcolm Tull, "Australian Ports Since 1945" / 111-138 Peter N. Davies, "Aspinall, Cornes and Company and the Early Development of the Port of Yokohama" / 139-158 Frank Broeze, "Dubai: From Creek to Global Port City" / 159-190 Lars U. Scholl, "New York’s German Suburb: The Creation of the Port of Bremerhaven, 1827-1918" / 191-211 Poul Holm, "Capital and Labour in the Port Town of Esbjerg, 1945-1999" / 213-228 Lewis R. Fischer, "Port Policies: Seaport Planning around the North Atlantic, 1850-1939" / 229-244 Lewis R. Fischer (compiler), "Gordon Jackson: A Bibliography" / 245-250

The main objective of the present paper is to numerically examine the residual ultimate strength characteristics of steel plates with longitudinal cracks under axial compressive actions. The present paper is a sequel to the author’s previous paper [Paik,J.K.,2008. Residual ultimate strength of steel plates with longitudinal cracks under axial compression—Experiments. Ocean Engineering 35,1775–1783]. In contrast to the previous paper, the present paper deals with nonlinear finite element method investigations. Because the test programme is usually limited to a few test models in number for many reasons, the application of nonlinear finite element methods is often more beneficial to handle a more variety of parameters of influence. In the present paper,the insights developed from a series of ANSYS nonlinear finite element method computations are documented, where the effects of the crack orientation,the crack location, the crack size, the plate thickness, and the plate aspect ratio on the residual ultimate strength of steel plates with longitudinal cracks under axial compression are discussed. The insights developed from the present work will be useful for cracking damage-tolerant design of steel- plated structures and also for health monitoring or condition assessment of aging steel-plated structures with cracking damages.

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

Underwater acoustic communications presents unique challenges that are being overcome with advances in signal processing algorithms and related hardware technologies. The accurate simulation and performance comparison of various algorithms is essential for building an optimised and robust communications system. Results are reported of a detailed simulation study of an underwater acoustic communications system that is capable of achieving high data rate in a shallow oceanic channel. The study brings out the relative contributions of some of the processing blocks towards SNR gain and achieves the desired bit error rates for realistic environment scenarios. The rate at which data can be reliably transferred is ultimately limited by the characteristics of the underwater acoustic channel. The transmitted signal can be reflected and scattered from the surface and bottom and refracted by variations in the acoustic velocity profile. The channel properties change with time so the received signals can suffer severe and rapid amplitude and phase fluctuations. A realistic channel model based on Rayleigh fading is used. A model for underwater shallow oceanic channel and its simulation are presented. An overview of the communication system and the basic blocks like the modulator demodulator channel equalizer error control coding and LPI which are required to simulate the entire communication system are provided. Integrated simulations for the communication system and the results of these simulations are discussed. The data rates achievable with various modulation schemes under different scenarios are discussed. X35411 Simulation study and field measurement for mitigation of slugging problem in the Hudson Transportation Lines

Conf was held in November 10-12 1987 in Aberdeen Papers are Sources of funding for research and development in oil and gas technology The funding of the Hydra-Lok swage pile connection development The drill support tooling module project Review of standards codes requirements and regulations - their impact on under- water projects Standardization - Norweigian experience by Nifo-Norsk Industriforening for Oljeselskap Code of practice for the safe and efficient operation of remotely operated vehicles Adapting ROV operations precedures to today's market Using project management as a tool-a necessity in today's underwater contracting industry The CSWIP scheme; a personal view from the Chairman of the Board Higher efficiency through improved diver transportation Standards for underwater breathing apparatus Monitoring of bacterial status and antibacterial cleaning of saturation diving systems HYDRA 8; Pre- commercial hydrogen diving project Diver selection for deep dives (below 300 msw) Saturation diving; diving deeper than 300m Mathematical modelling of tissue bubble dynamics during decompression An evaluation of automatic recording of commercial air-diving data Civil engineering working practices and standards The future of diver training

In recent years oil companies have included subsea processing as an option in many early phase field development studies including deepwater fields. This increasing attention is due to the potential for significantly improved field economy of subsea field developments including both new field developments and de-bottlenecking of existing infrastructure. Deepwater fields introduce additional challenges compared to more moderate water depths. Yet the benefits with respect to improved flow conditions in many cases makes subsea-processing concepts like boosting and water removal even more attractive for deep waters. Here a look is taken at how subsea processing can mitigate physical or economical constraints in field developments. To substantiate this results from some of the studies that have carried out are presented. A number of field development studies that have been done within FMC Kongsberg Subsea as basis for discussion of added value through subsea processing are used here. The studies are presented in a generic format but with sufficient information to show how subsea processing is improving the field development concept in each case. Also briefly discussed are the obstacles that are met at present when subsea processing is proposed as an alternative. Due to limited field-testing experience decisions in favour of subsea processing may be difficult to achieve. On the other hand without support from oil companies further large scale testing is not possible. This dilemma needs to be overcome to bring subsea processi96972 Subsea processing solutions

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.

In recent years there has been growing demand in international agreements and fora for integrating environmental objectives into fisheries management often called an 'ecosystem approach'. The concept is still under development and there is an ongoing debate about what such an approach means and how to implement it. It is clear however that it does not mean managing the marine environment in all its complexity but rather just managing its sustainable use. It is also clear that while more research is needed we already have sufficient information to apply an ecosystem approach in several existing contexts to alleviate impacts on the marine environment. The case is made for decentralising management and harnessing co-management to facilitate an ecosystem approach. In defining appropriate levels of fishing mortality for non-target species (plus acceptable levels of habitat disturbance) it will also be necessary to identify indicators set thresholds and run monitoring systems for tracking them and evaluating the success of measures applied. These needs in turn call for more extensive environmental assessment and judicious application of the Precautionary Approach. Some case studies of the ecosystem approach in action are given. Practical application does not necessarily restrict fishing opportunities. Prudent review of the Common Fisheries Policy in 2002 could give an enormous boost to the ecosystem approach. The financial resourcing of applying the approach is a major challenge and a novel way of funding it in New Zealand is described.

A project to develop an extremely highly efficient gas engine was launched in 2005 by MHI and JGA. The aim of the project was to achieve a generating efficiency of 48% and 50% with a combined system in the 8MW class gas engine. A prototype gas engine with V18 multi cylinders was built. The base engine for this project was the Mitsubishi MACH-30G an ultra lean burn 4-stroke gas engine with pre-chamber which was developed in 2002. A new concept for the control of fuel-air mixture and combustion was introduced in the developed engine to improve efficiency as well as the technologies already developed in the conventional engine MACH-30G such as the fully electrically controlled system for pilot fuel and gas and the combustion control system with pressure sensors mounted on every cylinder. In this development the latest technologies are used effectively. These include: TOMO graph of AVL (the optical visualisation of combustion); FID (flame ionised detection) combined with high-speed cylinder gas sampling and CFD with FIRE for the simulation of mixture distribution in cylinder in order to grasp the phenomenon in cylinder in detail. The observation into the cylinder and its devices provides important information for the improvement of combustion. Results of test procedures are presented. For 50% efficiency two types of combined system are evaluated: the hybrid turbocharger and the steam injection into cylinder.

Marine reserves areas permanently closed to all fishing are frequently proposed as a tool for managing fisheries. There are many fisheries benefits claimed for reserves and extensive field research confirms the benefits. Encouraged by these results many countries and states have embarked upon initiatives to establish networks of marine reserves. However reserves remain highly controversial among fishers and fishing industry bodies who argue that fishery benefits remain unproven. In the last three years there has been rapid growth in the number of cases where fisheries have been shown to benefit from reserves. This body of evidence is critically analysed drawing upon studies of reserves and fishery closures. Fishery managers have long used fishery closures areas temporarily closed to fishing for one or more species or to specific fishing gears. They are used to help rebuild depleted stocks reduce gear conflicts protect vulnerable life stages of exploited species or protect sensitive habitats from damaging gears. Such areas can tell much about the potential effects of marine reserves. Experiences are described that prove that success of marine reserves is not contingent on habitat type geographical location the kind of fishery involved or the technological sophistication of management. There is strong evidence that with the support of local communities marine reserves offer a highly effective management tool. However

One of the main purposes of a LHD (landing helicopter dock) ship is the transportation and transfer of a large number of troops and their associated equipment from sea to shore. Sea transfers are carried out using landing craft which are embarked and disembarked from a flooded well dock area located at the after end of the ship. The behaviour of landing craft within the flooded well dock is of critical importance to the operators of an LHD ship. The turbulent flow at the dock entrance and wave motions inside the well dock may cause a landing craft to impact. It is therefore necessary to develop a modelling capability that can assess landing craft designs and determine the operational limits of these designs. To date the relative motion between the parent ship and the landing craft has only been assessed experimentally. Numerical investigations have focused on determining the wave profiles within the well docks. The next step is to include landing craft and to determine the relative motion of the landing craft and the parent ship. The preliminary results are presented of a feasibility study into landing craft motions inside a flooded well dock using commercial FE (finite element) analysis software. This FE code has fluid-structure interaction capabilities through its use of SPH (smoothed particle hydrodynamics) techniques. The study suggests that the relative motion between the LHD and the landing craft could be determined and therefoX40131 Modelling of multiphase pigging operations H Yeung ; J Montgomery ; P C R Lima

International Conference held on 2 3 4 May 1979 Greenwich Papers are The North Sea - A Challenge of Disorganised Opportunities North Sea Planning - The role of National Regimes Preconditions for an Int Offshore regime - administration management policing and emergency services A German view of North Sea Mineral Development Solving the problems at sea is not only a question of regime The North Sea and its approaches - the case for and against an Int Regime a German view The Geological evolution of the North Sea Weather and waves in the North Sea North Sea Oceanography - the current nd situation and possible future developments Sea Use Planning in the Southern North Sea - The shipping background The Importance of North Sea Fishery Resources Oil Pollution The North Sea - hydro graphic knowledge Offshore Policies and Policy Making in the United Kingdom Dutch Offshore Policy Danish Regime in the North Sea Danish Offshore Policy The Defence of the North Sea and Approaches to North West Europe Prevention and Control of Pollution and Protection of the Marine Environment - actions undertaken by the European Community The Oil Industry Int Exploration and Production Forum Study Group - Energy environmental aspects technology fisheries shipping surveillance enforcement and defence alternative legal regimes

The reform of the CFP (Common Fisheries Policy) has been in the air for several years and now some decisions at least have to be taken. The EC (European Commission) held preliminary hearings across the Community including the UK as early as 1998 and issued a Green Paper on the future of the CFP outlining its approach to reform in March 2001. This was widely debated until the end of September 2001. Now proposals for reform are close to being finalised and are likely to be tabled by March 2002 at the latest. Then the real debate will begin. The stakes in this debate are very high. As the EC said in the Green Paper 'the Common Fisheries Policy has not delivered sustainable exploitation of fisheries resources and will need to be changed if it is to do so.' It was also said that 'the catching sector in particular will have to become significantly smaller than it is today in order to be sustainable and the Community needs to plan for major structural adjustment'. There is a sense of urgency to reform given the poor state of some of the major fish stocks such as cod and hake. First the achievements of the CFP in its first 20 years are considered. After this seven key issues for reform are examined as seen from the EC's perspective.

The VIVACE (vortex-induced vibration aquatic clean energy) Converter is a new concept to generate clean and renewable energy from fluid flows such as those abundant in oceans rivers or other water resources. The underlying concepts for the design scaling and operation of VIVACE were introduced in a previous paper. In its simplest form a VIVACE modulo consists of a single rigid cylinder mounted on elastic supports and connected to a PTO (power take off) system. The cylinder is placed in a steady unidirectional current and excited in VIV. The VIVACE modulo was tested in a low turbulence free surface water channel to demonstrate the concept generate electricity measure its efficiency and calculate basic benchmarking measures such as energy density. Tests carried out were tailored to the particulars of the VIVACE modulo which dictate that the cylinder operate in VIV under high damping and as high a Reynolds number as possible. At the same time a broad range of synchronisation is required to make VIVACE effective in energy generation in a realistic environment. Due to these requirements VIV tests have not been carried out before in the subspace applicable to the operation of the VIVACE modulo.

The use of unmanned marine vehicles has greatly increased in recent years. Unmaned surface boats with electric propulsion must possess power management capabilities in order to minimise the risk of propulsion power loss while the vessel is performing a certain task. The investigation of the electric propulsion system prior to its integration onboard an unmanned boat is the subject of this work. It includes a theoretical part which focuses on the analysis and performance assessment of the propulsion motor; however the assessment is not complete until both motor and propulsion devices are tested experimentally in a specifically built facility. In this sense a method for the analysis of permanent-magnet dc motors is given in conjunction with the development of a testbed for thrust and torque curve acquisition of power trains including motor and waterjet. Speed and load control of the propulsion system is achieved through pulse width modulation which appears a promising and simple technique for efficient control of dc propulsion systems. Finally the control system implementation is visited because it is considered an essential component of both the power management and propulsion systems of any unmanned boat.

Intact stability an ability not to capsize without damage of enclosed buoyant space is one of the most fundamental requirements for ship design and operation. This paper summarises the activities of JASNAOE's (the Japan Society of Naval Architects and Ocean Engineers) strategic research committee on estimation methods of capsizing risk for the IMO new generation stability criteria (SCAPE) in 2005-2008. This committee consists of 18 experts from three universities two research institutes and one shipyard in Japan. For facilitating the development of the IMO new generation intact stability criteria methodologies of predicting parametric rolling broaching and stability under dead ship condition were investigated at the SCAPE committee. For parametric rolling free-running model experiments for a post-Panamax containership and a car carrier in irregular head waves are reported and difficulty of predicting the maximum roll angle in numerical simulations is remarked. Parametric roll in beam waves is also investigated experimentally. For broaching the probabilistic methodology of calculating probability of broaching is presented using deterministic thresholds. For stability under dead ship condition a piece-wise linear approach is applied to annual capsizing probability prediction with sea state statistics. FORM (the first order reliability method) is also applied to this problem. These outcomes were reported at theX43504

The 2D viscous unsteady and incompressible flow by a circular cylinder in oscillatory motion is investigated by solving the Navier-Stokes equations. A CFD (computational fluid dynamics) code based on a multi-block FDM/FVM hybrid method is developed and extensively tested against other CFD and flow-visualisation results. The multi-block hybrid method uses rectangular-grid-structured FDM (finite difference method) at far field and body-fitted-coordinate- structured FVM (finite volume method) in the near field. The FVM code is able to reproduce with high accuracy the flow characteristics around arbitrary 2D bodies for various experimental conditions. The FDM code used in the outer domain is developed so that it can include arbitrary rigid and free-surface boundaries. The numerical computations successfully capture many important flow features for various types of flow conditions. In particular the flow simulations for an oscillating cylinder are able to reproduce through advanced computer graphics software various interesting features observed in the physical experiments for a variety of K-C numbers. The developed computer program is proved to be robust and efficient to be able to simulate more complicated flow problems including both seabed and free surface.

Research has shown that naturally occurring light outdoors and underwater is partially linearly polarised. The polarised components can be combined to form an image that describes the polarisation of the light in the scene. This image is known as the DOLP (degree of linear polarisation) image or partial polarisation image. These naturally occurring polarisation signatures can provide a diver or a UUV (unmanned underwater vehicle) with more information to detect classify and identify threats such as obstacles and-or mines in the shallow water environment. The SHRIMP (shallow water real-time imaging polarimeter) is presented. This sensor can measure underwater partial polarisation imagery and is a passive three-channel device that simultaneously measures the three components of the Stokes vector needed to determine the partial linear polarisation of the scene. SHRIMP was developed in 2000 to provide a new tool for the diver working in this adverse environment. It has completed its testing phase that included both laboratory and field-testing. Some of the analysis that has begun on images obtained during the field-testing of this sensor is discussed. The SHRIMP sensor system is overviewed. The phenomenology that led to the system design is discussed and an overview of the system is presented. The field-testing is explained along with some of the data analysis results. Finally the conclusions that can be drawn from these results are discussed.

NOAA CINMS (the National Oceanic and Atmospheric Administration Channel Islands National Marine Sanctuary) California is involved in a process to site marine ecological reserves within its boundary. In order to address all aspects of this often-contentious issue the sanctuary along with the California Department of Fish and Game developed a joint stakeholder-driven process to weigh up the impacts of an ecological reserve. A marine reserve working group was formed spring 1999 whose goal is to consider the benefits of creating a marine reserve within CINMS and if deemed beneficial to determine the optimal location or locations. In addition the group was charged with using consensus-derived criteria and the best available science and socioeconomic information to support its decision. As well as the working group a science panel and a socio-economic team were formed to support the working group by providing information on the biological and economic impacts of marine reserves. A GIS (geographic information system) was chosen as an ideal tool to support the working group in making a group-based decision because of the help it would provide in visualising the complex socioeconomic and ecological data available.

The heat left over from the formation of the planet combined with that generated by radioactive decay drives the internal engine of the Earth. This heat is the cause of elevated temperatures in mines and is the ultimate source of energy for volcanoes hot springs mountain building and earthquakes. The heat flux is the product of the temperature gradient and the thermal conductivity. Scientists use temperatures measured in boreholes coupled with conductivity measurements on the rocks penetrated to derive the heat flux through the continents. At sea they use the temperature gradient measured by thin probes driven into the soft sediments of the ocean floor multiplied by the thermal conductivity of these sediments. A personal retrospective of the attempt to explain Bullard's Law covering early heat flow surveys the sedimentary observations magnetic measurements and physical interference's that led to the realisation that fluid flowing through the oceanic crust must be responsible for the variability. The original discovery of a hydrothermal plume predicted by the physical model of a layer of high permeability at the top of the igneous crust is discussed. Finally the advances that have come from separate considerations of advective flow and conductive thermal flow of heat through the ocean floor are considered.