Ships types

The extent and manner of NDE applied in different shipyards has been the subject of a recently completed exercise within LR. The exercise involved randomly selected shipyards building ship types which included oil tankers, bulk carriers, gas carriers, container ships, ro-ro and general cargo ships. The variation in extent of applied NDE that was observed is summarised in Table 1. 

Ship Type Length,m Extent of Testing - Number of Checkpoints ... 

Ship Type Large Container Fast Navy Aircraft Submarine... 

Represenialive Ship and Power Data for Various Ship Types... 

Data on the number of incidents of damage to a sample of ships, with the type of ship and the period when it was constructed, are given in Table 7.8 below There are five types of ships and four different periods of construction. Use F tests and dummy variable regressions to test the hypothesis that there is no significant ship type effect in the expected number of incidents. Now, use the same procedure to test whether there is a significant period effect. ... 

According to the full model, the expected number of incidents for a ship of the base type A built in the base period 1960 to 1964, is 3.4. The other 19 predicted values follow from the previous results and are left as an exercise. The relevant test statistics for differences across ship type and year are as follows ... 

The 5 percent critical values from the F table with these degrees of freedom are 3.26 and 3.49, respectively, so we would conclude that the average number of incidents varies significantly across ship types but not across years. 

Ship types Cryogenic Cryogenic and pressure Sealed tanks Sealed tanks Sealed tanks... 

Such an anomaly does, however, beg some explanation as to why this book concentrates almost exclusively on passenger vessels when many other ship types were also given camouflage treatment. Besides my own intense interest in passenger liners, there are a number of other very good reasons for focusing on this type of vessel. 

Transport costs consist of a daily charter rate (depending on ship type) and fixed port fees (depending on the departure and arrival port and the ship type). 

Due to the great variety of ship types available for chemical transports (in particular among gas tankers) it seems reasonable to reflect this option by modelling a heterogeneous... 

Mainly tanker type v = I is chartered since handled quantities are sufficiently small. Exceptions can be observed in periods t = 1, t = 4 and t = 7 where chemicals s = 1 and s = 3 are shipped jointly which requires ship type v = 2. Primarily, chemical s = Z is transported from port/site i = 2 to i = I and 1 = 3. Chemical s = 1 Is shipped from 1=1 and i = 2 to 1 = 3. The transports from 1=1 to i = i are routed via 1 = 2. Note that direct transports from 1=1 to i = Z la.st four periods whereas indirect transports via port 1 = 2 last only... 

The calculation was performed on a 2.6 GHz machine with IBM CPLEX 12.5, see IBM (2010). Associated indices refer to the transported chemical and the used ship type on a trip (i,j, t). 

Schematic illustration of drill ship types, (a) North Sea Type—Ship Integral (b) North Sea Type—Portable (c) Gulf of Mexico—Portable. (From Richards, A.F., and Zuidberg, H.M., Sampling and in situ geotechnical investigations offshore. In Marine Geotechnology and Nearshore/Offshore Structures, ASTM STP 923, Chaney, R.C., and Fang, H.Y., eds., American Society for Testing and Materials, Philadelphia, PA, 51-73,1986. Reprinted with permission. Copyright ASTM.)...

The diversity in the ships types and dumping conditions (depths, sea grounds, presence of silt or bottom currents) prevents the use of a single universal facility for ship raising, but the principle should be common and based on the creation of a powerful icy foundation under the object to be raised. 

Societal risk acceptance criteria expressed reluctance to accidents with more than one fatality. The FN curves for different ships types based on Loyds accident database together with tolerable curves are presented in Fig. 3 (Skjong 2002). 

Naval architects and marine engineers are called on to design many different types of ships. Each ship type has its own unique design requirements. The designers must consider many factors, including how deep the channels are in the intended ports of call, what type of cargo will be carried, and how time sensitive it is. Several examples are discussed below. 

Their 5b predictions generally fall near the average for most of the other PIANC bow squat predictions, regardless of ship type ... 

Three example problems are presented in this section to illustrate the different formulas for several channel and ship types. All are for bow squat 5b. Comparisons of the different formulas with the measured laboratory values are shown for each example in Figs. 26.4-26.6, respectively. Appendix 26.B contains worked examples for at least one Concept and one Detailed Design application for each example problem. 

Time of taking evasive action can be also affected by many other factors including ship type and basic manoeuvring performance characteristics. Then, we can modify formula (16) to make it more realistic by ... 

Ship information Ship type Length of ship... 

In terms of incident categories, containerships differ from most other ship types in that shore error accounts for up to 21% of all major incidents. The result is a fairly high percentage of cargo damage, 54%. All the values of incident categories are shown in Figure 2.11 while the total number of incidents is 273 for the period 1989-1999 (UK P I Club (1999)). 

Administrations tend to look into marine casualties from the viewpoint of reportable incidents within their jurisdiction which results to a differentiation in the relevant numbers, as the sample of vessels considered is smaller than that of P I Clubs and classification societies. Furthermore, due to their orientation towards ship safety and environmental protection, areas such as cargo damage and third party liability (i.e. fines) may not be considered. Nevertheless, results of such data are equally useful for the identification of major problematic areas of the various ship types. 

FSA can be feasibly applied to ship design and operation, provided that several areas, which cause uncertainties, are further deliberated. These areas influence both the general principles of FSA and the specific requirements for a particular ship type, either directly or indirectly. The most prominent ones are analysed and alternative suggestions are described as follows ... 

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