Relevant bibliographies by topics / Sea Devil (Merchant ship)

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Sea Devil (Merchant ship)'

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Published: 4 June 2021
Last updated: 16 February 2022

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Journal articles on the topic "Sea Devil (Merchant ship)"

1

Boer, H. B. "Satellite Navigation for the Merchant Marine – a User's View." Journal of Navigation 42, no. 3 (1989): 430–37. http://dx.doi.org/10.1017/s0373463300014727.

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Navigation at sea and navigation in the air have much in common. There is, however, a marked limitation for the ship (with the exception of a submarine), as that kind of navigation is restricted to the surface of the sea. The ship has to navigate within areas defined by two dimensions only, always bearing in mind that the depth of the water has to be more than the draught of the vessel.
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Zhu, Tingyao, and Toshiyuki Shigemi. "Design Loads Used for Direct Strength Assessment of Merchant Ship Structures." Journal of Offshore Mechanics and Arctic Engineering 129, no. 2 (2006): 120–30. http://dx.doi.org/10.1115/1.2426985.

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This paper summarizes the results of extensive research on the design loads used for strength assessment of merchant ship structures such as tankers, bulk carriers, and container ships. The main aim of the research was to develop practical estimation methods of design loads having rational technical backgrounds acting on primary structural members of tankers, bulk carriers, and container ships. During this study we will do the following. (1) The design sea states that closely resemble the actual sea states which are considered as the most severe for hull structures are proposed. (2) The practical estimation methods of the design sea states are proposed by parametric studies using the results of series calculation of representative merchant ships. (3) The practical estimation methods of design regular waves resulting in the same level of stresses as that induced in irregular waves under the design sea states are proposed. (4) The practical estimation methods of the design loads such as ship motions, accelerations, hull-girder bending moments, and hydrodynamic pressures that are induced under design regular waves are briefly introduced. The findings in this study have been summarized and implemented in the new design standards for tanker, bulk carrier, and container ship structures (“Guidelines for Tanker Structures,” 2001, Nippon Kaiji Kyokai; “Guidelines for Bulk Carrier Structures,” 2002, Nippon Kaiji Kyokai; “Guidelines for Container Carrier Structures,” 2003, Nippon Kaiji Kyokai).
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Acejo, Iris Lavalle, and Sanley S. Abila. "Rubbing out gender: women and merchant ships." Journal of Organizational Ethnography 5, no. 2 (2016): 123–38. http://dx.doi.org/10.1108/joe-01-2016-0004.

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Purpose – The purpose of this paper is to show how gender differences are rubbed out and simultaneously reinforced in intentional and unintentional ways. It will do this by exploring the experiences of female cadets/seafarers. Design/methodology/approach – This paper is drawn from two independent PhD theses, where one of the theses conducted ethnographic fieldwork aboard a container ship in 2009. The other thesis used a case study research design of cadetship programmes in the Philippines using structured interviews, observations with the aid of fieldnotes and documentary analysis of records from seven maritime schools and cadetship programmes of ship-owners. Findings – This paper reveals that the merchant vessel remains to be a “man’s world” where female seafarers are marginalised. It also shows that the maritime colleges in the Philippines deploy training practices that reproduce the gender biases against women participation to seafaring because the socialisation of cadets are fraught with the values and symbols of a hegemonic masculinity intent to silence other genders. On board ships, similar contradictory rubbing out and reproducing of gender differentials are observed. This shows how controlling gender is difficult. Research limitations/implications – Observations conducted are limited to one shipboard voyage and whether the same manifestation in different types of ships, ship routes and crew mix would emerge require triangulation with other forms of data collection like in-depth interviews with seafarers on board. Practical implications – Ethnographic insights offer valuable insights for novice researchers and those conducting shipboard research. Originality/value – Not much study has been done with respect to the presence of women on board and how they disrupt and play with masculine space. This paper provides empirical evidence and insights on the ambivalence of integrating women in the seafaring profession owing to official and unofficial policies and training that intentionally and unintentionally construct women as unfit to work as sea-based professionals.
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Jiang, Pengfei, Jianheng Lin, Junping Sun, Xuejuan Yi, and Yuanchun Shan. "Source spectrum model for merchant ship radiated noise in the Yellow Sea of China." Ocean Engineering 216 (November 2020): 107607. http://dx.doi.org/10.1016/j.oceaneng.2020.107607.

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Davis, Dan, Michael L. Brennan, Andrei Opaiţ, and Jared S. Beatrice. "The Ereğli E Shipwreck, Turkey: an early Hellenistic merchant ship in the Black Sea." International Journal of Nautical Archaeology 47, no. 1 (2018): 57–80. http://dx.doi.org/10.1111/1095-9270.12276.

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Dzikowski, Remigiusz, and Krzysztof Marcjan. "Analysis of Ship Traffic Over Subsea Pipeline in the Gdańsk Bay Area." Annual of Navigation 24, no. 1 (2017): 207–20. http://dx.doi.org/10.1515/aon-2017-0015.

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Abstract The paper discusses issues of the impact of traffic density of the vessels on the sea surface to offshore underwater pipelines. The risk includes vessel foundering, sinking, grounding, dropping and dragging anchors, trawling fishing gear. The density of merchant, offshore field support vessels and fishing vessels presented by this paper is base for build risk model for underwater infrastructures. As an example it has been analyzed ships traffic over underwater gas pipeline between platform Baltic Beta and Wladyslawowo power plant.
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KONDO, Koichi, Tomoji TAKAMASA, and Shogo HAYASHI. "The Economical Potential of a Nuclear-powered Merchant Ship Sailing via the Northern Sea Route." Journal of Japan Institute of Navigation 96 (1997): 139–48. http://dx.doi.org/10.9749/jin.96.139.

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Min, Kyong-Joon. "The Trade on the Northern Sea by the Merchant Ship of Jiangnan in Ch'ing Dynasty." Journal of Ming-Qing Historical Studies 17 (October 31, 2002): 115–57. http://dx.doi.org/10.31329/jmhs.2002.10.17.115.

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Humphrey, Caroline. "Geographical imagination and sociality of sailors of the Black Sea merchant fleet during the Cold War." Focaal 2014, no. 70 (2014): 12–25. http://dx.doi.org/10.3167/fcl.2014.700102.

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The article discusses Soviet sailors' experiences away from home and seaborne social relations—the particular sociality brought to the Black Sea region by ships and sailors. The officers and sailors employed by the Black Sea Fleet had much wider horizons than ordinary Soviet citizens—and the small temporary society of the ship interpenetrated with the varied Black Sea inhabitants in limited but significant ways. They contrasted “high seas” of the world's great oceans, the setting for dangerous, daring and profitable exploits, with the enclosed drudgery of the Black Sea routes. The article shows how the Cold War inflected the imaginaries and practices of seamen and others. It argues that an anthropology of the sea can develop an analysis that combines regional specificities with visions that extend beyond the local and national.
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Krailassuwan, Somchart. "History of Thai maritime trade." Maritime Technology and Research 1, no. 1 (2018): Proof. http://dx.doi.org/10.33175/mtr.2019.147777.

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The Thai commercial fleet can carry about 10% of the volume of imports and exports. History of Thai maritime trade is divided into 1) Sukhothai period era 2) Ayutthaya and Thonburi period 3) Rattanakosin period 4) The first of the national fleet period. .Sukhothai period era trade with various foreign countries. In the King Ramkhamhaeng era is a prosperous.. 1) The Gulf of Thailand trade with China 2) Trade on the Andaman sea is a merchant ship from India. Ayutthaya and Thonburi period. Traders of various nationalities come to trade. The Gulf of Thailand (South China Sea) and the Indian Ocean. Trading in Ayutthaya is a monopoly trade, operated by monarchs and noblemen.Rattanakosin period Thailand entered into a Treaty of Burney, the outcome of the agreement was that the country had to cancel its monopoly trade and the end of trade by the government. The growth of the trade has increased. The production structure from the old to be self-transformed into production for export. The first of the national fleet period 1918 - 1925 After the First World War I King Rama VI established a Thai merchant fleet in April 1918, the name of Siam Commercial Maritime Company Limited. It was terminated in 1925. On June 22, 1940, the cabinet approved the establishment of Thai Maritime Navigation Company Limited for international maritime shipping. The The cabinet was terminated in 2011 .The role of Thai National Maritime Navigation.The merchant fleet were not growing. Because lack of and thai merchant fleet too small, there was a lack of negotiating power with the foreign merchant fleet. The government must set up a policy to promote the merchant fleet.
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Dissertations / Theses on the topic "Sea Devil (Merchant ship)"

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Christle, Michele. "Out Here." 2013. https://scholarworks.umass.edu/theses/1029.

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Books on the topic "Sea Devil (Merchant ship)"

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United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Certification of documentation for the vessel "Sea Devil": Report of the Senate Committee on Commerce, Science, and Transportation, on S. 2498. U.S. G.P.O., 1990.

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Laffoley, Steven Edwin. The devil and the deep blue sea. Pottersfield Press, 2011.

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Laffoley, Steven Edwin. The devil and the deep blue sea. Pottersfield Press, 2011.

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Kerouac, Jack. The Sea is My Brother. Da Capo Press, 2012.

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Accident prevention on board ship at sea and in port. 2nd ed. International Labour Office, 1996.

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Malloy, Mary. Devil on the deep blue sea: The notorious career of Captain Samuel Hill of Boston. Bullbrier Press, 2006.

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Scarratt, William L. H. Lives and work at sea: Herbert Holdsworth, Colin Hannah, and the ship Ladakh. Regatta Press, 2004.

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Rediker, Marcus Buford. Between the devil and the deep blue sea: Merchant seamen, pirates, and the Anglo-American maritime world, 1700-1750. Cambridge University Press, 1987.

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Phillips, Richard. A captain's duty: Somali pirates, navy SEALs, and dangerous days at sea. Thorndike Press, 2010.

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Phillips, Richard. A captain's duty: Somali pirates, navy SEALs, and dangerous days at sea. Thorndike Press, 2010.

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Book chapters on the topic "Sea Devil (Merchant ship)"

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Knight, Roger. "The Achievement and Cost of the British Convoy System, 1803–1815." In Economic Warfare and the Sea. Liverpool University Press, 2020. http://dx.doi.org/10.3828/liverpool/9781789621594.003.0007.

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The combination of British blockade and convoys has been seen as comfortably defeating Napoleon’s economic warfare strategy, principally his Continental System after 1807. Trade and military convoys were maintained and increased from 1803 and 1815, but this success came at a cost. Winter storms and ice were responsible for more warship and merchant ship losses than by enemy action. Shortages of skilled seamen caused considerable anxiety at the Admiralty. The greatest difficulties were the Danish attacks on convoys between 1809 and 1810 and those from America in 1812 and 1813, dangers which, fortunately for Britain, did not arrive simultaneously. The British naval and mercantile effort survived, but towards the end of the war it was a close-run thing.
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Christian, Margaret. "“Waues of weary wretchednesse”: Florimell and the sea." In Spenserian Allegory and Elizabethan Biblical Exegesis. Manchester University Press, 2016. http://dx.doi.org/10.7228/manchester/9780719083846.003.0006.

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This chapter examines sermon uses of the image of the sea and the ship to demonstrate that the ocean, for Elizabethans, represented not only a realm of magic and fertility but also the spiritual dangers of the world, the flesh, and the devil. Sermons by Stephen Gosson, Richard Madox, Robert Wilkinson (among others) as well as Geneva Bible illustrations and glosses, provide parallels for Britomart’s lament at III.iv and a key to the moral meaning of the various settings of Florimell’s adventures: her near-rape by the fisherman, imprisonment by Proteus at III.viii-ix, and rescue by Cymoent in IV.xii. The sea setting sharpens the point of narrative references to divine intervention, and the sermons show how these episodes’ sea settings make sense for Spenser’s dramatizing the incompleteness of the single life that propels men and women toward their destiny of married love.
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Abulafia, David. "The Fall and Rise of Empires, 1130–1260." In The Great Sea. Oxford University Press, 2011. http://dx.doi.org/10.1093/oso/9780195323344.003.0029.

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The fleets of Pisa, Genoa and Venice were not the only navies that plied Italian waters. The conquest of Sicily by Roger I, the ‘Great Count’, was complete by 1091. Under Norman rule, the island flourished: Messina attracted Latin merchants, acting as a staging-post on the trade routes linking Genoa and Pisa to Acre and Alexandria; ibn Jubayr called it ‘the mart of the merchant infidels, the focus of ships from the world over’, and noted that it was a great arsenal, where the Sicilian fleet was constructed. The ruler reserved to his own use much of the pitch, iron and steel produced in his lands, for it was vital to control the raw materials required for ship construction. Roger I’s ruthless and talented son Roger II gained control of large tracts of southern Italy ruled by his cousins; no less importantly, he obtained the newly created crown of Sicily from the pope in 1130. He was a man of Mediterranean ambitions, seeing himself as the successor to the Greek tyrants and arguing that he was not a usurper but the reviver of an ancient kingdom. He appeared in public in Byzantine imperial costume or in the robes of an Arab emir. He decorated his palace chapel with the finest Greek mosaics and a superb wooden roof, the work of Arab craftsmen. He commissioned from Idrisi, a refugee prince from Ceuta, a geography of the world that enabled him (with its accompanying map) to contemplate the Mediterranean and the world beyond in extraordinary detail. Propaganda was matched by action. In 1147–8, at the time of the Second Crusade, he turned his attention to the Byzantine Empire. The crusade was summoned by the pope in 1147, following the fall to the Muslims of the crusader principality of Edessa in northern Syria; Roger offered his fleet, but under pressure from his enemy the German ruler, Conrad III, the offer was rejected. Roger had other uses for his fleet. In 1148 he took advantage of the fact that Manuel Komnenos, the Byzantine emperor, was distracted by the passage of the armies of the Second Crusade through his lands.
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Abulafia, David. "Interlopers in the Mediterranean, 1571–1650." In The Great Sea. Oxford University Press, 2011. http://dx.doi.org/10.1093/oso/9780195323344.003.0037.

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The period between the battle of Lepanto and the middle of the seventeenth century has a certain unity. Barbary pirates did not go away – indeed, they became more piratical, in the sense that the Ottomans allowed them a freer hand, for the Sublime Porte no longer expected to extend its direct authority deep into the western Mediterranean. The western Mediterranean was also exposed to vicious raids by Christian corsairs – to the Knights of Malta could now be added the Knights of Santo Stefano, Tuscan pirates and holy warriors whose order was founded in 1562 by the Medici duke of Tuscany. Like the Venetians, they brought some of the Ottoman banners back in victory from Lepanto; they still hang incongruously in their church in Pisa, daily proclaiming the faith of Islam amid the incense of Catholic ritual. It would be otiose to repeat the endless saga of attacks and reprisals as Christian Knights of Malta or Santo Stefano scored points against Barbary corsairs; the most unfortunate victims were always those who were carried away into slavery from the decks of captured merchant ships, or from the shores of Italy, Spain and Africa (the French were relatively immune to Muslim raiders as a result of their ties to the Ottoman court). Galleys out of Sicily continued to patrol the seas in the hope of defending the Spanish king’s Italian possessions from sea-raiders, but large-scale galley warfare had come to an end, not just because new ship-types were seen as more efficient but because the cost of building and maintaining galleys was prohibitive. Even so, the Ottomans reconstructed their war fleet in the immediate aftermath of Lepanto. There were alarums in the West: it was confidently assumed that the Ottomans would launch a second great assault on a Christian target. Yet the Sublime Porte had lost its taste for naval warfare, and was content to leave the Spaniards alone, while pursuing its traditional rivalry with the Shi’ite emperors of Persia. This was extremely convenient, since Spanish preoccupations also now turned away from the Mediterranean; Philip II’s great ambition was to defeat the new type of Infidel who was crawling all over northern Europe: the Protestants.
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Van Brummelen, Glen. "Navigating by the Stars." In Heavenly Mathematics. Princeton University Press, 2017. http://dx.doi.org/10.23943/princeton/9780691175997.003.0009.

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This chapter explains how the star is used to find one's position on the Earth while in a ship at sea. Trigonometry was first used for navigation by fourteenth-century Venetian merchant ships. Several navigational techniques can be identified from navigators' personal notebooks, including the table of marteloio. Essentially an application of plane trigonometry, marteloio was part of a group of methods known today as “dead” reckoning. Between 1730 and 1759, a clockmaker by the name of John Harrison constructed a series of four chronometers that could keep remarkably accurate time, even on a ship tossed by waves. The chapter considers the use of the method of Saint Hilaire (also called intercept, cosine-haversine, or Davis's method) to determine three quantities of a star in an astronomical triangle: latitude, declination, and local hour angle. It also discusses the use of the Law of Cosines to solve the star's altitude.
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Plank, Geoffrey. "Ships." In Atlantic Wars. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190860455.003.0002.

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Chapter 1 analyzes military influences on the design of ships. The chapter begins with various accounts of initial indigenous American and African responses to European sailing ships. Though the reactions varied, enduring legends developed in many places associating ships with profound power. In the fifteenth and sixteenth centuries, all European sailing ships, including merchant vessels, were potential instruments of war. Endemic violence on the sea required merchants to arm themselves. Northern European sailing vessels were challenged by rowed galleys arriving from the Mediterranean, inaugurating new forms of combat at sea. To facilitate defense and for attacks on other vessels, ship designers raised and covered decks, built castles in the fore and aft, moved the rudders to the rear of the ships, dispensed with rowers, increased the size of their vessels, and eventually installed heavy guns. The chapter closes with specialization of European warships in the late seventeenth and eighteenth centuries.
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Conference papers on the topic "Sea Devil (Merchant ship)"

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Zhu, Tingyao, and Toshiyuki Shigemi. "Design Loads Used for Direct Strength Assessment of Merchant Ship Structures." In ASME 2004 23rd International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2004. http://dx.doi.org/10.1115/omae2004-51049.

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This paper summarizes the results of extensive research on the design loads used for strength assessment of merchant ship structures such as tankers, bulk carriers and container ships. The main aim of the research was to develop practical estimation methods of design loads having rational technical backgrounds acting on primary structural members of tankers, bulk carriers and container ships. During this study: 1) The design sea states that closely resemble the actual sea states which are considered as the most severe for hull structures are proposed. 2) The practical estimation methods of the design sea states are proposed by parametric studies using the results of series calculation of representative merchant ships. 3) The practical estimation methods of design regular waves resulting in the same level of stresses with that induced in irregular waves under the design sea states are proposed. 4) The practical estimation methods of the design loads such as ship motions, accelerations, hull-girder bending moments and hydrodynamic pressures that are induced under design regular waves are briefly introduced. The findings in this study have been summarized and implemented in the new design standards for tanker, bulk carrier and container ship structures. (Guidelines for Tanker Structures, 2001, Nippon Kaiji Kyokai. Guidelines for Bulk Carrier Structures, 2002, Nippon Kaiji Kyokai. Guidelines for container Carrier Structures, 2003, Nippon Kaiji Kyokai.)
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Paramonov, Dmitry V. "Economic Feasibility of Fast Nuclear-Power Merchant Ships." In ASME Turbo Expo 2002: Power for Land, Sea, and Air. ASMEDC, 2002. http://dx.doi.org/10.1115/gt2002-30147.

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Expected doubling of marine trade within the next two decades, threats of global warming amplified by the increased consumption of fossil fuels, globalization of world economy resulting in growing need for rapid ocean transport of time sensitive freight, and recent rise in the fossil fuel prices prompted the Society of Naval Architects and Marine Engineers (SNAME) to initiate a study to examine power plant options for the next generation of high-speed merchant ships. Emerging nuclear power technologies, which might be applicable to such ships, including long core life light water reactors, heavy liquid metal cooled reactors, and gas cooled reactors are discussed. Results of a study comparing economic benefits of nuclear and conventional gas turbine merchant ship propulsion systems are reported. Finally, cost and performance characteristics that would make nuclear power a viable alternative for high-speed merchant ships are identified.
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Fujii, Michio, Mitsuru Hayashi, Misako Urakami, and Nobukazu Wakabayashi. "The Development of Meteorological and Oceanographic Data Collection and Recording System Operating on Training Ship." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-23883.

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The observation at sea for marine meteorology is achieved by weather reports from merchant ship’s crew every 3 or 6 hours, mainly. However, the number of available observation data is insufficient for weather forecasting and marine environmental simulation, compared with landside. Nowadays, the special data collection function is required if the automatic observation data collection system is installed on ship. But, it is difficult to install special equipment onto general merchant ship. Therefore, we develop a prototype marine observation system, which can be installed various types of ships easily without any special data collection function for improving data collection source and/or period of the observation at sea. In this paper, a) the configuration of high reliability and durability marine observation system by using general-purpose PC and general meteorological / oceanographic sensors, b) outlook of utilizing the data, which collected by this system, are described.
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Sun, Wenyu, Xiyang Liu, and Li Yang. "An Optimization Method for Economical Ship-Routing and Ship Operation Considering the Effect of Wind-Assisted Rotors." In ASME 2020 39th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/omae2020-18776.

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Abstract With the increasingly strict regulations for energy saving and emission reduction technology of ships, minimizing fuel cost is one of the most critical issues in the design and operation of merchant ships. A method to reduce the fuel cost for merchant ship is to select an economical route based on the real-time meteorological environment and weather forecasting data. So far, numerous ship routing strategies have been proposed with the development of weather routing system. More recently, many wind-assisted devices like rotors, wind sails, etc. have been investigated and designed to utilize the renewable wind energy. With the equipment of wind-assisted rotors, the optimization of ship route becomes more important because the effect of this wind-assisted device highly depends on the local wind field along the ship route. In this paper, an improved optimization strategy with the combination of the A* algorithm and a realtime optimizer has been proposed to determinate the optimal ship route and ship operations including ship heading, propeller’s rpm and rotor’s rpm. The real-time information for the weather conditions, ocean climate and sea states are obtained from European Center for Medium-range Weather Forecasts and the ship performance is evaluated by data-driven models. Finally, the proposed method was applied to test cases of ships operating in Pacific route and Indian Ocean route and the results show that the total fuel consumption could be reduced compared to the minimum distance route.
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Miratsu, Rei, Tsutomu Fukui, Toshiyuki Matsumoto, and Tingyao Zhu. "Quantitative Evaluation of Ship Operational Effect in Actually Encountered Sea States." In ASME 2019 38th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/omae2019-95121.

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Abstract Since ships are being operated under consideration of the safety for lives and properties, economical reasons and so on, the sea states in natural phenomena and those actually encountered by ships are thought to be different, the latter has some effects of human operational factors (called as “ship operational effect”). Evaluating the ship operational effect in detail is important to consider rational wave design loads for hull structure strength. The purpose of this study is to evaluate the ship operational effect in actually encountered sea states quantitatively. As the first report, comparison was made between IACS Rec.34 (a kind of the observed sea states in natural phenomena) and forecasted sea states corresponding to AIS data of ships (a kind of the sea states data actually encountered by ships) on the North Atlantic. Comparisons among the encountered significant wave heights by merchant ships such as bulk carriers, oil tankers and container ships and those specified in IACS Rec. 34 were carried out. Furthermore, the wave headings regarding the encountered waves were investigated. Finally, the relationships between encountered significant wave heights and ship speeds were derived to confirm the ship operational effect. It was confirmed from the results that the actually encountered wave heights were smaller than those in IACS Rec. 34, through comparing the exceedance probability of the significant wave heights for each type of ships and IACS Rec. 34. The exceedance probability in the encountered beam seas is relatively lower compared with those in the encountered head and following seas. The results also show that ship speeds decrease when the encountered wave heights become larger.
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Cho, Seong-Rak, Seong-Yeop Jeong, Sungsu Lee, and Kook-Jin Kang. "Development of a Prediction Formula for Ship Resistance in Level Ice." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-23681.

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Icebreakers are mainly classified according to the breakable thickness of level ice, although they differ slightly according to each ship’s classification and by country. The breaking performance in level ice is a priority factor for icebreakers and is directly linked to ships’ safety and survival in extreme environments. In addition, some large cargo vessels with an icebreaking capability have recently been built, and various types of commercial icebreakers will appear when the Northern Sea Route is activated in the future. In this paper, previous studies on ice resistance are reviewed and analyzed by arranging the merits and demerits of each study. We developed a new prediction equation of ice resistance by analyzing the resistance components, such as the breaking, buoyancy, and clearing resistance, and using dimensional and regression analyses on ice model tests. This procedure could be applied to large merchant vessels and is intended to contribute to the prediction of icebreakers’ ice performance.
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Kurchukov, K. V., V. G. Platonov, E. Yu Katunin, and A. A. Kuznetsov. "Experimental and Numerical Investigation of Seakeeping Performance for Sea-River Ships With Different Hull Fullness." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-24458.

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Commercial vessels under 5000 dwt, specifically sea-river vessels, constitute a substantial part of the world’s merchant fleet. These vessels are as a rule running between sea, estuary and river ports. Mostly these vessels are restricted in operation by areas, seasons, distance from port of refuge, wind and wave conditions. In this connection the operational safety of such vessels, which are mainly engaged in carriage of oil products, is a critical issue. This paper addresses integrated studies on seakeeping of sea-river vessels starting from the early design stage with preliminary CFD estimates and model experiments in wave basin up to the operational sea trials. The wave conditions for analytical and experimental studies are chosen to be as close as possible to the specific ship profile and expected area of operation. Some conclusions regarding the effect of block coefficient on seakeeping performance of sea-river vessels are made, estimations and experimental data are compared for a ship with extremely large block coefficient and wider operation area (beyond coastal waters), as well as seakeeping performance data recorded at sea during operational voyage of the vessel on the Black sea and Mediterranean sea are given.
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Arai, Makoto, Humberto S. Makiyama, and Liang-Yee Cheng. "Numerical Simulation of Sloshing of Water in Ship Tanks During Sequential Ballast Water Exchange in Seaways." In ASME 2002 21st International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2002. http://dx.doi.org/10.1115/omae2002-28261.

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In recent years, ballast water has been blamed for a variety of marine pollution problems, particularly for transporting harmful aquatic organisms from one part of the world to another and damaging the ecosystem of the new areas. A relatively simple mechanism to control this problem is to exchange ballast water on the high seas between ports in order to remove invasive species before the ship reaches its destination. However, some issues regarding ballast exchange on the open sea need to be addressed before this operation is introduced. One of them is the sloshing of the sea water in the ballast tank. In this paper, ballast water exchange on the open sea by means of the Sequential exchange method is simulated. Irregular seaways are generated from the ISSC spectrum, and the sloshing response of the water in the ballast tanks of a large merchant ship is numerically computed by using a finite difference code developed by the authors. The results showed that there is little possibility that severe sloshing presents a serious problem in regard to the ballast tank’s strength, especially in the case of a bulk carrier whose tanks are generally short in length, with sloshing anticipated only at the low water level.
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9

Polglaze, J. F. "Instead of Simply Asking 'What?', Naval Engineers Need to Ask 'Why?': Environmental Compliance Challenges and Relevance in Warship Design." In 14th International Naval Engineering Conference and Exhibition. IMarEST, 2018. http://dx.doi.org/10.24868/issn.2515-818x.2018.063.

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Abstract:
Navies perceive benefit from proclaiming the intent to acquire ‘fully environmentally compliant’ warships, but such statements indicate minimal understanding of what is entailed, or realisation of the emasculation of ships’ operational effectiveness inherent to such ambition. Inescapable technical realities further void any possibility of achieving this aspiration in all but limited circumstances. Navies need to be smarter in objectively characterising and managing environmental risks, and innovative in generating bespoke technical solutions. Compliance with International Maritime Organization (IMO) marine environment protection obligations can be exceptionally onerous for warships, and in many cases nonsensical to pursue and arguably impossible to achieve. It is also ever more divergent from the standard caveat of ‘not impairing the operations or operational capabilities of such ships’. Extant, emergent and forecast regulations address matters such as fuel consumption, speed limits, fuel tank protection, and ship materials. Some requirements can be accommodated, offering benefits in terms of operational effectiveness and sustainment. Many, however, cannot be addressed without penalty in combat capability, survivability and through-life costs. IMO rules are founded upon merchant ship risks and linked merchant ship solutions; strict application of merchant ship risk remedies to warships can result in inappropriate design responses to ill-defined, inconsequential or non-existent risks. The design and acquisition processes of warships are also incompatible with IMO implementation schedules. Myopic application to warships of IMO prescripts can result in perverse outcomes which actually amplify risks to the environment. Novel ways in which to demonstrate effective compliance with the intent of rules need to be adopted. Sensible environment protection should remain a policy goal, but implementation should only be on an innovative, judicious, and risk-assessed basis if warships are to accentuate operational capabilities, which, axiomatically is the base reason for their existence. It is incumbent upon navies to also manage wider regulatory and policy dimensions. This can only be achieved by generating a clear understanding of what compliance entails in terms of capability and technical risks and how this may relate to a navy’s core mission — to fight and win at sea. This must then be communicated as a cogent and reasoned argument to regulators and policy makers. This is so that commitments by navies to ‘environmentally compliant warships’ are neither arbitrary nor to the detriment of capability.
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