The main idea of David Marley, the author of the present publication, was to assist all parties of the contemporary international maritime shipping industry, with getting more practically useful information on the piracy issues, threats and actual situation. The information and all materials contained in this book was developed on the basis of the historical factors considered important enough.
Of course, the book opens with the brief historical background, shedding some light on the real roots of the maritime piracy. After that the author starts dealing with the real problems of today's piracy, proposing some solutions to these problems and analyzing them. Apart from the general information, the author covered some of the issues specific to the United States.
The publication will be of great practical interest not only to all mariners but actually to anyone involved in the industry and caring about the human safety and security onboard ships. Needless to say that this is critically important today, maybe more than ever in the history.
It is a known fact that the UNCLOS 1982 convention established a clear regulatory frame for the Law of the Sea basing on two major concepts, first of them being the zonal analysis. The subject concept considers division of the seas into several juridical zones, each of them covered by the set of rules. In turn, the second concept implies the so-called topical analysis, within which the rules are set for the main activities taking places on the seas.
However, the entire framework is a sort of incomplete and has some areas remaining for improvement. That is why it continually develops and improves to make sure that all newly introduced challenges are met at all times. The author of the present monograph explored all of the above issues in order to offer readers a good professional insight into the legal developments.
The analysis starts from the essential principles that governs the jurisdiction internationally. The volume will definitely be very useful to all people interested in the directions to which the today’s Law is heading. The readers will have better understanding of the basic compromises of the UNCLOS, which is important before you dive deeper into any analysis and/or investigation.
The book primarily targets practicing marine engineers and naval architects, mainly within the marine sector, but also extends to academic and research institutions. Specifically, during the writing of this book, the author considered the various inquiries regarding propeller technology that are often raised by designers, ship operators, and surveyors, and I have endeavored to provide responses to these inquiries.
Moreover, the book is grounded in the currently recognized body of knowledge beneficial for practical design and analysis; contemporary research topics are discussed to a lesser extent. As with previous editions, several significant advancements in propeller and propulsion technology have occurred since their publication. This edition is no exception. As a result, the text has been generally revised to incorporate the developments that have transpired over the six years since the release of the Third Edition.
In addition to these ongoing advancements, the chapter concerning ship resistance and propulsion has been notably expanded to include high-speed craft, particularly in relation to hydrodynamically supported vessels, aerostatically supported vehicle propulsion, and aerodynamically driven propulsion. Likewise, the discourse on high-speed propellers has been significantly broadened to reflect the enhancements in Chapter 12.
A new chapter addressing propeller-ice interaction and operations in arctic environments has been added. This new chapter encompasses information on ice types and their mechanical properties, ship resistance and propulsion in ice, a discussion on models of propeller action, model testing, ice interaction-induced cavitation, as well as an examination of the performance of ships operating in icy conditions. Regarding the layout and structure of the book, some modifications have been made, and a consistent order has been established within the referencing system.
The main idea of David Marley, the author of the present publication, was to assist all parties of the contemporary international maritime shipping industry, with getting more practically useful information on the piracy issues, threats and actual situation. The information and all materials contained in this book was developed on the basis of the historical factors considered important enough.
Of course, the book opens with the brief historical background, shedding some light on the real roots of the maritime piracy. After that the author starts dealing with the real problems of today's piracy, proposing some solutions to these problems and analyzing them. Apart from the general information, the author covered some of the issues specific to the United States.
The publication will be of great practical interest not only to all mariners but actually to anyone involved in the industry and caring about the human safety and security onboard ships. Needless to say that this is critically important today, maybe more than ever in the history.
The ship's marine engines are considered to be the biggest engines on earth with massive power to propel a heavy loaded ship. There are different parts of the marine engine which helps the engine to rotate the crankshaft and propel the ship from one port to another. Each component plays an important role in powering and running a marine diesel engine. But the engine cannot run unless all components are in place and are in working condition.
The main engine of a seagoing cargo ships are usually two-stroke internal combustion engines. For a marine engineer or a professional working on ships, it is vital to know different engine parts and their function to operate and troubleshoot when needed. You must have seen the engine inside the machinery room of the ship, covered and assembled with different other auxiliaries.
Let's take it out from its installation and only concentrate on the main engine to understand its different parts. Looking at the exterior of the engine, it comprises of the following parts.
Bed Plate is the foundation block for two-stroke engine. It is built to withstand the constant force from the engine but is also flexible enough to handle constant fluctuations.
A-frame is a fabricated steel structural element of a slow-speed two-stroke diesel engine. It stands on the bed plate above the main bearings. The A-frame carries the cross-head guides and supports the engine entablature, also known as the cylinder block.
An entablature is a part of the ship's main engine which houses the cylinder liner along with the scavenger air space and cooling water spaces.
Are you one of those enthusiasts of the navy fleet and naval warfare? Then, it is a matter of utmost importance for you to have closest look into this publication. As the title implies, the book is entirely devoted to the famous, but also not so famous yet equally important, sea fights of the old times.
Written by the recognized expert in the field of maritime history, the volume is actually a collection of fourteen real-life stories. The readers will be taken by the heroism of the characters who participated in those great fights of the past. The author analyzed the situations in which the naval vessels were either caught of forced to start the fight in some other way.
High risk and great luck or no luck at all – this is what the warriors had to face. Note that the timeframe covered by the author encompasses more than four centuries. Long story short, make sure you get this one as quite easy and fascinating reading for your long evenings and we guarantee that you will not be disappointed with the content.
The present publication is mainly dealing with the accidents at sea and their consequences in terms of the international maritime law, covering the vast majority of the related aspects. The author concentrated on the interest of all parties involved but not being directly participants of the enterprise.
We all know that nowadays both maritime shipping and offshore businesses are international, and that is the main reason why the vessel operation will normally engage lots of interests and relationships. While there is an existing regulatory framework covering the sea accidents of most common types, the questions still arise with regard to the connection of national and international laws.
This is exactly what the first part of the book is dealing with - here, the author presented the results of the thorough analysis of the applicable regulatory framework together with the limitations imposed to the use of these laws and regulations internationally. In turn, the second part of the volume addresses the rules and regulations that are applied to the cases well beyond the normal legislation, and as per the law of the sea. The volume is expected to be of great practical interest to all people involved in the international shipping law.
Born on 23 March 1822, Wilhelm Bauer, started his work on development of the different new submersible designs back in 1848—a subject that attracted considerable attention during the German-Danish War and raised high expectations at the time. His first submarine sketch, created in 1850, featured a single-hull design with transverse frames and 6mm riveted iron plating.
While the original blueprint included two floodable compartments and one control compartment, this configuration was ultimately not built. Instead, 20 tons of iron in the keel served as ballast, with trim regulated by a movable 0.5-ton weight. Propulsion relied on two pedal-driven wheels connected via a two-stage transmission to a drive shaft and propeller. Despite the design changes, the initial concept already contained all the fundamental elements of a functional submarine.
In fact, the British author Burgoyne argued that Bauer contributed more to submarine development than any other inventor. Nevertheless, the completed vessel did not fully realize all of Bauer's original ideas. The final submarine displaced between 28.2 and 30.95 tons, measuring 8.07 m in length, 2.01 m in beam, and 2.63 m in draught. Construction commenced in 1850 at the Hollersch Glassworks in Rendsburg, with additional work carried out by Schweffel & Howaldt in Kiel.