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Introduction by John Leather. Reprint of original 'A History of Naval Architecture: Introductory dissertation on the application of mathematical science to the art of naval construction', written by John Fincham and published by Whittaker & Co. in 1851. Traces the history of shipbuilding from log rafts and canoes through classical times, to the beginning of steam navigation in the Royal Navy. This leads to a general survey of early English, Venetian and Genoese ships with many interesting asides such as the origin of portholes. The author describes the progress of many sea battles and explains their outcome in relation to the construction and economics of the ships involved. He gives comparisons of ships and practices in masts and sail-making between the rival British and French fleets. Appendices record the vessels of the English and French Navies. Illustrated with 58 full-page engraved plates of drawings and plans from the era of galleys, hull plans, ships of the line in the reigns of Elizabeth to George IV, sterns, timbers and sections of steam vessels.

In recent years the trend has been to manufacture large-size ships due to the rapid increase of marine logistics. So twin-skeg ships have come to the fore as a design alternative especially for large container ships as the horsepower of existing engines is limited. All the CFD studies to date have been for single-skeg ships. Twin-skeg ships have not been studied due to the difficulty in generating numerical grids suitable for the complex geometry of the stern and the appendages. Here a numerical study is carried out to investigate the turbulent flows around a twin-skeg container ship model with rudders including propeller effects. A commercial CFD code FLUENT is used with body forces distributed on the propeller disk to simulate ship stern and wake flows with the propeller in operation. A multi-block matching structured grid system has been generated for the container ship hull with twin-skegs in consideration of body-force propeller disks and rudders.

A recent study on risk control options related to evacuation of passenger ships is presented. A general discussion about the cost effectiveness of design options is presented and current regulations are overviewed. The main results from a recent risk assessment of passenger ships' evacuation performance are presented. Amongst these are both operational and design options for improving safety. The cost effectiveness of assessing various risk control options is considered based on a costing model and the underlying risk assessment. Finally the results from the cost effectiveness assessment are presented and conclusions are made as to which risk control options are cost effective and where future risk reduction efforts should best be directed.

Following intial concept and development in Finland during the late 1980s/ early 1990s the advantages of utilising variable speed electrically powered azimuthing podded propulsion units has appeared to be attractive to ship owners and/or operators. To date over 80 craft utilising some 170 podded units supplied by four major manufacturers are currently in service in several different types of application. To develop and naufacture such a larger number of units using a fairly revolutionary technology in such a short space of time has perhaps not surprisingly created some problems along the way. It is the purpose of this paper to attempt to describe some of the problems encountered on cruise ships operated by Carnival Corporation as well as problems that have occured on cruise ships operated by other companies where such information is in the public domain.

The Memorandum of Understanding (MOU) on Port State Control (PSC) in 1976 and then 1982 obliged administrations to inspect in a regular and systematic way. The MOU is an administrative agreement between governments and is not mandatory. Certain categories of ships are permitted to be targeted and members are committed to inspecting 25% of foreign ships. Information on individual ships is held centrally in a database known as SIRENAC (Systeme d'Information relatif aux Navires Controlles). Since the signing of the MOU in 1982 it has moved into the examination of the operation of ships. The key to better ships is to ensure that flag states accept their responsibility for the standards in their fleet. The adoption of Formal Safety Assessment will ensure that those standards are based on empirical analysis.

The first volume of this two-part text on experiments with models of single-screw merchant ships contains chapters 1 to 12 on the selection of the range of proportions for the Series (Series 60), choice of hull form for the parent models, characteristics of Series 60 lines, resistance tests on Series 60 parent models, effect on resistance of variation in LCB position, effect on delivered horsepower (DHP) of variation in LCB position, effect on resistance and DHIP of variation in ship proportions, design charts, effect of variations in propeller diameter and ship draft and trim, effect of variation in afterbody shape upon wake distribution and power, and review of Series 60 project.

There is now renewed interest in high-speed naval ships. This is due in part to the increased number of military conflicts in widely dispersed geographical locations and to decreased budgets for building new naval ships. While the number of ships in fleets is decreasing navies are being forced to seriously consider much higher speeds for their operational requirements. The increased interest in high-speed naval ships has raised once again the design trade-offs between ship speed mission payload and range. Results are summarised of CONFORM (high-speed naval ship concept formulation) design studies carried out since 1997 by NAVSEA (US Naval Sea Systems Command). These concept design studies clearly identify short-term and long-term goals for the technologies critical for new high-speed naval ships to meet the operators' vision of future naval warfare.

In the last ten years or so scientisits governments the community and industry have come to increasingly recognize the issue of transfer of harmful aquatic species and pathogens between ecosystems through ships' ballast water and sediments. The International Maritime Organisation (IMO) and the shipping industry have taken concerted action to find ways to address the issue. IMO has been working on this issue for 10 years developing sets of guidelines and devisinf a new legally binding international regime to meet new challenges. In February 2004 IMO's efforts were rewarded with the adoption of a new International Convention for the Control and Management of Ships' Ballast Water and Sediments by its member states. The new IMO Convention and associated guidelines provide the much needed framework for developing an integrated systems approach to ballast water management which may include sampling and monitoring tools shipboard sensors ballast water treatment technolo!

Int conf held in Stockholm June 18 - 19 1979 Papers are International trade policy - the years ahead World trade versus the supply of shipping and ships International shipping policy - a view of western Europe International shipping and the Soviet Merchant Marine International shipping policy - a view of the United States The Shipping policy of developing countries Demand for dry bulk shipping in the mid 1990s Interregional transportation of fossil fuels The world shipbuilding capacity International competition in shipbuilding and shipbuilding technology Shipping and shipbuilding subsidies - policy implications and effects Financial policies for the shipping industry Organisation of the tanker market The size of future energy carriers All round or specialised bulk carriers Organisation of activities in liner shipping companies Investing in deep sea liners - Cellular Ro/Ro or conventional technology The economic efficiency of seaports Organisation for ferry shipping Ships for short sea routes Ferry and land transports - complementary and competition Organisation of the market Size and structure of fleets in the 1990s International cooperation in shipping

The book tells the story of the Canadian shipbuilding company Davie over the course of its 170 year history (to the date of publication). It begins with the establishment of the shipyard on Quebec's South Shore by Allison Davie where fully square-rigged sailing ships and river steamboats were built. As time passed and generation followed generation, the transition was made by the company from sail to steam and then diesel, and from wooden-hulled vessels to steel, adopting new technologies. The book gives an account of the company's innovations and strategies. Over the years the Davie shipyards built and repaired tankers and freighters, fishing boats and ferries and even warships and offshore oil platforms. In more recent years the use of advanced computer technologies has also been used by the firm, both in construction processes and in ships' own equipment and systems. Appendices include yard lists of the vessels built in the twentieth century at the Davie shipyards, which includes launch date, delivery date and ship owner.

In a previous paper it was shown that even though the cost of an aluminium ship structure is 40% more than an equivalent steel structure the aluminium naval ship can be built within just 7.5% of the acquisition price of the steel ship. This is possible because of the benefits of the aluminium ship's significantly lighter weight. Based on these findings it was suggested that the use of aluminium for naval ships be broadened beyond its current use today. This paper reports on additional design effort carried out by the authors that validates the structural and fire insulation weight estimates used in the earlier paper for the aluminium ship design. This paper provides additional information about the total-life cycle cost advantages of aluminium ships and introduces the idea that breakthroughs in aluminium technology and manufacturing methods are quickly closing the stated difference in aluminium versus steel ship acquisition cost. As an example an analysis of the reduction in cost and weight achieved by using aluminium extruded stiffened panels coupled with friction stir welding for the aluminium ship is presented.

Risk assessment is increasingly important in considering the safe evacuation of passengers. Traditionally assessment of evacuation/abandonment arrangements has focused on the physical layout of a vessel and its equipment. Simulation models have added additional factors such as the environment (fire smoke flooding heel trim and rolling etc) and human behaviour (age familiarity searching for relatives etc). The BMT (British Maritime Technology) Group can provide initial risk assessment use their ProModel simulator to examine vessels such as the Class V passenger ships and the Marine Exodus for larger vessels such as ferries and cruise ships. Both the ProModel and the Marine (Maritime) Exodus simulators are outlined. Includes copies of OHP slides.

A directory of Russian merchant ships, this part focusing on cargo ships of between 5,000 and 10, 000 dwt carrying capacity. Written in German.

The application of stern flaps to large combatant-sized Naval vessels is a fairly recent innovation. A stern flap is an extension of the hull's bottom surface which extends aft of the transom. It is a relatively small and inexpensive addition which reduces the power required to propel a ship through the water. The US Navy has been investigating the powering improvements due to stern flaps on many different types of ships. The flap design and performance is optimised for speeds at which the ship expends the most power thereby maximising the potential for propulsion fuel reduction. The US Navy has installed prototype stern flaps on three ships and conducted ship trials to assess their effect on ship powering performance. The concept is presented and described. The design selection and analysis of the stern flaps are considered and their application to the three ships is described. The estimated fuel saving s and decrease in exhaust gas emissions for these applications are summarised.

A look is taken at some propulsion vibration and noise related issues which face the designers of fast ships. The basis of much of this paper can be found in the many failure investigations conducted by Lloyd's Register's Technical Investigation Department and also in the design studies performed by that group. This is because the study of failure in the recent past is especially important in preventing design experience in rapidly developing areas of ship technology from out-reaching operational experience too greatly. First attention is directed to the propulsion of a new generation of large container ships. After this consideration is given to future passenger ship design.

A numerical model is used to predict stress-maxima in the main hull girders of three ships during service. The model is based on the Bishop and Price theory of hydroelasticity which takes into account the effect of hull flexibility on the ship responses due to the action of sea waves. To calculate the various hydrodynamic-loading terms the Ursell-Tasai approach is adopted to describe the flow around the hull. The model considers short- term and long-term service duration and also incorporates probability and other statistical distributions. This enables the utilisation of published ocean wave and weather data allowing for predictions of ship behaviour during a storm or over long periods of the ship's life. Geometrical and structural properties of the three relatively new ships used in the analyses are presented. Predictions are compared with published results of calculations and full-scale measurements for other ships. When using sea spectra high-frequency short waves should not be neglected in the analysis otherwise predicted extreme stresses may be seriously underestimated.

Pollution from cruise ships has been highly publicised and has generated major concerns among environmentalists and regulators alike. Most of the documented cases are accidents and the frequency of cases has declined in recent years; but continuing concern about gray water and sewage discharges as well as air pollution remains. The ability of the enforcement community to provide sufficient oversight and enforcement over marine pollution remains a serious question as well particularly in light of the recent focus on port security. New standards and research in a number of areas and additional oversight methods using available technology are considered. It is suggested that these may allay many of the existing concerns about the marine pollution from cruise ships.

Two new survey ships each carrying their own survey motorboat are currently being constructed for the Royal Navy. They will replace the current RN Survey Vessels and will collect and process hydrographic and oceanographic data for the Royal Navy and UK Hydrographic Office. An ISS (integrated survey system) will be included. The main operational requirements of the ships and their design is briefly described following by a fuller discussion of the ISS. Some of the new and innovative solutions are highlighted that are in the process of being implemented as part of the ISS as well as the integrated approach that has been taken to optimise the information gathering process and reduce the workload on the survey crew. In addition to the ship's systems training and post-processing systems have also been procured.

An integrated design methodology for the optimisation of naval ships for enhanced survivability is presented based on the use of GA (genetic algorithms). The method encompasses the formulation and solution of a multi-objective optimisation problem embedded within the preliminary design procedure of naval ships for enhanced survivability. This method could be implemented thanks to the integration of the well-known ship design software package NAPA and the optimisation software package FRONTIER. The basic characteristics of the method are described and its applicability is demonstrated through case study optimisation of a modern naval combatant and the comparison of its performance with comparable existing designs. It is pointed out that an exploration and systematic study of the variety of parameters affecting the naval ship's survivability should eventually lead to the formulation of Required Subdivision Indices for naval ships.

The purpose of the book is to present the most important general principles of ship design and to describe the various processes in connection with the building of ships, including a steel vessel which was modern at time of publication. Contents comprise of the following chapters: Requirements of ships (buoyancy, stability, propulsion, steering, strength), General description of ships (types, tonnage, materials, general arrangement), Structural members of ships (transverse and longitudinal framing, stem, stern post, rudder, decks, bulkheads), Design of ships, Shipyards, Preliminary steps in ship construction (ordering material, moulds, templates, patterns etc.) and The building of ships (bolting-up, drilling, reaming, riveting, caulking, corrosion protection, launching, fitting out).