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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).

Between 1941 and 1945 Canada's shipbuilding industry produced some 354 ships of the North Sands / Victory class. In October 2001 the last of these 10000 ton ships HMCS Cape Breton (ex HMS Flamborough Head) was sunk near Nanaimo British Columbia to form an artificial reef for recreational divers. Before this a 60 ft section of her stern and her steam propulsion engine were removed to be preserved as a permanent exhibit in the new North Vancouver Museum. An outline is given of the history of the Canadian Victory-class ships and the HMS Flamborough Head/HMCS Cape Breton. This is followed by a look at the removal of the stern and engine.

During 1980 there were two severe accidents in the Swedish shipping industry, directly or indirectly caused by the shifting of cargo on board ships. This report is the result of research carried out concerning securing cargo at sea. It gives a survey and state conclusions of some accidents due to the shifting of cargo; the rules and recommendations concerning securing cargo on board ships; calculations of accelerations compared for different classification societies; full scale measurements of ship movements; an analysis of material properties in different types of securing equipment; conclusions regarding occurring loads and required safety factor; a survey of securing systems and equipment; calculations of lashing forces for some types of goods and covers securing of road trailers on board ro/ro ships.

Sailing in Arctic waters requires 'winterisation' of a ship to make it safe to operate at low temperatures as this brings associated risks. Of most concern is the risk of brittle failure of structural ship components. Lloyd's Register has developed the 'Provisional Rules for the Winterisation of Ships' which provide guidance on the steps to be taken to design ships to operate safely at low temperatures. This paper seeks to validate the provisional rules proposed by Lloyd's Register through analysis of low temperature data from a number of cold climate locations. The paper particularly focuses on the definitions of design temperature finding that the current definitions may lead to ships being over-designed.

Fibre reinforced plastics have for a long time been used in boats and leisure crafts. In those applications the advantages such as low manufacturing cost and little need for maintenance are obvious and well known. The use of composites in larger vessels have been limited to some very special applications such as naval mine hunters. New production methods have been developed that have reduced the labour hours and the amount of materials needed. The materials have become cheaper and better due to increased volumes. As the knowledge among technicians and engineers has increased the composite technology has matured. Today many universities have education programs specialized in composites. This has helped to raise the acceptance among operators and the general public. Classification societies and governmental organisations have rules and regulations on the use of composites in ships that also include fire requirements. The future looks good for composites in commercial ships and the product range will be expanded from todays high speed ferries and smaller work boats to larger ships and superstructures.

Symp held in London 4 - 6 Nov 1980 Papers are Wind power for ships - a general survey Using wind reliable routes for bulk cargo transport Commercial sail - present operations and future prospects The large sailing ship - dinosaur or development The economies of sail Wind propulsion of ships - climatological factors Sailing ship weather routing The wind turbine ship Kite sails for wind assisted ship propulsion The developments of sail cloth for commercial vessels Windmills - propulsion for a hydrofoil trimaran An investigation of graduated trim for an aerofoil rig Standarised speed prediction for wind propelled merchant ships A full scale experiment in commercial auxiliary sail The design challenge of the wind powered ship Design problems of a commercial ship A multi purpose tuna fishing boat with combined propulsion Improvement of sailing techniques in tropical countries