The cemetery at Sutton Hoo in East Suffolk includes tumuli dating to the sixth–seventh centuries ad. The largest contained an intact ship-burial. The man commemorated is not identifiable, but is often presumed to be Rædwald, rex Anglorum c ad599–624/5. Excavation was curtailed by the outbreak of war in 1939. Despite subsequent re-excavation and lengthy research, questions remain.

Information dispersed in the definitive publication is correlated and developed. Digital 3D imaging of the ship’s iron fastenings are used here to extrapolate curved lines of missing rivets and superimpose them on the burial chamber plan. A digital roof reconstruction is also presented.

Mechanisms of collapse of the objects are deduced from their positioning and damage, revealing space for access to the chamber. A cross-section depicts the calculated height of the deck and known tilt of the ship. Residues of phosphate, Middle Eastern bitumen, tar and tape cumulatively suggest embalming practices. A temporary coffin and a bed on which possessions were placed are proposed.

The most valuable object relinquished is deduced to be the ship. Fragments of a possible anchor are identified. The suggested identification of the iron stand as a raised light would allow supporting ships to follow.

Ships are complex technical systems resulting from large scale and scope projects in which integration plays a key role, particularly because trade-offs have to be made between conflicting objectives.

Merchant ships are usually built with a perspective of twenty-five years of service. Ship owners detail their requirements and ship specifications in line with their strategy to remain competitive on specific segments of the shipping markets. Ships serve and organize global trade flows. The rise in environmental regulations and technological changes generate unprecedented uncertainties for ship owners.

Ships do not follow the usual systems engineering process, as there is no full-scale prototyping. Rules and standards deeply influence the design of ships and limit the possibilities to ’think outside the box’.

The purpose of this paper is to present environmental drivers relating to the operation of the ship which have, or will have, an influence on the way it is designed.

As no internationally agreed-upon method for determining safe speed values currently exists, collecting vast amounts of information on conventional ship behaviour could be used to train autonomous ship intelligence in determining safe speeds in different conditions. This requires speed data collected from conventional ships to resemble what can be described as safe speeds. To test this, the Automatic Identification System (AIS) and environmental data – namely visibility, mean wind speed and significant wave height – were collected and merged for two study areas in Norway in the period between 27 March 2014 and 1 January 2021. Regression analyses based on 47,490 unique vessel transits were conducted and supplemented by two graphical methods for revealing relationships between variables. Contrary to the contemporary understanding of safe speed, reduced visibility did not lead to significantly reduced transit speeds. Wind and waves caused a reduction in speed in the open ocean, but not in coastal waters. Transit speeds were lower in coastal waters than in the open ocean.

Maritime navigation is a complex task involving the acquisition, analysis, and interpretation of information using seamanship, professional knowledge, and technology. As the maritime industry transitions towards maritime autonomous surface ships (MASS), there is an increasing gap between the operator and the technology. This paper explores a collision avoidance decision support system for navigation from the navigator's perspective. The system, developed by Wärtsilä, is called Advanced Intelligent Manoeuvring (AIM) and can generate suggestions for course or speed alterations based on data from surrounding traffic. Nineteen Swedish navigators completed three ship traffic scenarios with and without decision support. Qualitative data were collected using interviews and analysed with thematic analysis. The results show that the participants perceive the decision support system as an advisory tool to visualise how traffic situations could unfold, a task currently difficult for most navigators. This paper discusses the present and near future of maritime navigation, highlighting the benefits of automation, while remaining vigilant about the potential dangers.

This paper reviews some of the research that has been carried out at the University of Liverpool where the Flight Science and Technology Research Group has developed its Heliflight-R full-motion research simulator to create a simulation environment for the launch and recovery of maritime helicopters to ships. HELIFLIGHT-R has been used to conduct flight trials to produce simulated Ship-Helicopter Operating Limits (SHOLs). This virtual engineering approach has led to a much greater understanding of how the dynamic interface between the ship and the helicopter contributes to the pilot's workload and the aircraft's handling qualities and will inform the conduct of future real-world SHOL trials. The paper also describes how modelling and simulation has been applied to the design of a ship's superstructure to improve the aerodynamic flow field in which the helicopter has to operate. The superstructure aerodynamics also affects the placement of the ship's anemometers and the dispersion of the ship's hot exhaust gases, both of which affect the operational envelope of the helicopter, and both of which can be investigated through simulation.

Serious accidents in the marine and offshore industry have underscored the need for safety evaluation of maritime operations using risk and safety analysis methods which have become a powerful tool in identifying technical solutions and operational management procedures. Given that Fault Tree Analysis (FTA) is a known methodology used for analysing engineering systems, the approach is usually conducted using known failure data. But most offshore operations are conducted in a challenging and uncertain environment and the failure data of some of these systems are usually unavailable requiring a flexible and yet robust algorithm for their analysis. This paper therefore seeks to analyse the complex structure of Offshore Supply Vessel (OSV) collision with platforms by incorporating a Fuzzy Fault Tree Analysis (FFTA) method. Fuzzy set theory provides the flexibility to represent vague information from the analysis process. The methodology is structured in such a manner that diverse sets of data are integrated and synthesized for analysing the system. It is envisaged that the proposed method could provide the analyst with a framework to evaluate the risks of collision enabling informed decisions regarding the deployments of resources for system improvement.

Vessel traffic in the Arctic is expanding in volume both within and transiting the region, yet the infrastructure necessary to support modern ship navigation is lacking. This includes aids to navigation such as buoys and beacons that can be difficult to place and maintain in this hostile environment that stretches across vast distances. The results of research are described which determine whether virtual electronic Aids to Navigation (eAtoN) existing entirely as digital information objects can overcome the practical limitations of physical aids to navigation (AtoN) and Automatic Identification System (AIS) radio eAtoN. Capabilities unique to virtual eAtoN that are not available using either physical or AIS radio technologies are also examined including dynamic and real time properties and immunity to Global Navigation Satellite System (GNSS) and AIS spoofing, aliasing, denial of service attacks and service outages. Conclusions are provided describing potential methods of deployment based upon similar concepts already in use.

The information on the Closest Point of Approach (CPA) of another vessel to own ship is required in a potential collision situation as it helps determines the risk to each vessel. CPA is usually calculated based on the speed and direction of the approaching ship neglecting the Change Of Speed (COS) and the Rate Of Turn (ROT). This will make the CPA less useful. To improve the CPA calculation, Automatic Identification System (AIS) information containing the Speed Over Ground (SOG), Course Over Ground (COG), COS and ROT is used. Firstly, a model using these four factors is built to predict ship positions better. Secondly, a three-step CPA searching method is developed. The developed CPA calculation method can assist in informing the navigation decisions and reducing unnecessary manoeuvres. Through the analysis of a real collision scenario, this paper shows that the proposed method can help identify and warn of anomalous ship behaviours in a realistic time frame.

This study aims to evaluate ship collision frequency in port fairways. One case study is created using one month's real-time ship movement data from five major Singapore port fairways. Results show that tankers account for the biggest proportion in the Temasek fairway, whereas the percentage of Roll-on-Roll-Off (RORO) and passenger ships is quite small in the Temasek fairway, Sinki fairway, Jong fairway and Southern fairway. Tankers and container ships are the two major ship types involved in dangerous encounters. The largest number of dangerous head-on and overtaking encounters is located in the Jong fairway. The majority of dangerous crossing encounters have occurred in the West Keppel fairway and Jong fairway. Ship collision frequency at night is found to be significantly higher than during the day in these fairways.

Le travail présenté dans ce document s'inscrit dans le cadre d'un projet de recherche français de 3 ans dédié à l'utilisation de matériaux composites dans la construction navale. Dans ce projet, il est prévu d'utiliser le code CFD FDS-5 avec un modèle de pyrolyse pour tenir compte de la contribution de cloisons en matériau composite sur le développement du feu, dans le cadre de la simulation de scénarios incendies à bord d'un navire. Pour garantir la qualité de ces simulations, une méthode de validation progressive des modèles utilisés a été suivie. Cette méthode est basée sur une approche combinée expérience-simulation à échelle croissante. Pour illustrer la démarche, on présente ici les résultats d'une étude expérimentale du comportement au feu d'un échantillon de matériau composite, sur un banc d'essais à petite échelle, puis la simulation des essais correspondants.

High southern latitude island environments are unusual in having relatively low or, in some cases, no non-indigenous species (NIS). Here we describe the accidental transport and survivorship of moths (Lepidoptera, Noctuidae) on a research vessel travelling from southern South America (Montevideo, Uruguay) first to the cool temperate Falkland Islands and then onwards to Maritime Antarctic Signy Island (South Orkney Islands). On the vessel's arrival at Stanley, Falkland Islands, from Montevideo we found eight live (and 30 dead) individuals of two species of South American noctuid moth (Pseudaletia adultera Schaus and Peridroma saucia (Hübner)), presumed to have been attracted to the ship's lights while in port. Neither of these is indigenous to the Falkland Islands. Five of the eight living moths (all P. adultera) survived the four days the ship was moored in Stanley and one survived a further four day journey across the Polar Front to Signy Island. Southern oceanic islands are particularly vulnerable to invasion by NIS, with human (shipping) activities being the main route of arrival. With increasing shipping throughout this region some measures have been proposed or adopted to reduce the risk of NIS transfer.

Le travail présenté dans cet article a pour objectif la création d'une procédure d'optimisation à distance appliquée à la conception de navires. La démarche doit prendre en compte les contraintes industrielles actuelles liées au déploiement de l'ingénierie concourante.Cette optimisation doit être réalisée dans le cadre d'une conception collaborative et multi-sites, en plus elle doit être opérationnelle sans demander des changements importants dans l'organisation de l'entreprise. Elle doit prendre en compte les coûts importants de calcul et les expertises nécessaires à l'évaluation des critères et des contraintes.La solution proposée dans cet article couple un algorithme génétique d'optimisation multi-objectif avec un outil de communication asynchrone.Les avantages des approches abordées et des solutions apportées sont présentés dans le cadre d'une application industrielle. Il s'agit de l'optimisation multi-objectif de la carène d'un navire rapide. L'expérience a été réalisée en grandeur nature entre trois entreprises européennes spécialisées dans l'étude et la conception de navires. L'approche a mis en évidence la possibilité d'améliorer de façon importante les méthodes de travail industrielles existantes.