Relevant bibliographies by topics / Ship names

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

Academic literature on the topic 'Ship names'

Author: Grafiati
Published: 4 June 2021
Last updated: 31 July 2024

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Journal articles on the topic "Ship names"

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Bauko, János. "A Komáromi Hajógyárban készült hajók neveiről." Névtani Értesítő 30 (December 29, 2008): 151–55. http://dx.doi.org/10.29178/nevtert.2008.13.

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This paper discusses a special group of names of objects, i.e. the names of ships manufactured in Komárom Shipyard. Relevant ship names are first described in chronological order, then the names are classified according to their semantics. The greatest proportion of the ship names refers to places (54.8%), but many names have reference to persons (22.6%), to miscellaneous things (11.8%) and to stars (10.76%) as well.
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Grinëv, Andrei V. "Russian Ship Names: Ships on the shores of Russian America." Mariner's Mirror 101, no. 2 (April 3, 2015): 200–212. http://dx.doi.org/10.1080/00253359.2015.1031980.

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Konyk, Olexander. "Displays of Socio-Cultural Priorities of the Lower Dnipro Ship-owners in the NaDisplays of Socio-Cultural Priorities of the Lower Dnipro Ship-owners in the Names of Coastal Sailors: the first quarter of the 20th centurymes of Coastal Sailors: the first quarter of the 20th century." Roxolania Historĭca = Historical Roxolania 1 (November 13, 2018): 119. http://dx.doi.org/10.15421/30180108.

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The report considers the informational possibilities of the documents of the Kherson State Archives for the knowledge of socio-cultural priorities and the real mechanisms of formation of social and national consciousness in the socio-professional group of the Lower Dnipro owners of coasting vessels. The study of the source base gives grounds to assert that the modern funds of the state institutions of the Russian Empire in the Kherson State Archives are only the remnants of the former departmental archives, and the most complete funds presenting the problems in the specified chronological framework, that is, the names of coastal merchant ships of the basin of the Lower Dnipro in the early twentieth century are the funds of Kherson port customs. If we are talking about the most ancient documents found on the subject today, then they are related to the end of the 18th century. Mostly they record the names of military frigates and large merchant ships that entered Kherson port and also have Greek and Turkish names. This allows for interesting parallels in the continuity of the tradition of names, in particular biblical and sacred history. In the main part of the message, the identified names are grouped and analyzed. The hierarchy of priority of ship-owners in the choice of names was as follows: in the first place are the names of their own, followed by the names that personify the biblical and evangelical heroes, saints (the absolute priority of St. Mychola), the fathers of the church, and others. Further in descending order are geographical names, social definitions and family relationships, qualitative definitions, general concepts, natural phenomena, names of historical figures and famous people, historical terms that denoted social division or specific occupations, Soviet and communist names, astronomical names or phenomena, names from the world of birds, names from mythology, fairy tales and Legend, ancient Ukrainian social concepts, ethnonyms, names of authors and literary heroes, names from natural history, exotic names rarely used in the region, names and titles of members of the Russian Imperial House, names from the world of fish, water creatures, names from vegetation and animal world and from the world of insects. The conclusion is that the statistics given in the text show the wide range of preferences of ship-owners, mostly conservative and often romantic and the ones that reflected real social and spatial self-determination, national, and in the Soviet times, more and more political priorities. The potential of the materials used in the study of the problem is far from being exhausted, so the topic remains promising for further research.
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Kim, Sung-Kuk, and Jin-Uk Lee. "A Preliminary Study of a Typology of Ship Names." Cultural Interaction Studies of Sea Port Cities 24 (April 30, 2021): 133–63. http://dx.doi.org/10.35158/cisspc.2021.04.24.133.

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Bogomazova, Anastasya A. "Sea Vessels of the Onega Cross Monastery in 1657–60." Herald of an archivist, no. 4 (2023): 995–1005. http://dx.doi.org/10.28995/2073-0101-2023-4-995-1005.

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The recent years have seen a growing scholars’ interest in the Russian North exploration, sea expeditions of the 16th–20th centuries, and fishing industry and maritime culture of the Pomor Russians. Northern monasteries, which owned salt and fishing industries along the shores of the White Sea, played an important role in the exploration of the North and in the development of traditional Russian shipbuilding and navigation. Thus, the Solovetsky Monastery had its own fleet in the 16th – 17th centuries. Unlike the Solovetsky Monastery’s fleet, ship economy of other Northern monasteries remains fragmentarily studied. The article analyzes first steps of the Onega Cross Monastery in creation of its own fleet: types of vessels, methods of their acquisition. The main sources are Transfer book (otvodnaya kniga) of the Onega Cross Monastery (1657) and account books for February 1657 – March 1661, stored in the fond of the Onega Cross Monastery in the Russian State Archive of Ancient Acts (RGADA). While the Transfer Book (i.e. inventory of the monastic property) recorded presence or absence of ships in a certain year, the account books traced their movement. The monastery’s account books are a valuable source on the history of its ship economy, containing various data on the monastery’s vessels: they record ships purchase and fitting-out, construction orders, and sales; names of artisans and of sellers or buyers; hire and lease of ships; their repair; hiring of the so-called “Boat Cossacks” (hired workers) and captains; captains’ names. The study is based on historical-genetic method. It shows that the monastery bought sea vessels from its very founding. The earliest mention of a sea vessel (karbass) purchase is recorded in the monastery’s account book and dated May 1657. In 1657–60, the monastery used karbasses and boats (pavozkas) for shallow water deliveries. The monastery yearly ordered construction of several vessels of each type or bought them; names of sellers or craftsmen were indicated. All of them were residents of villages on the Onega. The monastery also sold several ships.
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Schweickard, Wolfgang. "It. palandaria ‘nave da caricoʼ." Zeitschrift für romanische Philologie 137, no. 2 (June 1, 2021): 601–8. http://dx.doi.org/10.1515/zrp-2021-0023.

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Salvarani, Roberto. "The EC Directive on Port State Control: A Policy Statement." International Journal of Marine and Coastal Law 11, no. 2 (1996): 225–31. http://dx.doi.org/10.1163/157180896x00096.

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AbstractThe central pillar of European Union policy concerning safety at sea is enforcement of existing international rules and regulations. The EC Directive on Port State Control is a reaction to the fact that, despite the implementation of Port State Control in 1982, the number of substandard ships in European ports has vastly increased. It became evident that the Member States of the Paris Memorandum of Understanding on Port State Control (MOU) were not applying the control scheme uniformly. Furthermore, the scheme was obsolete and needed extensive updating. In order to force EU Members to enhance the effectiveness of, and to obey, the rules and standards set, the EC introduced the Directive, which entered into force on 1 July 1996. The Directive sets forth a binding commitment to inspect at least 25 per cent of all ships entering a port and, by inference, an obligation to employ qualified staff proportional to the task. The European Commission will assist the Member States in training Port State Control Officers by granting subsidies. Ships operating under blacklisted flags are targeted as a priority. The practice of releasing a ship under the condition of rectifying the deficiencies in other yards is supplemented by a banning system. A ship that fails to show up at the designated shipyard will be banned from every European port until it proves full compliance with all applicable international rules to the authority that first detained it. The EC Directive also provides for the publication of the names of owners of detained ships, as well as the names of the responsible classification society, where relevant (e.g. not in cases of incompetent crews). Full compliance with all rules set forth by the Directive can now be enforced by means of EC law and procedures, with the Commission monitoring that each Member State applies the law strictly and correctly.
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Parashkevov, Boris. "КОНЦЕПЦИЯ ЗА ЛЕКСИКОН НА СЕМАНТИЧНО СЪОТНОСИМИ И СТРУКТУРНО СЪПРИНАДЛЕЖНИ ФАМИЛНИ ИМЕНА / A CONCEPT FOR A LEXICON OF SEMANTICS- AND STRUCTURE-RELATED SURNAMES." Journal of Bulgarian Language 68, no. 02 (June 30, 2021): 13–22. http://dx.doi.org/10.47810/bl.68.21.02.02.

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The article presents a project dealing with surnames in Bulgarian. The aim is to compile a lexicon encoding the existing semantic and structural relations among names. Family names are presented in nests based on certain semantic and structural criteria, in particular semantic identity, associative reference and thematic or typological relation-ship. The attested word-formative paradigm is supplied for each name, including short forms, diminutives and derivatives. The lexicon will offer an opportunity for further semantic, etymological, stylistic and word-formation research into Bulgarian family names.
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Yakovlev, Vladimir N. "The effect of current on the course and speed of a sailing ship." Russian Journal of Water Transport, no. 78 (March 20, 2024): 258–72. http://dx.doi.org/10.37890/jwt.vi78.443.

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A feature of the movement of a sailing ship is that its speed depends not only on the strength of the wind, but also on the course of the ship in relation to the wind. This dependence is graphically reflected in its polar. A special feature of the movement of a sailing ship in a current is the influence of this current itself on the wind acting on the sails. The specifics of choosing the course of a sailing ship on a current, taking into account this influence, are considered. The accepted terminology is clarified and new terminology is proposed in the names of the winds involved in the creation of the apparent wind acting on the sails. The correct view of the speed triangle is shown to determine the true wind in the presence of wind drift of the vessel. A technique is proposed for determining the course and speed of a sailing ship in a current using its polar.
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Domingues da Silva, Daniel B. "The Kimbundu Diaspora to Brazil." African Diaspora 8, no. 2 (2015): 200–219. http://dx.doi.org/10.1163/18725465-00802003.

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Rio de Janeiro, Brazil, was a major slave trading port in the nineteenth century, with most of the slaves coming from Angola, in West Central Africa. The inland origins of these captives, however, are still largely ignored. This article traces the linguistic origins of slaves transported from Angola to Rio de Janeiro based on the names of Africans liberated from the slave ship Brilhante in 1838. It shows that a significant proportion of these Africans had Kimbundu names, indicating that they were originally captured in regions close to the coast through warfare, judicial proceedings, and self- enslavement. The names further indicate that these Africans came from rural societies divided by social class and who had a profound belief in god, the power of spirits, and in the afterlife.
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Dissertations / Theses on the topic "Ship names"

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Kahnberg, Martin. "English Place-Names from a Scandinavian Perspective : A study on place-names in Herefordshire, Cumbria and the areas reachable by Viking ship through the Humber." Thesis, Karlstads universitet, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-84929.

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In an attempt to discern the prevalence of British place-names with a Scandinavian origin this paper is a small linguistic study on place-names in Herefordshire, Cumbria and the areas along rivers Trent and Ouse. Based on modern maps place-names were included in the study. Older forms of the place-names were retrieved, and these old forms were analysed in order to understand the modern versions of the place-names. Place-name elements were grouped and their frequencies calculated in an attempt to understand the distribution of elements in each area. 1300 place-names were categorised based on their presumed origin, though some lacked the necessary information. Several place-names were given new possible derivations based on their categorisation and the elements they contained. Modern place-name elements/features hinting at a possibly Scandinavian place-name in the past were identified and described. Possible geographical patterns of Scandinavian place-names were found in central Herefordshire, in south-eastern Cumbria and in north-western Yorkshire. Possible implications of the place-names and their geographical concentrations were considered, yielding a hint on an area that might have been pivotal in the evolution of Old English.
I ett försök att urskilja utbredningen av brittiska ortnamn med ett skandinaviskt ursprung är denna uppsats en liten språkvetenskaplig studie av ortnamn i Herefordshire, Cumbria och längs floderna Trent och Ouse. Utifrån moderna kartor i en viss upplösning inkluderades alla synliga ortnamn i områdena. Äldre versioner av ortnamnen samlades in, och dessa gamla former analyserades i syfte att undersöka bakgrunden till de moderna ortnamnsvarianterna. Ortnamnens delar grupperades och deras frekvenser beräknades i syfte att förstå hur dessa fördelades i de olika områdena. 1300 ortnamn kategoriserades utifrån deras förmodade ursprung, men några ortnamn saknade den nödvändiga information undersökningen krävde. Flera ortnamn fick nya tänkbara betydelser baserat på den kategori de tilldelats och de ortnamnsdelar de innehöll. Moderna ortnamnsdelar som skulle kunna indikera en forntida nordisk ortnamnsvariant identifierades och beskrevs. Tänkbara geografiska nordiska ortnamnsmönster upptäcktes i centrala Herefordshire, i sydöstra Cumbria och i nordvästra Yorkshire. Tänkbara implikationer av ortnamnen och deras geografiska koncentrationer betraktades, vilket resulterade i upptäckten av ett område som kan ha påverkat fornengelskans utveckling i väldigt hög utsträckning.
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Dumke, Auricéia. "The English influence in shop names in Curitiba." reponame:Repositório Institucional da UFPR, 2010. http://hdl.handle.net/1884/24344.

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Szczyra, Agnieszka. "Nazwy firm i sklepów w Wodzisławiu Śląskim." Thesis, Stockholm University, Department of Slavic Languages, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:su:diva-6891.

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„Od początku istnienia komunikacji językowej, w sytuacji nadawania nazwy jakiemuś fragmentowi świata zewnętrznego lub życia wewnętrznego człowieka, pojawiły się różnice semantyczne związane z subiektywnym widzeniem rzeczywistości. Szczególnym subiektywizmem obciążona jest sfera leksykalna języka.” Opis świata dokonany językiem powstał jednak w sposób spontaniczny i naturalny, nie w sposób sterowany. Jednak nazwy, nadawane na przykład sklepom i firmom, wyrażają intencje twórcy nazwy, kreują rzeczywistość, jaka mu odpowiada, a tym samym tworzą „pozorny”, „sztuczny” obraz, który odbieramy.

Właśnie ten „pozorny” obraz świata, zawarty w nazwach, stał się inspiracją mojej pracy, w której chciałabym zająć się sposobem nazywania sklepów i firm w Wodzisławiu Śląskim. Miasto to wybrałam ze względu na fakt, że jestem jednym z jego mieszkańców.

Celem mojej pracy będzie analiza nazw sklepów i firm. Będzie to analiza zarówno opisowa jak i analityczna. Nie chciałabym jednak zapomnieć o pobieżnym scharakteryzowaniu onomastyki i jednego z jej kierunków, a mianowicie chrematonimii. Są to bowiem działy językoznastwa, które zajmują się nazwami. Mam zamiar także zbadać, w jaki sposób nazwy sklepów i firm odzwierciedlają subiektywną rzeczywistość i ją kategoryzują. Przyjrzę się ponadto trendom we współczesnym nazewnictwie, a przede wszystkim jak proces nazewniczy w Wodzisławiu Śląskim kształtuje się na ich przykładzie.

Materiał badawczy do mojej pracy zaczerpnęłam przede wszystkim

z internetowego wydania Polskich Książek Telefonicznych (umieszczonego na portalu www.pkt.pl), jak również z bezpośredniej obserwacji ulic miasta, na których widniały szyldy reklamowe. Materiał jest na tyle obszerny, że posłużyłam się przykładami, które uznałam za najbardziej reprezentatywne i charakterystyczne dla nazw firm i sklepów

w Wodzisławiu Śląskim.

Praca ta została napisana w czasie moich studiów na Uniwersytecie

w Sztokholmie w ramach Programu Sokrates/Erasmus. Moim opiekunem naukowym była prof. Ewa Teodorowicz – Hellman.

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Chan, Hoi-wuen Katherine. "Consciousness of language a study on the concept of name in ancient China and the Western World = Yu yan ren zhi : gu dai zhong xi ming shi guan nian yan jiu /." Click to view the E-thesis via HKUTO, 2006. http://sunzi.lib.hku.hk/hkuto/record/B32020491.

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Dong, Qiao Ling Emma. "Linguistic landscape in Shanghai :a case study of shop name signs on Nanjing Road." Thesis, University of Macau, 2018. http://umaclib3.umac.mo/record=b3954238.

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Zhang, Yi. "Brand naming practices in China : an exploratory research into brand naming porcess of companies in Guanzhou and Shanghai." HKBU Institutional Repository, 1999. http://repository.hkbu.edu.hk/etd_ra/174.

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龐琨. "西周金文所見「師某」名稱研究= A study of names in the form "Shi X" as seen in Western Zhou bronze Inscriptions." HKBU Institutional Repository, 2018. https://repository.hkbu.edu.hk/etd_oa/571.

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西周金文中稱呼為「師某」（「師某父」）的一類人，以前往往認為「師」是其官職。張亞初、劉雨的《西周金文官制考》一書將這些人與大師等放在一起，列為「師官類官」。前人在談及這一類人的時候，往往結合單篇的銘文對他們的身份進行確認，因此出現了「師」是「師氏」的簡稱或者「大師」的簡稱等看法。這些觀點由於取材範圍過窄，或者由於有結論先行的弊病，故而有失偏頗。西周金文中這些稱作「師某」的人是一類較為特殊的人群，他們的官職各不相同，許多人確實是武官，且有帶兵打仗的記錄，但也有一些人的職責與軍事無關或者不直接相關。西周時期的官制系統已較為成熟，不應出現一種官職名稱對應多種差別巨大的職責範疇的現象，因此「師某」的稱呼並非以官職冠於私名之上。職責差別之外，「師」的社會地位有高下的不同，並且上司和下屬、子輩和父輩祖輩可以同時稱為「師」，前者說明「師」不是一種尊稱，後者說明「師」不是一種世襲的爵位。在地緣方面，「師」大都集中在周人的兩個重要的活動中心----宗周和岐周。而在血緣方面，「師」表現出一定的家族性特征，在宗周和岐周也分別有一個由「師」組成的家族。「師」的家族具有著深厚的歷史傳承，是較為強大的地方勢力。總而言之，師是西周時期宗周地區對某些具有一定社會地位的有官職的貴族的稱呼，他們擁有一定的功業或者社會名望，同時也擁有強大的家族勢力。This dissertation takes issue with the interpretation that people in Western Zhou bronze inscriptions referred to by "Shi師X" (or "Shi師X fu父") had to have been officials because of these names, and argues against the view that these names were associated with or abbreviations of the offices called "Shi shi師氏" or "Da shi大師". Point in fact, people whose names were preceded by "Shi 師" had wide-ranging duties. They were military officers, secretaries, education officials, and even regents. The Western Zhou had a sophisticated official system, and it is unlikely that one position was set to administer such a multitude of tasks and duties. In addition, people of different classes and of different generations could be called "Shi 師", and a collation of all the data suggests that it was not an honorific appellation nor a hereditary title. Archaeological information from unearthed bronzes with inscriptions reveals that these people called "Shi師X" were centered mainly in Zong Zhou宗周 and Qi Zhou岐周, these two places being the political and religious centers of the Western Zhou rulers. I argue that "Shi" was a term used by nobles who possessed a certain amount of meritorious deeds or attained a certain social status.
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SIE, GUANG-HUEI, and 謝光輝. "A Study on Su Shi and Huang Ting-Jian's Poetry That Was Named after Xi(戲)." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/fg8sne.

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博士
國立高雄師範大學
國文學系
106
In the Song Dynasty, Su Shi(蘇軾) and Huang Ting-Jian(黃庭堅) wrote very mush poetry that was named after xi(戲), the study defined it as Xi-Ti(戲題) poetry. The method was applied dialectical research better than standard research, such as “Arts for art” and from the peculiar style to inferred the form contrary. Especially the study used interdisciplinary research investigated the relationship between poetic drama set to music and Xi-Ti poetry. And then, through the cultural code of Xi, the study proved orientation of Xi-Ti poetry had plural significance. According to viewpoint of aesthetics, when the person played selflessly, the person will be a complete person, so that any poetry began with play, Su Shi and Huang Ting-Jian just showed their remnant vitality. Because beauty and ugliness existed simultaneously, therefore, plain and popular sense magnified dainty sense. Finally, in terms of shape, Huang Ting-Jian was skilled in group-poetry and his quantity of Xi-Ti poetry more than Su Shi. They had humorous personality with grave thinking, and their characteristic of Xi-Ti poetry precisely manifested natural qualities of poetry in the Song Dynasty. Xi-Ti poetry was like an antiphon or a practice; they rose against lyrical tradition invisibly.
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Lin, Jhun-Yi, and 林諄宜. "The effect of price discount level, creative product names and brand awareness on perceived value and purchase intention- An example of "Gooddrink" beverage shop." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/qwrpu2.

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碩士
淡江大學
國際企業學系碩士班
102
It’s common to see people on the street with cups of drinks. No matter, in summer or winter, these drinks are suitable for getting warm or being refreshed. Therefore, for this research, we have chosen "Gooddrink" beverage shop as our example. Among these drinks, we selected several factors, which are price discount level , creative product names and brand awareness to be the three variables for this study. This study will use these three variables to determine how they influence consumer’s perceived value and purchase intention for a cup of drink. This study searches for substantial differences between consumer’s perceived value and purchase intention of goods. The independent variables are price discount level, creative product names and brand awareness; the moderating variable is openness to experience. The research targeted a specific department students of a certain university in Taipei. This research first focus on price discount level and creative product names. Among five discounted prices we chose two prices regarding the level of the discount. In terms of creative product names we chose two among sixteen regarding the creative level. Then prepared the final questionnaire which has been divided in two different types and were dispersed to testers who determined the price discount level and creative product names, the test focus on brand awareness , perceived value and purchase intention to answer the questions. These questionnaires were edited in a way to also measure the tester openness to experience. These analyses have found that price discount level’s and brand awareness’s influence on consumer’s perceived value and purchase intention is substantially different. The openness to experience influences perceived value and purchase intention only under the situation of high price discount level, less creative product names and distinctive brand awareness.
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Littlefield, Johnny 1967. "The Hull Remains of the Late Hellenistic Shipwreck at Kızılburun, Turkey." Thesis, 2012. http://hdl.handle.net/1969.1/148377.

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At least 64 shipwrecked stone transports have been discovered throughout the Mediterranean region dating primarily to the Roman period. Few have been excavated and even fewer have had more than scant hull remains recovered. None have been thoroughly examined with a focus on the construction of the vessel. Consequently, little is known about stone transport or the construction of stone transport ships from archaeological contexts or ancient historical sources. In 1993, on an Institute of Nautical Archaeology (INA) shipwreck survey along the western Turkish coast, the Kızılburun column wreck was discovered. At present, excavated ceramics suggest the date of the Kızılburun shipwreck lies in the first century B.C.E.; the Late Hellenistic period (323-31 BCE). Analyses of the marble consignment have revealed that the ship carried a primary cargo of architectural elements quarried on the island of Proconnesus. Subsequent investigations point to a likely destination of the ancient city of Claros on the Karian coast of Asia Minor (modern day Turkey). Between 2005 and 2011 excavations were carried out on the column wreck by an international team of archaeologists, INA staff members, and graduate students led by Donny Hamilton and Deborah Carlson, both of Texas A&M University. The 2005 excavation season produced the first, albeit scant, hull remains, with more timbers being recovered between 2006 and 2009. The most substantial hull remains were recovered in 2007 following the removal of the eight large marble column drums to a more remote part of the site. The intense weight and pressure exerted by the heavy cargo on the hull remains aided the preservation by creating an environment that was unfavorable for wood consuming organisms and other biological agents. Recording and detailed examination of the hull remains was conducted during the summer of 2008, fall of 2009, and fall of 2010. This thesis presents the analyses and interpretation of the Kızılburun ship’s wooden hull remains and copper fasteners. Additionally, after discussing the methods of recording and cataloging of the ship’s extant remains, I place the ship in its historical and technological contexts, demonstrating that it was of contemporaneously common dimensions and construction, as opposed to a more robust construction that is often assumed of ancient stone-carrying vessels.
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Books on the topic "Ship names"

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Ivan, Aleksandrov. Pod bŭlgarski flag. Sofii͡a︡: Sofii͡a︡ Pres, 1986.

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Hajdú, Mihály. Magyar hajónevek. Budapest: ELTE Magyar Nyelvészeti Tanszékcsoport Névkutató Munkaközössége, 1986.

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S, Kri͡uchkov I͡U. Imi͡a na bortu. Moskva: "Transport", 1989.

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Church of Jesus Christ of Latter-day Saints. Surname index to the 1861 census returns of ships: (Index of ship names). (Salt Lake City: The Church, 1988.

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Greenwood, John Orville. Namesakes, 1930-1955. Cleveland, Ohio: Freshwater Press, 1995.

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McClelland, James. Names of, and if on record, a physical description of all convicts, arriving in Australia, January to September, 1818. Silverdale, N.S.W: James McClelland Research, 1985.

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Borgschulze, Siegfried. Schaluppen in Ostfriesland: Ein vergessener Schiffstyp und sein Verbleib. Aurich: Ostfriesische Landschaft, 2014.

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Irish Genealogical Foundation (U.S.), ed. Names of Irish passengers to America: With dates, ports & ship names : from the archives of the Irish Genealogical Foundation. Kansas City, Mo: Irish Genealogical Foundation, 2000.

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Greene, Dennis M. Vessel and name usage, United States Navy. Fayetteville, N.C: Verdemar Naval Research, 1998.

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Döscher, Jürgen. Die Klassifikation für Schiffe der U.S.-Marine von 1920 bis 2000. Hagen: J. Döscher, 2001.

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Book chapters on the topic "Ship names"

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Carnes-McNaughton, Linda F. "Foodways, Global Markets, and Inclusivity Reflected Through the Ceramics Aboard a Ship with Two Names." In Excavating the Histories of Slave-Trade and Pirate Ships, 149–69. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-96233-3_8.

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Li, Jie Jack. "Shi asymmetric epoxidation." In Name Reactions, 372–73. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-662-05336-2_274.

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Li, Jie Jack. "Shi asymmetric epoxidation." In Name Reactions, 557–59. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-03979-4_252.

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Li, Jie Jack. "Shi asymmetric epoxidation." In Name Reactions, 338–39. Berlin, Heidelberg: Springer Berlin Heidelberg, 2002. http://dx.doi.org/10.1007/978-3-662-04835-1_262.

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Ikeda, Ryuya, and Kazuaki Ando. "Extraction of Food Product and Shop Names from Blog Articles Using Named Entity Recognition." In Communications in Computer and Information Science, 454–68. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-6168-9_37.

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Shang, Guowen, and Xianwu Zhou. "Displaying and commodifying English on shop name signs." In English in China, 147–64. London: Routledge, 2022. http://dx.doi.org/10.4324/b22909-13.

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Han, Yanmei, and Guowen Shang. "Displaying and Commodifying English on Shop Name Signs." In The Linguistic Landscape in China, 25–47. Singapore: Springer Nature Singapore, 2024. http://dx.doi.org/10.1007/978-981-99-8753-5_2.

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"Index of Ship Names." In Commanders of Dutch East India Ships in the Eighteenth Century, 335–36. Boydell and Brewer, 2011. http://dx.doi.org/10.1515/9781846159480-027.

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"5 Ships and Ship-names in the Aeneid." In Selected Papers on Ancient Literature and its Reception, 45–55. De Gruyter, 2023. http://dx.doi.org/10.1515/9783110798852-005.

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"INDEX OF NAMES AND PLACES." In The Ladder of Prayer and the Ship of Stirrings, 261–66. Peeters Publishers, 2019. http://dx.doi.org/10.2307/j.ctv1q26njh.16.

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Conference papers on the topic "Ship names"

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Nasakina, Svіtlana. "Social and ideological aspect of choosing ship names in the 19th and 20th centuries." In International Conference on Onomastics “Name and Naming”. Editura Mega, 2022. http://dx.doi.org/10.30816/iconn5/2019/61.

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The study looks at historical and onomastic aspects of ship names. The paper presents an overview of similar and different tendencies in Russian ship naming in the 19th century and after the revolutionary changes at the beginning of the 20th century. This study is based on the material taken from newspapers and books of those times containing names of ships and is concerned with the influence that social and cultural factors had on giving ship names.
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Oruc, A., and Fred Flinstone. "Tanker Industry is More Ready against Cyber Threats." In International Conference on Marine Engineering and Technology Oman. London: IMarEST, 2019. http://dx.doi.org/10.24868/icmet.oman.2019.030.

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Cyber security in the maritime industry became crucial due to both academic researches and incidents. There are academic studies that show vulnerabilities in various navigation equipments such as GPS, ECDIS, AIS and ARPA-Radar. Additionally, there are different cyber incidents around the world. Developments in technology, autonomous ship projects, academic studies and cyber incidents in the sector put in action IMO. As per ISM Code, all shipping companies are mandatory to add “Guidelines on Maritime Cyber Risk Management” manual to their SMS manuals until 1st January 2021. Both OCIMF and CDI failed to be indifferent to developments that are important for tanker operators as well as IMO. While OCIMF added cybersecurity-related questions to vetting programs called TMSA 3 and VIQ 7, CDI also added cybersecurity-related items in SIR 9.8.1 edition. On the other hand, RightShip provides significant vetting service for dry cargo ships. “Inspection and Assessment Report” is issued by RigthShip for dry cargo ships. Questions related with cybersecurity was added with Revision No: 11 dated on 11th May 2017 in “Inspection and Assessment Report”. In this study, cyber security related questions which are asked during TMSA, SIRE and CDI vettings which play a critical role for commercial life of tanker firms, were analyzed. Moreover, questions and efficiency of RightShip that offers vetting service for dry cargo ships, were assessed to maritime cyber security. Also, cybersecurity-related questions in vetting questionnaires were interpreted by the author. These comments rely on benchmarking meetings among tanker operators where the author personally attended, and interview with key persons. Noted observations during vettings may negatively impact both commercial life and reputation of the tanker operators. That’s why the firm names and interviewee names were kept confidential. In this study, it was seen that although IMO demanded verification of cyber security-related implementations for the ship operators until 1st January 2021, this process started earlier for tanker operators.
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Hockberger, William A. "The Quadrimaran Reexamined." In SNAME 13th International Conference on Fast Sea Transportation. SNAME, 2015. http://dx.doi.org/10.5957/fast-2015-026.

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The Quadrimaran was invented in France in the mid-1980s by Daniel Tollet. It was an inspired design and a radical departure from traditional ship design by a man from outside the marine industry unconstrained by industry technical practices and education. Technical experts could see it would entail more structure and subsystems than other high-performance vessels, but its promise was that those penalties would be more than offset by its claimed low power and fuel consumption. A prototype/demonstrator, Alexander, was built in 1990 and operated for five years carrying and impressing many hundreds of riders. Alexander performed beautifully and appeared to bear out what was claimed. Contracts for several Quadrimarans of different sizes came quickly, especially considering how conservative an industry this is. That was significantly due to Tollet's personal charisma and skill in selling riders on the dream of carrying passengers and freight over the water fast and in comfort, yet economically. Great skepticism prevailed in some quarters, especially among naval architects knowledgeable about AMVs (advanced marine vehicles) and early-stage whole-ship design. At technical meetings, one Quadrimaran principal would comment, for example, "Why would you carry freight across the Atlantic at 38 knots on 230,000 horsepower (a reference to the planned Fastship Atlantic TG-770) when you could do it at 60 knots on only 65,000 horsepower?" Listeners would ask how this could be possible, and he would assert again that the Quadrimaran could do it, but would decline to explain. Respected technical people were working with Tollet and his company and becoming convinced of the Quadrimaran's merit. Along with the contracts came engineers with experience in ship detail design and construction (very different from early-stage whole-ship design), or responsibilities for assessing and approving ships for service. Others were with engine and equipment suppliers. Their opinion that there was something unique and special about the Quadrimaran gave it credibility and influenced more people to accept the major claims made for it. Some dismissed the most extreme claims but still accepted the idea that the Quadrimaran was capable of unusually high performance - considerably less than was being claimed, perhaps, but high nevertheless. In hindsight it is clear the skeptics were right. Results never met expectations, nor could they have. In reality, the Quadrimaran has aspects that inherently prevent it from achieving the characteristics and performance its inventor believed attainable. It cannot be built in a commercially useful size and actually perform as intended. Why this is so will be explained. A crucial fact in the Quadrimaran's history is that Daniel Tollet and his close associates believed strongly that naval architects and engineers who had been immersed in working with the existing ship types would be unable to give the Quadrimaran the very different treatment they believed it required. (Their own educations and professional work were nontechnical.) Such people were excluded from the development of Quadrimaran designs, and the belated discovery of many fundamental technical problems can be attributed to this. The company Tollet established had a number of names over the years, and other associated entities were created at times for various purposes. In this paper they are referred to collectively as QIH (Quadrimaran International Holdings) so as not to confuse things unnecessarily. In 2004 QuadTech Marine LLC was established and acquired the Quadrimaran patent (US Patent No. 5,191,849) and related intellectual property from QIH. QuadTech laid out an extensive R&D program to close gaps in the technical background and address identified issues. In the process, additional information on earlier QIH projects and products was obtained and studied, which brought to light problems that significantly compromised the Quadrimaran's prospective performance and utility. The resulting much-reduced set of potential uses and users led the company to effectively stop pursuing Quadrimaran projects after 2009. (Note: The author was Chief Technology Officer for QuadTech Marine during 2006-9, studying the Quadrimaran and planning the R&D.)
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Masuyama, Yutaka, Kensaku Nomoto, and Akira Sakurai. "Numerical Simulation of Maneuvering of "Naniwa-maru," A Full-scale Reconstruction of Sailing Trader of Japanese Heritage." In SNAME 16th Chesapeake Sailing Yacht Symposium. SNAME, 2003. http://dx.doi.org/10.5957/csys-2003-015.

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Numerical simulation of maneuvering of “Naniwa-maru" was performed to clarify the maneuver characteristics in particular with wearing operation. "Naniwa-maru" belongs to a type called Higaki-kaisen, and the Higaki-kaisen is a type of the more generic class of vessels named "Bezai-ship". Bezai-ship are typical Japanese sailing traders in the 18th to the mid- 19th century which have different appearance and construction from those of Western tall ships. The present paper shows the numerical simulation of her wearing operation, and the results compared with the measured data. The equations of motion dealt with coupled ship motions of surge, sway, roll and yaw with co-ordinate system using horizontal body axes. The numerical simulation indicates ship response according to the measured time history of rudder angle, and shows the ship trajectory and the sailing state parameters such as heading angle, leeway angle, heel angle and velocity. The calculated results indicated the ship performance very well.
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Clauss, Gu¨nther F., Sascha Kosleck, and Daniel Testa. "Critical Situations of Vessel Operations in Short Crested Seas: Forecast and Decision Support System." In ASME 2009 28th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2009. http://dx.doi.org/10.1115/omae2009-79482.

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The encounter of extreme waves, extreme wave groups or of unfavourable wave sequences is a dangerous thread for ships and floating/fixed marine structures. The impact of extreme waves causes enormous forces whereas the encounter of an unfavourable wave sequence — not necessarily extreme waves — can arouse critical motions or even resonance, often leading to loss of cargo, ship and crew. Thus, besides a well thought-out maritime design, a system detecting critical incoming wave sequences in advance can help avoiding those dangerous situations, increasing the safety of sea transport or offshore operations. During the last two years (see [1] and [2]) a new system for decision support on board a ship or floating/fixed marine structure named CASH — Computer Aided Ship Handling — has been introduced. The preceding papers showed the step wise development of the main components of the program code — 3D–WAVE FORECAST and 3D–SHIP MOTION FORECAST. These procedures provide a deterministic approach to predict the short-crested seas state within radar range of the ship, as well as resulting ship motions in 6 degrees of freedom. Both methods have been enhanced with special focus on the speed of calculation to ensure a just-in-time forecast. A newly developed component is the ADAPTIVE 3D-PRESSURE DISTRIBUTION. This method calculates the pressure distribution along the wetted surface of the ship hull using a newly developed stretching approach [3]. With the end of the joint project LaSSe — Loads on Ships in Seaway (funded by the German Government) the paper presents the CASH-system, giving the possibility to detect critical situations in advance. Thus not only decision support on board a cruising ship can be provided, but also time windows for offshore operations are identified well in advance.
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Kobayashi, Ei-ichi, Kouhei Yurugi, and Shunichi Koshimura. "Evaluations of a Ship Evacuation Maneuver From Tsunami Attack." In ASME 2013 32nd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/omae2013-10624.

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Huge earthquakes have occurred continuously for at least 1000 years along the Nankai Trough, which is located in the Pacific Ocean off Shikoku Island, Japan. There is great concern over the possible occurrence of huge earthquakes, named Toukai, Tonankai, and Nankai earthquakes, along this trough. A tsunami generated by an earthquake in a coastal area not only raises the sea level, but also creates strong horizontal flows in bays. Any ships in the area are subject to these strong lateral flows. Since these phenomena can make a ship’s movement uncontrollable, subject piers to tremendous forces, slam ships into breakwaters, and set vessels adrift and ground them, it is very important to understand them and the resulting movement of a ship, and to consider possible countermeasures. It is particularly urgent to evaluate the effects of a tsunami on ships carrying hazardous materials, such as VLCCs (Very Large Crude Carriers), sailing near the coast or moored to a jetty, and to consider and evaluate ways of countering these effects. From this viewpoint, basic analyses of a VLCC’s movement resulting from a tsunami are carried out, and then countermeasures for avoiding this motion are investigated. First, this paper describes mathematical models of a tsunami flow and the maneuvers of sailing and moored ships. Next, computer simulations of the evacuation maneuvers of a ship at berth to avoid the effects of a tsunami are discussed. Finally, the paper reports additional simulations of the lateral motion of a ship moored at anchor when a tsunami hits.
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Fucatu, Carlos H., and Kazuo Nishimoto. "The Shadow Effect on the Dynamics of a Shuttle Tanker Connected in Tandem With a FPSO." In ASME 2003 22nd International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2003. http://dx.doi.org/10.1115/omae2003-37435.

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The ship based Floating Production Storage and Offloading system (FPSO) has been largely used in the recent offshore oil exploration. In most of the cases the oil stored in FPSO is offloaded to a shuttle ship that is connected by a hawser in tandem configuration. The problem of dynamic instability that arises in several ship mooring systems, like SPM and SMS subjected to the environmental forces, may also be present in the tandem system. Although the tandem mooring is a common procedure in the offshore oil industry, there are few publications related to the theme. Among these, there are none concerned with the environmental forces interference caused by FPSO on shuttle ship, here called as shadow effect. It is well known that the dynamic behaviour of a moored ship, in particular SPM system, is hardly affected by the environmental forces. Therefore, it is expected that shadow effect on the environmental forces acting on the shuttle ship will cause great influence in its dynamic behaviour, and consequently in the dynamics of whole FPSO-shuttle system. These phenomena could be observed in experiments with single point moored shuttle ships with and without the FPSO in upstream position. Therefore, the shadow effect should be considered in analysis of dynamic behaviour of two ships connected in tandem. Among the commercial simulators that analyse tandem systems there are none that consider shadow effect, making their analysis different from the real world. This paper presents an empirical model of the current shadow effect. The model was implemented in a numerical simulator, named DYNASIM. The comparison between numerical results and experimental one showed that the proposed model is effective.
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Qian, Peng, Hong Yi, and Yinghui Li. "Hydrodynamic Performance of an S-SWATH Ship in Calm Water and Waves." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-24100.

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An unconventional SWATH (Small-Waterplane-Area-Twin-Hull) ship is introduced, named S-SWATH, which is a catamaran with twin hulls that are slightly curved in an S-form and arranged at a mean yaw angle but mirror symmetric to their common longitudinal center plane. Based on the “shallow-channel superconductivity” theory, proposed by Chen and Sharma, in this paper a more accurate viscous flow theory, solving the Reynolds-averaged Navier–Stokes equations (or RANS equations), is used to study the hydrodynamic performance of the S-SWATH ship. The simulation results of calm-water resistance and motions in waves are presented. In comparison with a benchmark conventional SWATH ship, which features a typical torpedo-shaped body, the simulation results prove the effectiveness of the S-shape design. On one hand, the S-SWATH ship inherits the major advantages of SWATH ships, such as the superior ride quality, acceptable acceleration levels for human habitability and therefore comfort and overall superior seakeeping characteristics. On the other hand, the S-SWATH ship has much less low-speed drag than its conventional SWATH counterpart, and comparable total drag at high speeds.
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Oettle, Johannes, and Stefan Krüger. "A 4 Degree of Freedom Velocity / Power Prediction Program for Wind (Assisted) Vessels." In ASME 2023 42nd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2023. http://dx.doi.org/10.1115/omae2023-101675.

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Abstract This paper presents a velocity prediction program (VPP) respectively a power prediction program (PPP) for ships driven or assisted by wind propulsion systems named “E4-SAIL”. The program balances the forces acting on the ship in the four degrees of freedom (4DOF) surge, sway, roll and yaw. Therefore, environmental forces caused by wind, current and seastate can be considered. The VPP/PPP is embedded within the design environment “E4”, so the pediction can be refined directly within the design process whenever more information on the ship is known. Thanks to the integration into the design environment, the calculation of the transversal forces acting on the hull and the forces due to the seastate takes into account the shape of the hull instead of using only an amount of ship parameters. Because the VPP/PPP is intended for use in the early design stage, the calculations have to run very fast, so that the effect of several changes in hullform and floating position can easily be checked during the design process. The individual force components are presented and an exemplary calculation for a tall ship is shown.
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Ouillette, Joanne J. "Designing the Future DDG 51 Class Computer Aided Design." In ASME 1993 International Computers in Engineering Conference and Exposition. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/edm1993-0105.

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Abstract The DDG 51 Class of AEGIS guided missile destroyers is the Navy’s premier surface combatant. Named for famed World War II hero. Admiral Arleigh Burke, these ships represent state-of-the-art technology. This 504 foot, 8,300 ton destroyer has been designed with improved seakeeping and survivability characteristics and carries the sophisticated AEGIS Weapon System. Derived from the Greek word meaning “shield”, AEGIS ships are the “shield of the fleet”. The Navy has commissioned the first two ships of the class. They have performed beyond expectation in rigorous at-sea trials designed to fully test combat capability. The DDG 51 Class ships are replacing retiring fleet assets. In a decreasing Department of Defense (DoD) budget environment, however, acquisition costs must be reduced to continue to build capable warships. The Navy’s Destroyer Program Office is pursuing the implementation of Computer Aided Design (CAD) and Computer Aided Manufacturing (CAM) technology to reduce costs without reducing ship’s capability. Under Navy direction, the ship construction yards, Bath Iron Works and Ingalls Shipbuilding, are aggressively pursuing the transition to CAD-based design, construction, and life cycle support This effort also involves General Electric, the Combat System Engineering Agent. Building a three dimensional (3D) computer model of the ship prior to construction will facilitate the identification and resolution of interferences and interface problems that would otherwise go undetected until actual ship construction. This 3D database contains geometry and design data to support system design. Accurate construction drawings, fabrication sketches, and Numerical Control (NC) data can be extracted directly from the database to support construction at each shipyard. At completion of construction, a model representing the “as built” configuration will be provided as a lifetime support tool for each ship’s projected 40 year life. The transition to CAD-based design and construction has applied fundamental concepts of the DoD’s Computer Aided Acquisition and Logistic Support (CALS) initiative. In addition to creating a 3D database representing ship design, the shipyards have developed a neutral file translator to exchange this data between Computervision and Calma CAD systems in operation at Bath Iron Works and Ingalls Shipbuilding respectively. This object oriented transfer capability ensures data is shared rather than duplicated. The CALS concepts of concurrent engineering and computer aided engineering analysis are being applied to design an upgrade to the ship that features the addition of a helicopter hanger. The CAD models are used as an electronic baseline from which to assess proposed modifications. Optimizing the design before the first piece of steel is cut will reduce construction costs and improve the quality of the ship.
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Reports on the topic "Ship names"

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Martinez, Briana M., and Laura McAndrews. Shop in the Name of Love: A Qualitative Analysis of Fashion Mobile Design Features. Ames: Iowa State University, Digital Repository, 2017. http://dx.doi.org/10.31274/itaa_proceedings-180814-1802.

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