Search Results (795)

This study applies a deep neural network (DNN) to optimize the 22.5 m pontoon hull form of a small waterplane area twin hull (SWATH) vessel with fin stabilizers, aiming to reduce calm water resistance at a Froude number of 0.8 under even keel conditions. The vessel’s resistance is simplified into three components: pontoon, strut, and fin stabilizer. Four design parameters define the pontoon geometry: fore-body length, aft-body length, fore-body angle, and aft-body angle. Computational fluid dynamics (CFD) simulations using STAR-CCM+ 2302 provide 1400 resistance data points, including fin stabilizer lift and drag forces at varying angles of attack. These are used to train a DNN in MATLAB 2018a with five hidden layers containing six, eight, nine, eight, and seven neurons. K-fold cross-validation ensures model stability and aids in identifying optimal design parameters. The optimized hull has a 7.8 m fore-body, 6.8 m aft-body, 10$°$ fore-body angle, and 35$°$ aft-body angle. It achieves a 2.2% resistance reduction compared to the baseline. The improvement is mainly due to a reduced Munk moment, which lowers the angle of attack needed by the fin stabilizer, thereby reducing drag. The optimized design provides cost-efficient construction and enhanced payload capacity. This study demonstrates the effectiveness of combining CFD and deep learning for hull form optimization. Full article

In this research, the effect of ship navigation on the mooring system of a deep-sea floating tidal energy platform is experimentally investigated. Hydrodynamic experiments were conducted on a figure-of-eight mooring system with a KCS ship (KRISO Container Ship) as the sailing ship model and a catamaran as the carrier model of the tidal current energy generator under the combined effect of waves and ocean currents. The experimental results show that the increase in ship speed increases the amplitude of the carrier motion re-response. When the ship speed increases from 1.2 m/s to 1.478 m/s, the roll amplitude increases by 220%. At the same time, a decrease in the distance and draft of the navigating vessel also increases the amplitude of the motion response. Then, the actual sea conditions are simulated by the combined effect of ship waves and regular waves. As the wave period decreases and the height increases, the platform motion response is gradually reduced by the ship-generated waves. These findings provide important insights for optimizing the mooring system design in wave-dominated marine environments. Full article

To improve collision risk prediction in high-traffic coastal waters and support real-time decision-making in maritime navigation, this study proposes a regional collision risk prediction system integrating the Computed Distance at Collision (CDC) method with an Adaptive Neuro-Fuzzy Inference System (ANFIS). Unlike Distance at Closest Point of Approach (DCPA), which depends on the position of Global Positioning System (GPS) antennas, Computed Distance at Collision (CDC) directly reflects the actual hull shape and potential collision point. This enables a more realistic assessment of collision risk by accounting for the hull geometry and boundary conditions specific to different ship types. The system was designed and validated using ship motion simulations involving bulk and container ships across varying speeds and crossing angles. The CDC method was used to define collision, almost-collision, and near-collision situations based on geometric and hydrodynamic criteria. Subsequently, the FIS–CDC model was constructed using the ANFIS by learning patterns in collision time and distance under each condition. A total of four input variables—ship speed, crossing angle, remaining time, and remaining distance—were used to infer the collision risk index (CRI), allowing for a more nuanced and vessel-specific assessment than traditional CPA-based indicators. Simulation results show that the time to collision decreases with higher speeds and increases with wider crossing angles. The bulk carrier exhibited a wider collision-prone angle range and a greater sensitivity to speed changes than the container ship, highlighting differences in maneuverability and risk response. The proposed system demonstrated real-time applicability and accurate risk differentiation across scenarios. This research contributes to enhancing situational awareness and proactive risk mitigation in Maritime Autonomous Surface Ship (MASS) and Vessel Traffic System (VTS) environments. Future work will focus on real-time CDC optimization and extending the model to accommodate diverse ship types and encounter geometries. Full article

Articulated Tugs and Barges (ATBs) are increasingly recognised for their effectiveness in transporting chemicals, petroleum, bulk goods, and containers, primarily due to their exceptional flexibility and fuel efficiency. Recent projections indicate that the ATB market is on track for significant growth, which is expected to lead to an increase in the annual growth rate from 2025 to 2032. This study aims to analyse the current advancements in ATB technology and provide insights into the ATB fleet and the systems that connect tugboats and barges. Furthermore, it highlights the advantages of this transportation system, especially regarding its role in enhancing energy efficiency within the maritime transport sector. Currently, there is limited information available in the public domain about ATBs compared to other commercial vessels. The analysis reveals that much of the required information for modern ATB design is not accessible outside specialised design companies. The study also focuses on conceptual design aspects, which include the main dimensions, articulated connections, propulsion systems, and machinery, concluding with an evaluation of economic viability. Special emphasis is placed on defining the main dimensions, which is a critical part of the complex design process. In this context, the ratios of length to beam (L/B), beam to draft (B/D), beam to depth (B/T), draft to depth (T/D), and power to the number of tugs cubed (Pw/N³) are established as design control parameters in the conceptual design phase. This aspect underscores the novelty of the present study. Additionally, the economic viability is analysed in terms of both CAPEX (capital expenditures) and OPEX (operational expenditures). While CAPEX does not significantly differ between the methods used in different types of commercial ships, OPEX should account for the unique characteristics of ATB vessels. Full article

Nonsteroidal anti-inflammatory drug-based therapies are the cause of 20–30% cases of gastric lesions in chronic users worldwide. Co-medication with omeprazole (OMP) is the most commonly used option to prevent these lesions, although this carries risks of its own; thus, alternatives are being explored, such as dietary antioxidant therapies. The objective of this study was to evaluate the gastroprotective activity of quinoa (Chenopodium quinoa Willd.) on ibuprofen (IBP)-induced gastric ulcers in a rat model. Quinoa cookies were formulated with heat-treated quinoa using microwave radiation. The intestinal bioaccessibility of phenols and flavonoids, and the antioxidant activity of microwaved quinoa cookies (MQCs) were notably higher than quinoa cookies without thermal treatment (RQCs): 132% TPC, 52% TFC, 1564% TEAC vs. 67% TPC, 24% TFC, and 958% TEAC, respectively. Basal diets were supplemented with MQCs (20%) and quercetin (Q, 0.20%) as a reference flavonoid and administered for 30 days. Gastric lesions were induced by intragastric IBP doses, with OMP treatment as a positive control. Gastric damage index (macroscopic study), histological score (microscopic study), and plasma antioxidant enzyme activity (SOD and CAT) were evaluated. Macroscopic results showed that the addition of MQCs, Q, and OMP decreased the gastric damage index (GDI) by 50%, 40%, and 3%, respectively, as compared to IBP (GDI 100%). Histological analyses showed neutrophil infiltration and congested blood vessels in IBP-treated tissues; in contrast, the experimental diet groups showed lower infiltration for MQC > OMP > Q, respectively. A significant increase in SOD and CAT enzyme activity was observed in the MQC and Q groups as compared to the IBP group. We conclude that a reduction in the GDI and histological score was observed in IBP-induced murine models fed diets containing 20% MQC and 0.20% Q, demonstrating a preventive gastroprotective effect. Full article

Intravascular lymphoma (IVL) is a rare, aggressive subtype of non-Hodgkin lymphoma (NHL) characterized by the selective proliferation of neoplastic lymphoid cells within small and medium-sized blood vessels, most frequently of B-cell origin (IVLBCL). Its protean clinical presentation, lack of pathognomonic findings, and absence of tumor masses or lymphadenopathies often lead to diagnostic delays and poor outcomes. IVLBCL can manifest in classic, hemophagocytic syndrome-associated (HPS), or cutaneous variants, with extremely variable organ involvement including the central nervous system (CNS), skin, lungs, and endocrine system. Diagnosis requires histopathologic identification of neoplastic intravascular lymphoid cells via targeted or random tissue biopsies. Tumor cells are highly atypical and display a non-GCB B-cell phenotype, often expressing CD20, MUM1, BCL2, and MYC; molecularly, they frequently harbor mutations in MYD88 and CD79B, defining a molecular profile shared with ABC-type DLBCL of immune-privileged sites. Therapeutic approaches are based on rituximab-containing chemotherapy regimens (R-CHOP), often supplemented with CNS-directed therapy due to the disease’s marked neurotropism. Emerging strategies include autologous stem cell transplantation (ASCT) and novel immunotherapeutic approaches, potentially exploiting the frequent expression of PD-L1 by tumor cells. A distinct but related entity, intravascular NK/T-cell lymphoma (IVNKTCL), is an exceedingly rare EBV-associated lymphoma, showing unique own histologic, immunophenotypic, and molecular features and an even poorer outcome. This review provides a comprehensive overview of the current understandings about clinicopathological, molecular, and therapeutic landscape of IVL, emphasizing the need for increased clinical awareness, standardized diagnostic protocols, and individualized treatment strategies for this aggressive yet intriguing malignancy. Full article

Fast-growing hardwoods like poplar often lack natural durability in outdoor use and require homogeneous impregnation with protective agents, though achieving homogeneity remains a known challenge. Various anatomical structures influence fluid transport in wood. This study compares characteristics of pits in libriform fibres, between ray–vessel interfaces, and between vessel-to-vessel connections in normal wood and tension wood of a hybrid poplar genotype (Populus × canadensis, ‘Gelrica’), including both impregnated (with an aqueous, dye-containing solution) and non-impregnated regions, to identify anatomical barriers to impregnation. Light and scanning electron microscopy revealed significant differences in pit morphology and frequency in libriform fibres between normal wood and tension wood. In non-impregnated regions, pits were often encrusted. Vessel–ray pits did not differ between normal wood and tension wood but showed distinct differences between impregnated and non-impregnated regions: in the latter, pits were occluded by tylose-forming layers. Intervessel pits differed in border and aperture size between earlywood and latewood in both normal wood and tension wood. Hence, fluid transport is strongly impeded by occluded vessel–ray pits and, to a lesser extent, by encrusted fibre pits. Full article

The possibility of collecting new archaeological elements useful in reconstructing the dynamics of population, production and commercial activities in the Bronze Age at the edge of the central-southern Venice Lagoon was provided between 2023 and 2024 thanks to an intervention of rescue archaeology planned during some water restoration works in the Giare–Mira area. Three small excavations revealed, approximately one meter below the current surface and covered by alluvial sediments, a rather complex palimpsest dated to the late Recent and the early Final Bronze Age. Three large circular pits containing exclusively purified grey/blue clay and very rare inclusions of vegetable fibres, and many large, fired clay vessels’ bases, walls and rims clustered in concentrated assemblages and random deposits point to potential on-site production. Two pyro-technological structures, one characterised by a sub-circular combustion chamber and a long inlet channel/praefurnium, and the second one with a sub-rectangular shape with arched niches along its southern side, complete the exceptional context here discovered. To analyse the relationship between the site and the natural sedimentary succession and to evaluate the possible extension of this site, three electrical resistivity tomography (ERT) and low-frequency electromagnetic (FDEM) measurements were collected. Several manual core drillings associated with remote sensing integrated the geophysical data in the analysis of the geomorphological evolution of this area, clearly related to different phases of fluvial activity, in a framework of continuous relative sea level rise. The typology and chronology of the archaeological structures and materials, currently undergoing further analyses, support the interpretation of the site as a late Recent/early Final Bronze Age productive site. Geophysical and geomorphological data provide information on the palaeoenvironmental setting, suggesting that the site was located on a fine-grained, stable alluvial plain at a distance of a few kilometres from the lagoon shore to the south-east and the course of the Brenta River to the north. The archaeological site was buried by fine-grained floodplain deposits attributed to the Brenta River. The good preservation of the archaeological structures buried by fluvial sediments suggests that the site was abandoned soon before sedimentation started. Full article

Background/Objectives: Apolipoprotein E receptor-2 (apoER2) exists in various alternatively spliced forms, including variants that express apoER2 with or without exon 19 in the cytoplasmic domain. This study compared vascular response to endothelial denudation, as well as diet-induced atherosclerotic and metabolic diseases, between genetically modified mice that exclusively expressed the apoER2 splice variant with or without exon 19 to determine the impact of apoER2 exon 19 motif in cardiometabolic disease modulation. Methods: Vascular response to injury was assessed by measuring neointima area of the carotid arteries after endothelial denudation. The genetically modified mice were also fed a high-fat high-cholesterol diet for 16 weeks for the determination of body weight gain, glucose and insulin levels, glucose tolerance and insulin secretion. Additionally, adipose tissue inflammation was assessed by analysis of adipose gene expression, and atherosclerosis was characterized by measuring fatty lesion size in the whole aorta, as well as in the aortic roots. Results: The results showed that whereas the expression of either splice variant is sufficient to impede denudation-induced fibrotic neointima formation and complex necrotic atherosclerotic lesions, the expression of the apoER2 splice variant containing exon 19 is necessary for the complete protection of injury-induced neointima formation in the vessel wall. However, exclusive expression of either apoER2 cytoplasmic splice variant does not influence the early phase of atherogenesis. Additionally, the exclusive expression of apoER2 without exon 19 promotes adipocyte inflammation and accelerates diet-induced insulin resistance and glucose intolerance. Conclusions: These results indicate that the apoER2 cytoplasmic variants have distinct and cell type-specific roles in influencing cardiometabolic disease development. Full article

Parasitic diseases can be a significant constraint on aquaculture industries, which continue to develop in response to the rise in global demand for sustainable protein sources. Blood flukes, Cardicola forsteri and Cardicola orientalis, are economically significant parasites of Southern bluefin tuna (Australia), Pacific bluefin tuna (Japan), and Atlantic bluefin tuna (Mediterranean) as they are responsible for blood vessel obstruction in the gills leading to branchitis and mortalities when untreated. Here, we have defined the mitochondrial genomes for these species—the first for any aporocotylids. Oxford nanopore long-read sequencing was used to sequence C. orientalis from a single individual. The mitochondrial genome of C. forsteri was assembled and curated from available sequence data. Both Cardicola spp. mitogenomes contained 12 protein coding, 2 ribosomal and 22 tRNA genes, with the gene order matching that of Asian schistosomes. A control region was identified for each species which contained long and short repeats; the region for C. forsteri was longest, and the overall pattern differed between the two species. A surprisingly high nucleotide diversity was observed between the two species, generating interest into the mitochondrial genes of related species. This paper provides a useful resource for future genetics-based research of aporocotylids and other flatworm parasites of socioeconomic significance. Full article

During implant placement in the upper anterior region, the nasopalatine canal (NPC) is a frequently encountered anatomical structure. It connects the nasal and oral cavities and contains critical blood vessels and nerves. Despite its clinical relevance, no study has yet assessed the orientation of the NPC in relation to the upper central incisors to aid in optimal implant positioning. This study investigated the parallelism between the NPC and the upper central incisors (1.1 and 2.1) in both the mesiodistal and buccopalatal directions. Data were collected from 226 subjects, and statistical analyses included Pearson’s correlation test, a one-sample t-test, and scatter plot analysis. The mean mesiodistal inclinations of the NPC, 1.1, and 2.1 were 87.54° ± 3.20, 86.55° ± 3.97, and 86.50° ± 3.63, respectively, while their buccopalatal inclinations measured 67.92° ± 6.89, 67.02° ± 6.88, and 67.23° ± 7.76, respectively. These findings indicate a strong correlation between the buccopalatal and mesiodistal inclinations of the NPC and the upper central incisors, with no significant differences observed. These results align with the existing literature on the anatomical variability and clinical significance of the NPC. This correlation suggests that evaluating the spatial relationship between the NPC and adjacent teeth could enhance implant surgery planning, leading to improved clinical outcomes and minimizing complications such as hemorrhage or paresthesia. Full article

The decommissioning and dismantling of nuclear research reactors can lead to a large amount of low- and intermediate-level radioactive waste. For repositories, the materials must be kept confined and safety must be ensured for extended time spans. Waste is encapsulated in concrete, which leads to alkaline conditions with pH values of 12 and higher. This can be advantageous for some radionuclides due to their precipitation at high pH. For other materials, such as reactive metals, however, it can be disadvantageous because it might foster their corrosion. The Studsvik R2 research reactor contained an AlMg3.5 alloy with a composition close to that of commercial Al5154 for its core internals and the reactor tank. Aluminum corrosion is known to start rapidly due to the formation of an oxidation layer, which later functions as natural protection for the surface. The corrosion can lead to pressure build-up through the accompanied production of hydrogen gas. This can lead to cracks in the concrete, which can be pathways for radioactive nuclides to migrate and must therefore be prevented. In this study, unirradiated rod-shaped samples were cut from the same material as the original reactor tank manufacture. They were embedded in concrete with elevated water–cement ratios of 0.7 compared to regular commercial concrete (ca. 0.45) to ensure water availability throughout all of the experiments. The sample containers were stored in pressure vessels with attached high-definition pressure gauges to read the hydrogen-induced pressure build-up. A second set of samples were exposed in simplified artificial cement–water to study similarities in corrosion characteristics between concrete and cement–water. Additionally, the samples were exposed to concrete and cement–water in free-standing sample containers for deconstructive examinations. In concrete, the corrosion rates started extremely high, with values of more than 10,000 µm/y, and slowed down to less than 500 µm/y after 2000 h, which resulted in visible channels inside the concrete. In the cement–water, the samples showed similar behavior after early fluctuations, most likely caused by the surface coverage of hydrogen bubbles. These trends were further supported by mass loss evaluations. Full article

Merchant vessels often feature numerous perforations in their web frames. To enhance the buckling resistance of these perforated panels, it is customary to install local reinforcements around the openings. This research introduces a novel approach that segments perforated panels into separated unstiffened panels (SUPs) and applies recently updated classification rules for buckling strength assessment, supplemented by inelastic FEA. This research aims to show a case study on how to reduce shipbuilding expenses by conducting a quantitative analysis of the buckling strength of such panels. The study treated perforated panels as separated unstiffened panels (SUPs) in accordance with Common Structural Rules (CSR). The authors examined web frames from various types of carriers, including those for liquefied petroleum gas, containers, products, and crude oil. They gathered data on dimensions, materials, and applied loads for 96 SUPs in total. To assess the buckling strength of these SUPs, IACS rules, eigenvalue finite element analysis (FEA), and inelastic FEA were employed. We performed element size convergence analyses on a square unstiffened panel with simple support on all four edges, ultimately deciding on a 10 mm element size for both eigenvalue and inelastic FEAs. Additionally, inelastic FEAs were performed on the rectangular, unstiffened panels with various aspect ratios, and it was decided to use the average level of initial imperfection for the inelastic FEAs. The SUPs under investigation were classified into Method A and Method B based on CSR recommendations. The ultimate buckling strengths of the categorized SUPs were evaluated by CSR and inelastic FEA. CSR rules provided more conservative ultimate buckling strengths for SUPs corresponding to Method A, while inelastic FEA did for SUPs that were classified into Method B. On the other hand, the inelastic FEAs and CSR rules provided similar ultimate buckling strengths for SUPs requiring Method B. The eigenvalue FEA confirmed that Method B can be an alternative method to inelastic FEA and CSR rules. Significant cost savings were demonstrated by selectively applying CSR and inelastic FEAs for SUPs requiring Method A. The originality of this work lies in its application of the latest classification rule logic, detailed finite element validation using real ship data, and a cost-benefit analysis of reinforcement strategies. Full article

Ammonia is emerging as a promising zero-carbon marine fuel due to its high hydrogen density, low storage pressure, and long-term stability, making it well-suited for supporting sustainable maritime energy systems. However, its adoption introduces serious safety challenges, as its toxic, flammable, and corrosive properties pose greater risks than many other alternative fuels, necessitating rigorous risk assessment and safety management. This study presents a comprehensive investigation of potential ammonia leakage scenarios that may arise during the fuel gas supply process within confined compartments of marine vessels, such as the fuel preparation room and engine room. The simulations were conducted using FLACS-CFD V22.2, a validated computational fluid dynamics tool specialized for flammable gas dispersion and explosion risk analysis in complex geometries. The model enables detailed assessment of gas concentration evolution, toxic exposure zones, and overpressure development under various leakage conditions, providing valuable insights for emergency planning, ventilation design, and structural safety reinforcement in ammonia-fueled ship systems. Prolonged ammonia exposure is driven by three key factors: leakage occurring opposite the main ventilation flow, equipment layout obstructing airflow and causing gas accumulation, and delayed sensor response due to recirculating flow patterns. Simulation results revealed that within 1.675 s of ammonia leakage and ignition, critical impact zones capable of causing fatal injuries or severe structural damage were largely contained within a 10 m radius of the explosion source. However, lower overpressure zones extended much further, with slight damage reaching up to 14.51 m and minor injury risks encompassing the entire fuel preparation room, highlighting a wider threat to crew safety beyond the immediate blast zone. Overall, the study highlights the importance of targeted emergency planning and structural reinforcement to mitigate explosion risks in ammonia-fueled environments. Full article

The Carbon Intensity Indicator (CII) plays a critical role in assessing vessel efficiency. This study examines the impact of cold ironing (CI) on CII performance by analyzing 183 voyages of container ships. The research evaluates the attained CII values, CII ratings, and a Levelized Cost of Energy (LCOE) under different voyage data of container ships between 2023 and 2030. Results show that while 90.7% of voyages met the CII reference value in 2023, this rate decreased to 68.9% and 19.7% by 2026 and 2030, underscoring the increasing challenge of regulatory compliance, if no energy efficiency measures can be taken. Seasonal variations significantly influenced the CII, especially in March and May. With the implementation of CI on container ships, 6441.95 tons of heavy fuel oil and 6101.77 tons of marine gas oil consumption have been eliminated during port stays based on voyage data. Economic analysis indicates that CI increases the LCOE by 13.76%–19.65%, with a discounted payback period ranging from 4.69 to 24 years. This study highlights CI as a viable short-term measure for reducing maritime emissions and enhancing CII compliance, emphasizing the need for optimized economic models. Full article