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Weiqin Liu, Qilu Zou, Yaqiang Zhang, Yong Nie and Xuemin Song
Large waves cause a great number of collapsed-ship accidents, resulting in the loss of many lives and properties. It has been found that most of these collapses are caused by encountering oblique waves. As a result, the ship structure experiences a compl...
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Min-Kyung Lee and Inwon Lee
In this study, deep neural network (DNN) and transfer learning (TL) techniques were employed to predict the viscous resistance and wake distribution based on the positions of flow control fins (FCFs) applied to containerships of various sizes. Both metho...
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Nastia Degiuli, Andrea Farkas, Ivana Martic and Carlo Giorgio Grlj
Biofouling attaches to immersed surfaces in between hull cleanings. Due to high speeds and relatively short port times, biofilm often attaches to the immersed surfaces of containerships. In most cases, this type of fouling is not given much importance si...
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Alessandro La Ferlita, Yan Qi, Emanuel Di Nardo, Ould el Moctar, Thomas E. Schellin and Angelo Ciaramella
Two methods were compared to predict a ship?s fuel consumption: the simplified naval architecture method (SNAM) and the deep neural network (DNN) method. The SNAM relied on limited operational data and employed a simplified technique to estimate a ship?s...
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José M. Pérez-Canosa, José A. Orosa, Feliciano Fraguela and Pablo López-Varela
Most of the research on ship rolling motion concerns a specific type of ship, such as containerships, or analyzes sailing during certain wave characteristics, rather than the full spectrum of waves that can be encountered during the entire sea route. To ...
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Tomohiro Saito, Ryuichi Shibasaki, Shinsuke Murakami, Kenmei Tsubota and Takuma Matsuda
This study applied graph theory to conduct an empirical analysis of the evolution of global maritime container shipping networks, mainly focusing on the 1970s. In addition to analyzing the change in overall structures of the networks over the long term (...
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Nam Kyu Park and Sang Cheol Suh
This paper focuses on the coping ability of the existing container terminals when mega containerships call at a port. The length of 30,000 TEU (Twenty Equivalent Unit) ships are predicted to be 453 m and occupy 498 m of a quay wall. As a result, the leng...
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Kyrylo Kamieniev,Alla Kamienieva,Mykola Tsymbal
Pág. 20 - 27
Compiling a load plan for a containership, which takes into account the maximum number of factors, requires consideration of the structural constraints for containers and a vessel, restrictions on placement, as well as segregation rules for cases of dang...
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Alexandros M. Goulielmos
The inability of carriers to forecast ?demand for containerships? led them to order larger ships. Maritime economists were also unable to forecast it. The new-buildings cut cost per TEU, but ?estimated economies of scale? are exhausted with ships beyond ...
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