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Over the last few decades, oil tankers and bulk carriers, which preferably adopting the concept of a single stern tube bearing, have been subjected to the mechanical damages on propulsion shaft bearings since such a concept overly requires a single bearing to support the full load of the propulsion shaft. This paper was to fundamentally address the problem of current practices of aligning a single stern tube bearing for commercial ships by determining the effective supporting point to balance the load of the propulsion shaft properly. Since selecting a case ship subjected to the damage on the stern tube bearing, it investigated the actual cause of the damage, thereby finding a practical way to enhance the sustainability of the propulsion shaft system using the single stern tube bearing. Computer-aided simulations using the finite element analysis as well as on-site measurements were carried out. Research findings revealed that the ignorance of the relative slope angle between the propulsion shaft and the aft stern tube bearing had led to misalignment, which resulted in adverse effects on the stability of the shaft system, and consequently damaged the stern tube bearing. Results of the analysis suggested that the degree of slope be taken into account when estimating the effective supporting point of the bearing. Finally, this paper pointed out that the establishment of a shaft installation guideline considering the effect of the shaft slope, thereby preventing wiping damage of the aft stern tube bearing would be an urgent task.

To ensure the stability of marine propulsion shafting system, series of studies regarding shaft alignment have been performed under quasi-static conditions. In the shaft system of a ship, the increase of local load in the stern tube bearing, which supports a propeller shaft, occurs prominently due to the influence of the propeller weight at the shaft end, similar to the case of the cantilever beam. In particular, the aft stern tube bearing is likely to receive a concentrated load in the bottom of aft side. While such magnitude and distribution of local load are determined by the relative inclination angle between the shaft and bearing, the aft bottom of aft stern tube bearing is more severely affected by the local load than other bearings. Such local load can significantly deflect towards the aft end of aft stern tube bearing in case that the shaft sags down, when the eccentric thrust force acts downward due to the propeller force in the hydrodynamic transient status. In this paper, the dynamic behaviour of the propeller shaft is evaluated for a medium-sized oil/chemical product carrier with 50,000 dead weight tonnage acknowledged as a highly efficient eco-friendly ship type. As a result of the analysis, it is confirmed that shaft behaviour would be affected by hydrodynamic propeller forces by the variation of ship draught and main engine load. Further, it is found that the propeller forces during ship acceleration acted as a force lifting the propeller shaft from the aft stern tube bearing and it reduced the possibility of damage to the aft stern tube bearing, thereby, contributing to improving the reliability of the shaft system. This paper deals with the new application of strain gauge method to evaluate the shaft stability. The research results are consistent with those from the previous studies based on the direct measurement in the vicinity of the propeller. The Research findings demonstrate that this new application would be excellent and practical as an alternative to the direct measurement method performed at the propeller position.

Carbon dioxide (CO2) is an abundant and cheap carbon source that is partly responsible for global warming in the atmosphere. The objective of this study was to construct a recombinant E. coli strain that can show enhanced production of succinate derived from CO2. In this study, we confirmed the enhancement of utilization by analyzing succinate containing one carbon-13 (13C) derived from 13CO2. Firstly, the carbonic anhydrase gene (SP(-)HCCA) derived from Hahella chejuensis KCTC 2396 was over-expressed to enhance carbon flux toward bicarbonate ion (HCO3-) synthesis in E. coli. The phosphoenolpyruvate carboxylase gene (ppc) was over-expressed to enhance the production of oxaloacetate by enhancing the carbon flux. Compared with the control strain, the percentage of the succinate containing one 13C (succinate119) to total succinate was enhanced by approximately 2.80-fold and the amount of succinate119 also increased by approximately 4.09-fold in SGJS120. Secondly, the lactate dehydrogenase gene (ldhA) was deleted to re-direct the utilization of the carbon source from glucose to enhance succinate production in SGJS120. However, ldhA deletion did not increase CO2 utilization in SJGS120. Finally, the phosphotransferase system gene (ptsG) and pyruvate kinase F gene (pykF) were deleted to increase the amount of phosphoenolpyruvate (PEP). SGJS126 (pykF deletion strain) showed the highest increase, which was 6.05-fold higher than the control strain. From the results, SP(-)HCCA overexpression and pykF deletion may be useful for enhancing CO2 utilization in E. coli. Additionally, engineered strains showed the potential to reduce the cost of succinate production by using an industrially cheaper carbon source such as CO2 and converting CO2 to a valuable chemical.

The marine industry has been striving to seek for proper strategies to curb air emissions from global shipping activities. To support the transition to sustainable shipping, this paper was proposed to evaluate the holistic environmental benefits of the LNG partial re-liquefaction system applied to LNG carriers by comparing among five different combination/configuration of LNG re-liquefaction systems. The theory of life cycle assessment was employed with the help of a commercial software, Sphera GaBi version 2019 to quantify the magnitude of various emissions under different life stages of the proposed systems: manufacturing, installation, use and recycling. A case study was implemented with a 174,200 m3 LNG carrier and the input data for the analysis was collected from true-to-life sources provided by manufacturers and ship operators. The electric consumption of the five systems were calculated by means of Aspen HYSYS software. A range from 1.23 to 1.64 kWh/kg was estimated and was used as key parameters to confirm the onboard electricity demands at the use phase of the five systems. The results revealed that the partial re-liquefaction system had considerable effects on the reduction in emission levels across the following five impact categories: Global Warming Potential, Particulate Matter, Photochemical Ozone Creation Potential, Eutrophication Potential and Acidification Potential. An optimal option which adopted the partial re-liquefaction system was found to release 4.49 × 108 kg CO2 eq. 1.25 × 106 kg PM2.5 eq. 7.16 × 106 kg NMVOC eq. 2.46 × 106 kg N eq. and 1.13 × 107 kg SO2 eq. in its lifetime, which were roughly equivalent to 25% emission reductions compared to the rest of the candidates to which the partial re-liquefaction principle was not applied. Lastly, it clearly presents the effectiveness of life cycle assessment. This research, particularly, suggests that this holistic approach should not be underused for resolving innumerable maritime environmental issues that appear unsolvable with the current practices in the maritime industry.

In response to the impending international maritime regulation, MARPOL Annex VI Reg. 14, to curb sulphur oxides (SOx) arising from shipping activities, this paper aimed to evaluate the environmental impacts of the entire life cycle of three different SOx reduction scrubber systems: (1) ‘wet open-loop’, (2) ‘wet closed-loop’, and (3) ‘wet hybrid’. To achieve this goal, the paper developed ‘the Parametric Trend Life Cycle Assessment (PT-LCA)’ which was introduced to proceed the extensive analysis for a number of case ship studies and quantify various emissions, such as greenhouse gases (GHG), sulphur oxides (SOx), nitrogen oxides (NOx), associated with the proposed systems from cradle to grave. A case study designed with the database consisting of 1,565 ocean-going Ro-Ro vessels based on Lloyd’s Register has revealed that, in terms of Global Warming Potential (GWP) and Acidification Potential (AP), closed-loop scrubbers were proven more environmentally friendly than open-loop scrubbers, but the opposite was true for Eutrophication Potential (EP). By identifying specific trends in scrubber systems in relation to various input parameters, the assessment contributed to improving environmental sustainability, as well as the total estimated amount of numerical environmental impacts that the scrubber systems have for the international fleets. The proposed framework enabled us not only to evaluate the different emission levels of systems applied to various ships but also to obtain the general trends of emission levels over ship parameters, which were expressed as formulae. The novelty of this paper can be placed on the provision of an insight into the optimal selection of scrubber systems depending on ship characteristics. It could also offer an insight into the improvement of current environmental regulations and guidelines by means of PT-LCA.

This paper was to address the shortcomings of current design practice to evaluate the stability of the shaft alignment for a 300,000 DWT Very Large Crude Oil Carrier. An enhanced approach using FE was applied to identify the influence of hull deformation on the alignment of the shafting system. The effectiveness of this method was demonstrated in comparison with Jack up technique. Analysis results showed that the hull deformation could be a key factor affecting the offset distortion of each bearing supporting the shaft line. Moreover, it was confirmed that the deformation pattern of cargo hold was opposite to the deformation of engine room structure when hull deformation occurred due to draught change of the case ship. As new research findings, they are believed to contribute significantly to the prevention of shaft damage associated with hull deformations, thereby improving the reliability of shaft alignment for similar types of vessels.

Molybdenum disulfide (MoS 2 ) nano-sheets have been successfully deposited directly on the cleaved facet of a silica optical fiber using optical trapping forces. By controlling the incident laser power, various types of MoS 2 films were deposited near the fiber core. An area selective deposition was successfully realized during the optical deposition process by using an optical reflectometry method. The presence of MoS 2 deposited layer at the fiber end was confirmed by microscopic Raman spectroscopy as well as scanning electron microscope images. Nonlinear response and power dependent transmission of the prepared sample was observed at the wavelength of 1552 nm, which can be used as an all-fiber saturable absorber. Moreover, the fabricated sample was inserted in a Er-doped fiber ring laser cavity and stable Q-switched pulses with the repletion rate from 26.6 kHz to 40.9 kHz were generated, which confirmed the potential of MoS 2 as a saturable absorber.