The Galleon was considered a masterpiece of shipbuilding in the sixteenth century, but from a modern point of view, the shape of her hull looks archaic and primitive. However, how accurate is this perception? Is the hull form of Galleon primitive? What were the reasons for its unique design features? This article investigates these questions by directly analysing the hull’s features from the point of view of modern ship’s theory, as well as from a historical perspective. A careful evaluation of specific design criteria of a typical Galleon, together with analysing a 3D model of its hull on modern software, with further insight for the seakeeping behaviour of Galleon with a comparison to more modern full-rigged ship (Barque of 19 CE), showed that these features were not random, but instead had a good rationale behind it, and served specific and carefully decided functions, required at the time.

Floating Offshore Wind Turbine (FOWT) is an innovative technology with little industry guidance for its hull design. Various FOWT floaters with different hull shapes claim to support the same turbines. Structural integrity and material expense analyses of different pontoon shapes were conducted, and it was found that some configurations, such as those with every two columns connected by both pontoon and bracing, have advantages over others. However, it is important to note that the choice of pontoon shape should be based on the wave loading conditions the floater will be exposed to. While a T-shaped pontoon provides a cost-effective solution under certain wave loading scenarios, it may not be the best option for all conditions. Specifically, ring pontoon designs with full bracing were found to be necessary for withstanding certain wave loads. Therefore, it is important to consider different Dominant Load Parameters (DLP) and ensure that a FOWT floater can withstand all applicable DLPs. An uneven hexahedral column shape, which combines the best attributes of square and round shapes, is proposed as a better alternative to cylindrical columns. It offers ease of manufacture and reasonably low drag. Bracing is found to be necessary for withstanding the wind turbine’s incurred moment and forces. The conclusion is that platform design should prioritize manufacturing costs and strength over maximizing hydrodynamic performance.

It is one of very important and basic problem in compute vision field that recovering depth information of objects from two-dimensional images. In view of the shortcomings of existing methods of depth estimation, a novel approach based on SIFT (the Scale Invariant Feature Transform) is presented in this paper. The approach can estimate the depths of objects in two images which are captured by an un-calibrated ordinary monocular camera. In this approach, above all, the first image is captured. All of the camera parameters remain unchanged, and the second image is acquired after moving the camera a distance d along the optical axis. Then image segmentation and SIFT feature extraction are implemented on the two images separately, and objects in the images are matched. Lastly, an object depth can be computed by the lengths of a pair of straight line segments. In order to ensure that the best appropriate a pair of straight line segments are chose and reduce the computation, the theory of convex hull and the knowledge of triangle similarity are employed. The experimental results show our approach is effective and practical.

Capsizing accidents are regarded as marine accidents with a high rate of casualties per accident. Approximately 89% of all such accidents occur in small ships (vessels with gross tonnage less than 10 tons). Stability calculations are critical for assessing the risk of capsizing incidents and evaluating a ship's seaworthiness. Despite the high frequency of capsizing accidents involving small ships, they are generally exempt from adhering to stability regulations, thus remaining systemically exposed to the risk of capsizing. Moreover, the absence of essential design documents complicates direct ship stability calculations. This study utilizes hull form feature data—obtained from the general arrangement of small ships—as input for a deep learning model. The model is structured as a multilayer neural network and aims to infer hydrostatic curves, which is required data for stability calculations.

Abstract: Global ecological concern regarding the transfer of fouling organisms to ship hulls is increasing. This study investigated the species composition, dominant species, distribution patterns, community structure, and life-cycle differences of hull-fouling macroinvertebrates on five research vessels (R/Vs: Isabu, Onnuri, Eardo, Jangmok 1, and Jangmok 2) operated by the Korea Institute of Ocean Science and Technology (KIOST). Hull-fouling macroinvertebrates were collected three to five times on quadrats from the upper and middle sectors of the hull sides, bottom, and niche areas (the propellers and shafts and the thrusters). A total of 47 macroinvertebrate species were identified, represented by 8,519 individuals(ind.)/m2 and a biomass of 1,967 gWWt/m2 on the five vessels. The number of species, density, and biomass were greater on the coastal vessels the Eardo, Jangmok 1, and Jangmok 2 than on the ocean-going vessels the Isabu and Onnuri. Among the coastal vessels, barnacles were the most abundant and had the greatest density, while mollusks had the highest biomass. Differences between hull sectors showed that the highest species abundance and density appeared on all hulls in ports and bays where the Jangmok 1 operated, while the highest species abundance, density, and biomass were identified in the niche areas of the Eardo, which operated farther from the coast. The hull-fouling macroinvertebrates that exceeded 1% of all organisms were the barnacles Amphibalanus amphitrite, Balanus trigonus, and Amphibalanus improvisus; the polychaete Hydroides ezoensis; the bivalves Magallana gigas and Mytilus galloprovincialis; and the amphipod Jassa slatteryi. The dominant species were cosmopolitan and globally distributed, and many of them were cryptogenic. Six native species were identified: M. gigas, H. ezoensis, the amphipod Melita koreana, the isopod Cirolana ko-reana, and the barnacle B. trigonus and F. kondakovi. Eight non-indigenous species (NIS) were de-tected: barnacles A. amphitrite and A. improvisus, the bivalve M. galloprovincialis, the polychaete Perinereis nuntia, amphipods J. slatteryi and Caprella californica, and bryozoans Bugulina californica and Bugula neritina. Of the fouling macroinvertebrates found on the vessel hulls, 13% were native and 17% were NIS. The nMDS ordination analysis of the five vessels showed four clusters of fouling macroinvertebrate communities: two ocean clusters (the Isabu and Onnuri), one coastal cluster (the Eardo and Jangmok 2), and one local cluster (the Jangmok 1). More diverse communities developed on the hulls of vessels that operated locally rather than globally or in deep oceans. Spearman rank correlation showed that biological indices such as number of species, density, and biomass correlated highly and positively with the numbers of days on coastal operations and negatively with the number days on ocean operations. The species diversity index correlated positively with the total number of anchoring days and coastal operation days and negatively with the total number of operation days and ocean operation days. The macroinvertebrates differed by the area of operation, the port of anchorage, the number of days in operation and at anchor, and the hull sectors. There is no previous research data on hull-fouling macroinvertebrates in the Republic of Korea, and this study provides a basis for future studies to identify introduced species and their differences based on operation area.

Accurate prediction of the self-propulsion performance is one of the most important factors for energy-efficient design of a ship. In general, the hydrodynamic performance of a full-scale ship could be achieved by model-scale simulation or towing tank test with extrapolations. With the development of CFD methods and computing power, directly predict ship performance with full-scale CFD is an important approach. In this article, a numerical study on the full-scale self-propulsion performance with propeller operating behind ship at model- and full-scale is presented. The study includes numerical simulations using RANS method with double-model and VOF model respectively and scale effect analysis based on overall performance, local flow fields and detailed vortex identification. Verification study on grid convergence is also performed for full-scale simulation with global and local mesh refinements. And a series of sea trail tests were performed to collect reliable data for the validation of CFD predictions. The analysis of scale effect on hull-propeller interaction shows that the difference on hull boundary layer and flow separation is the main source of scale effect on ship wake. And the results of the fluctuations of propeller thrust and torque along with circulation distribution and local flow field show that propeller’s loading is significantly higher for model-scale ship. It is suggested that the difference on vortex evolution and interaction is more pronounced and have larger effects on ship’s powering performance at model-scale than full-scale according to the simulation results. From the study on self-propulsion prediction, it could be concluded that the simplification on free surface treatment does not only affect the wave-making resistance for bare hull but also the propeller performance and propeller induced ship resistance which can produced up to 5% uncertainty to the power prediction. Roughness is another important factor in full-scale simulation because it has up to approximately 7% effect on the delivery power. As a result of validation study, the numerical simulations of full-scale ship self-propulsion shows good agreement with the sea trail data especially for cases that have considered both roughness and free surface effects. This result will largely enhance our confidence to apply full-scale simulation in the prediction of ship’s self-propulsion performance in the future ship designs.

New flaxseed cultivars differing in seed mucilage content (MC) with low hull content (HC) represent an attractive option to simultaneously target the food and feed markets. Here, a genome-wide association study (GWAS) was conducted for MC and HC in 200 diverse flaxseed accessions genotyped with 1.7 million SNP markers. The data obtained for MC and HC indicated a broad phenotypic variation and high (~70%) and a moderate (~49%) narrow sense heritability, respectively. MC and HC did not differ statistically between fiber and oil morphotypes, but yellow-seeded accessions had 2.7% less HC than brown-seeded ones. The genome wide linkage disequilibrium (LD) decayed to r2 = 0.1 at a physical distance of ~100 Kb. Seven and four QTL were identified for MC and HC, respectively. Promising candidate genes included Linum usitatissimum orthologs of the Arabidopsis thaliana genes TRANSPARENT TESTA 8, SUBTILISIN-LIKE SERINE PROTEASE, GALACTUROSYL TRANSFERASE-LIKE 5, MUCILAGE-MODIFIED 4, AGAMOUS-LIKE MADS-BOX PROTEIN AGL62, GLYCOSYL HYDROLASE FAMILY 17 and UDP-GLUCOSE FLAVONOL 3-O-GLUCOSYLTRANSFERASE that have been shown to play a role in mucilage synthesis and release, seed coat development and anthocyanin biosynthesis in A. thaliana were identified. The favorable alleles will be useful in flaxseed breeding towards the goal of achieving the ideal flaxseed cultivars for food and feed by genomic-based breeding.

The evaluation of geometric defects is necessary in order to maintain the integrity of structures over time. These assessments are designed to detect damages of structures and ideally help inspectors to estimate the remaining life of structures. Current methodologies for monitoring structural systems, while providing useful information about the current state of a structure, are limited in the monitoring of defects over time and in linking them to predictive simulation. This paper presents a new approach to the predictive modeling of geometric defects. A combination of segmented from point clouds are parametrized using the convex hull algorithm to extract features from detected defects, and a stochastic dynamic model is then adapted to these features to model the evolution of the hull over time. Describing a defect in terms of its parameterized hull enables consistent temporal tracking for predictive purposes, while implicitly reducing data dimensionality and complexity as well. In this study, 2D point clouds analogous to information derived from point clouds were first generated over simulated life-cycles. The evolutions of point cloud hull parameterizations were modeled as stochastic dynamical processes via autoregressive integrated moving average (ARIMA) and vectorized autoregression (VAR) and compared against ground truth. The results indicate that this convex hull approach provides consistent and accurate representations of defect evolution across a range of defect topologies and is reasonably robust to noisy measurements, however assumptions regarding the underlying dynamical process play a significant the role in predictive accuracy. The results were then validated on experimental data from fatigue testing with high accuracy. Longer term, the results of this work will support finite element model updating for predictive analysis of structural capacity.