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Hull compartment layout of containerships
Published in C. Guedes Soares, T.A. Santos, Trends in Maritime Technology and Engineering Volume 1, 2022
First, this method consists in the generation of the longitudinal configuration of a containership, considering the class, the main dimensions, and some other characteristics, usually set by the ship owner. Posteriorly, for a given hull, a transverse analysis of the cargo hold sections was performed generating the internal shape of the cargo holds and determining the number of containers carried inside the hull. For the cargo areas on deck, the number of bays and tiers in cargo areas was calculated and allocated, and the navigation bridge visibility line was determined restricting the number of tiers located aft superstructure. After, the number of containers carried on deck was determined.
Security
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2021
Hold baggage screening (HBS) is the term used to describe the searching of bags for dangerous items before they are placed in the cargo compartment of an aircraft. As of 2006, Annex 17 requires that 100 percent of hold baggage be screened for weapons, explosives, and other dangerous devices before being loaded onto aircraft. A variety of methods, which vary in efficiency and cost, may be used to conduct HBS searches. Methods range from the use of explosive-detection dogs and manual searches by security personnel to sophisticated computed tomography (CT) X-ray machines.
Security
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2018
Hold baggage screening (HBS) is the term used to describe the searching of bags for dangerous items before they are placed in the cargo compartment of an aircraft. As of 2006, Annex 17 requires that 100 per cent of hold baggage be screened for weapons, explosives, and other dangerous devices before being loaded onto aircraft. A variety of methods, which vary in efficiency and cost, may be used to conduct HBS searches. Methods range from the use of explosive detection dogs and manual searches by security personnel to sophisticated computed tomography (CT) X-ray machines.
Three elements of liquefaction risk of liquefiable solid bulk cargoes during sea transport: Critical review
Published in Marine Georesources & Geotechnology, 2022
Zihao Zhao, Wanqing Wu, Qinggong Zheng, Xiaoxiang Yu, Shangwu Yu
Hexapod and experimental pool device both simulate the vessel motion state in the course of sailing in laboratory conditions. However, directly using data from an actual carrier can produce the most accurate and intuitive results. Accordingly, the TWG (IMO 2013b) and GBWG (IMO 2017) collected motion data from actual sailing carriers. Motion response units and accelerometers were installed in the hull or cargo hold to detect and analyze the vessel motion and vibration state during sea transport. During each voyage, the installed sensors collected cargo status and navigational data from the systems of the ship. A comprehensive analysis of these data can reveal the motion state of the ship, the vibration state of the engine and propeller, and their influence on the cargo in the cargo hold. The arrangement of accelerometer assemblies is shown in Figure 21, and example acceleration spectra are shown in Figure 22.
Structural assessment of a 500-cbm liquefied natural gas bunker ship during bunkering and marine operation under collision accidents
Published in Ships and Offshore Structures, 2022
For both cases, the same FE model for hull was used, and an additional FE model was modelled with a four-node shell element of size 750 mm for the LNG tank, including ring-stiffeners, as shown in Figure 21. Two saddle structures connected to the hull had finer elements, achieved by gradually reducing the mesh size. In the saddle structures, one saddle structure is fixed to the hull and the other could slide. Insulation wood was present between the saddle and ship hull, and it is recommended that the connection between cargo tank and the saddle supports be modelled by the wooden material with a spring element in the cargo hold strength assessment (DNVGL 2016). However, the focus was on collision damage of the ship hull, not assessing the cargo hold strength. Hence, the wooden part was excluded, and the sliding saddle structure was fixed to the hull by sharing the nodes to reduce the contact non-linearity. In particular, the bottom of the saddle structure was fixed. Because of this boundary condition, the LNG tank has more structural rigidity than in the real world under collision computation. Hence, the real structural behaviour may be an intermediate stage of this scenario and the ones described in the previous sections, as the rigidity of the LNG tank was not considered.
An optimization approach to the scale of port cold-chain dedicated terminals considering uncertainties
Published in Engineering Optimization, 2022
Qianli Ma, Baiyu Ma, Ying He, Weimeng Sun
The port side aims to have as few berth resources as possible and to load and unload as many goods as possible; while, for the ship side, it is hoped that the berth resources are sufficient, so as to reduce the waiting time of ships at the port. From the perspective of economic benefits, on the one hand, if the number of berths is high, the construction and operation management costs of the terminal will be high, and the coastline resources will be wasted; on the other hand, if the number of berths is low, the waiting time of refrigerated ships will be longer. In addition to the cost of the ship itself, the refrigeration efficiency of the cold-storage equipment in the hold of the ship will decrease, resulting in a loss of quality and overstocking of the cargo. Therefore, based on the comprehensive benefits of various stakeholders, this study considers that the optimal scale of the cold-chain terminal is the one with the minimum total cost of the port and the ship during the period of operation, under the condition of completing the port throughput task.