The decarbonisation of waterborne transport is arguably the biggest challenge faced by the maritime industry presently. By 2050, the International Maritime Organization (IMO) aims to reduce greenhouse gas emissions from the shipping industry by 50% compared to 2008, with a vision to phase out fossil fuels by the end of the century as a matter of urgency. To meet such targets, action must be taken immediately to address the barriers to adopt the various clean shipping options currently at different technological maturity levels. Green hydrogen as an alternative fuel presents an attractive solution to meet future targets from international bodies and is seen as a viable contributor within a future clean shipping vision. The cost of hydrogen fuel—in the short-term at least—is higher compared to conventional fuel; therefore, energy-saving devices (ESDs) for ships are more important than ever, as implementation of rules and regulations restrict the use of fossil fuels while promoting zero-emission technology. However, existing and emerging ESDs in standalone/combination for traditional fossil fuel driven vessels have not been researched to assess their compatibility for hydrogen-powered ships, which present new challenges and considerations within their design and operation. Therefore, this review aims to bridge that gap by firstly identifying the new challenges that a hydrogen-powered propulsion system brings forth and then reviewing the quantitative energy saving capability and qualitive additional benefits of individual existing and emerging ESDs in standalone and combination, with recommendations for the most applicable ESD combinations with hydrogen-powered waterborne transport presented to maximise energy saving and minimise the negative impact on the propulsion system components. In summary, the most compatible combination ESDs for hydrogen will depend largely on factors such as vessel types, routes, propulsion, operation, etc. However, the mitigation of load fluctuations commonly encountered during a vessels operation was viewed to be a primary area of interest as it can have a negative impact on hydrogen propulsion system components such as the fuel cell; therefore, the ESD combination that can maximise energy savings as well as minimise the fluctuating loads experienced would be viewed as the most compatible with hydrogen-powered waterborne transport.

Symbiotic relationships have developed through natural evolution. For example, that of the remora fish attached to the body of a shark. From the remora’s perspective, this could be associated to an increased hydrodynamic efficiency in swimming and this needs to be investigated. To understand the remora's swimming strategy in the attachment state, a systematic study has been conducted using the commercial Computational Fluid Dynamics (CFD) software, STAR-CCM + to analyse and compare the resistance characteristics of the remora in attached swimming conditions. Two fundamental questions are addressed: what is the effect of the developed boundary layer flow and the effect of the adverse pressure gradient on the remora’s hydrodynamic characteristics? According to the results, the resistance of the remora can generally be halved when attached. Besides, the results have also demonstrated that the drag reduction rate increases with the developed boundary layer thickness and can be estimated using the boundary layer thickness ratio and velocity deficit. The paper demonstrates that the most frequent attachment locations are also the areas that provide the maximum drag reduction rate.

Anthropogenic-related underwater radiated noise (URN) has a detrimental impact on marine creatures who utilise the acoustic environment to perform basic living functions. Ambient ocean noise levels are increasing due to the growth of global shipping activity, where the propeller under cavitating conditions typically dominates the URN signature of marine vessels. Therefore, reducing cavitation severity and the subsequent URN is critical for future marine craft. This paper aims to assess the noise mitigation capability of LE tubercles on a benchmark Kaplan-type ducted propeller blade in cavitating conditions using computational fluid dynamics (CFD), detached eddy simulations (DES) are implemented to solve the hydrodynamic flow-field and the Schnerr-Sauer model is used to describe the cavitation behaviour. Both near and far-field noise is predicted within the hydroacoustic analysis. The Ffowcs-Williams Hawkings (FW-H) acoustic analogy was utilised to propagate the generated noise into the far-field. In summary, it was found that the LE tubercle modified ducted propeller blades could produce a noise reduction in the far-field at most test conditions considered to a maximum of 6dB overall average sound pressure level (OASPL). This is believed to be predominantly due to the introduction of the counter-rotating vortex pairs and subsequent alteration of the local pressure field over the blade suction side, which ultimately reduces the sheet cavitation severity over the blade surface by funnelling the cavitation behind the tubercle trough region.

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Background. Mechanical ventilation could lead to ventilator-induced lung injury (VILI), but its underlying pathogenesis remains largely unknown. In this study, we aimed to determine the genes which were highly correlated with VILI as well as their expressions and interactions by analyzing the differentially expressed genes (DEGs) between the VILI samples and controls. Methods. GSE11434 was downloaded from the gene expression omnibus (GEO) database, and DEGs were identified with GEO2R. Gene Ontology (GO) and Kyoto Encyclopedia of Genes and Genomes (KEGG) pathway enrichment analyses were conducted using DAVID. Next, we used the STRING tool to construct protein-protein interaction (PPI) network of the DEGs. Then, the hub genes and related modules were identified with the Cytoscape plugins: cytoHubba and MCODE. qRT-PCR was further used to validate the results in the GSE11434 dataset. We also applied gene set enrichment analysis (GSEA) to discern the gene sets that had a significant difference between the VILI group and the control. Hub genes were also subjected to analyses by CyTargetLinker and NetworkAnalyst to predict associated miRNAs and transcription factors (TFs). Besides, we used CIBERSORT to detect the contributions of different types of immune cells in lung tissues of mice in the VILI group. By using DrugBank, small molecular compounds that could potentially interact with hub genes were identified. Results. A total of 141 DEGs between the VILI group and the control were identified in GSE11434. Then, seven hub genes were identified and were validated by using qRT-PCR. Those seven hub genes were largely enriched in TLR and JAK-STAT signaling pathways. GSEA showed that VILI-associated genes were also enriched in NOD, antigen presentation, and chemokine pathways. We predicted the miRNAs and TFs associated with hub genes and constructed miRNA-TF-gene regulatory network. An analysis with CIBERSORT showed that the proportion of M0 macrophages and activated mast cells was higher in the VILI group than in the control. Small molecules, like nadroparin and siltuximab, could act as potential drugs for VILI. Conclusion. In sum, a number of hub genes associated with VILI were identified and could provide novel insights into the pathogenesis of VILI and potential targets for its treatment.