The flooding of a damaged ship in waves is a complex process, often coupled with the internal and external liquid motion together with the ship hull motion. Paramount to the operation safety, in order to improve the prediction accuracy of ship motion during the flooding process, the strip theory is applied to study the dynamic response of the damaged ship in beam seas; a smoothed particle hydrodynamics (SPH) model is developed to consider the coupling effects of various factors including internal sloshing of intact cabins and damaged cabins and external waves. The numerical wave tank with a perfectly matched layer absorbing boundary condition is established and validated by the experimental results. The detailed sensitivity study is carried out focusing on the effects of damaged opening sizes, the relative position of opening, and the incident wave and the liquid loading conditions on the dynamic response of the damaged ship in regular beam waves. It is observed that the flooding process was slowed down and interrupted by the water exchanges at the damaged opening due to the dynamic motion. Compared with the opening facing the incident wave, the back one endangered the ship pronouncedly with large amplitude and frequency roll motion. It is also revealed that the liquid tank in the damaged ship imposes a significant influence on its rolling response. It is further demonstrated that the present SPH model is capable of handling the nonlinear phenomenon in a flooding process of a damaged ship.

The Boundary Integral Method (BIM) has been widely and successfully applied to cavitation bubble dynamics; however, the physical complexities involved in the coalescence of multiple bubbles are still challenging for numerical modeling. In this study, an improved three-dimensional (3D) BIM model is developed to simulate the coalescence of multiple cavitation bubbles near a rigid wall, including an extreme situation when cavitation bubbles are in contact with the rigid wall. As the first highlight of the present model, a universal topological treatment for arbitrary coalescence is proposed for 3D cases, combined with a density potential method and an adaptive remesh scheme to maintain a stable and high-accuracy calculation. Modeling for the multiple bubbles attached to the rigid boundary is the second challenging task of the present study. The effects of the rigid wall are modeled using the method of image; thus, the boundary value problem is transformed to the coalescence of real bubbles and their images across the boundary. Additionally, the numerical difficulties associated with the splitting of a toroidal bubble and self-coalescence due to the self-film-thinning process of a coalesced bubble are successfully overcome. The present 3D model is verified through convergence studies and further validated by the purposely conducted experiments. Finally, representative simulations are carried out to elucidate the main features of a coalesced bubble near a rigid boundary and the flow fields are provided to reveal the underlying physical mechanisms.

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.