During the operation and service of a ship, its power system will affect the stability, reliability, and safety of the ship’s power system and the ship’s vitality if there are typical problems, such as unstable operation and vibration of the shaft system. If the tail bearing is not properly installed, it will lead to increased vibration at its support during operation, which will cause the propulsion system components to come loose and even produce destructive accidents. This paper combines the theory of multi-degree-of-freedom system dynamics to study the propulsion system vibration modeling technology based on the bearing–mounting error, analyze the mapping law between the bearing–mounting error and the shaft system vibration, construct a shaft system vibration model with the bearing–mounting error included, and analyze the influence of the bearing vertical mounting error and lateral mounting error on the vibration performance of the shaft system. This paper establishes the equations of motion of the shaft system with bearing–mounting errors and analyzes the relationship between the bearing vertical mounting errors and lateral mounting errors and the amplitude, speed, and acceleration of the paddle shaft system. The analyzed results show that the vibration response of the shaft system gradually increases with the increase in the bearing–mounting error. With the increase in the bearing vertical mounting error, the increase in vibration amplitude and the transient response of vibration acceleration in the vertical direction is larger than that in the horizontal direction, and the sensitivity of the transient response of vibration acceleration in the vertical direction to the bearing vertical mounting error is larger than that in the horizontal direction. With the increase in the bearing lateral mounting error, the increase in the vibration acceleration transient response value of the paddle shaft system in the horizontal direction is larger than that in the vertical direction, and the sensitivity of the vibration amplitude and vibration acceleration transient response to the bearing lateral mounting error in the horizontal direction is larger than that in the vertical direction. The bearing vertical installation error has a greater effect on the vibration of the paddle shaft system in the vertical direction than in the horizontal direction, and the bearing lateral installation error has a greater effect on the vibration of the paddle shaft system in the horizontal direction than in the vertical direction. The results of this paper can provide a theoretical basis and technical reference for the installation and calibration of ship propulsion system.

Microplastics (MPs) and Antifouling Paint Particles (APPs) are pervasive anthropogenic pollutants that threaten global ecosystems, with distinct yet overlapping environmental behaviors and toxic impacts. MPs disperse widely in aquatic systems via runoff and wastewater; their toxicity stems from physical, chemical, and synergistic effects. APPs are concentrated in coastal zones, estuaries, and shipyard areas, and are acutely toxic due to their high metal and biocide content. This study systematically characterized the composition, concentration, and size distribution of common MPs and APPs in ship-hull derusting wastewater produced by ultra-high-pressure water jetting, using pyrolysis-gas chromatography/mass spectrometry (Py-GC/MS) coupled with particle size analysis. The wastewater exhibited a total suspended solids (TSS) concentration of 20.04 g·L⁻¹, within which six types of MPs were identified at 3.29 mg·L⁻¹ in total and APPs were quantified at 330.25 mg·L⁻¹, representing 1.65% of TSS. The residual fraction primarily consisted of algae, biological debris, and inorganic particles. Particle size distribution ranged from 3.55 to 111.47 μm, with a median size (D50) of 31 μm, while APPs were mainly 5–100 μm, with 81.4% < 50 μm. Extrapolation to the annual treated ship-hull surface area in 2024 indicated the generation of ~57,440 m³ wastewater containing ~0.2 tons of MPs and ~19 tons of APPs. These findings highlight the magnitude of pollutant release from ship maintenance activities and underscore the urgent need for targeted treatment technologies and regulatory policies to mitigate microplastic pollution in marine environments.

Background: As a labor-, capital-, and technology-intensive sector, shipbuilding supports water transportation, international trade, and marine development, driving economic growth and employment. Yet rising raw material/labor costs now bottleneck enterprise performance, making cost reduction and efficiency improvement urgent for shipbuilding and repair firms. It is an effective way to improve logistics transportation efficiency for reducing the cost of shipbuilding and repair firms. However, there are still few methods specifically designed for logistics transportation scheduling in shipbuilding and repair firms. Methods: In this paper, a “dual-cycle” strategy is proposed to optimize material transportation and cut logistics vehicles’ empty-load rate in the shipbuilding and repair process. A mixed-integer programming model is built to minimize total empty travel time, considering task priorities and time windows. A genetic algorithm-based scheduling method is proposed to solve this complex scheduling model. Results: Simulation with real shipyard logistics data shows the proposed model and algorithm can effectively address the shipbuilding logistics vehicle scheduling problem. In addition, the proposed algorithm performs better than two other compared algorithms in handling the studied problem. Conclusions: This study aids shipbuilding and repair logistics managers in making scheduling plans and determining optimal vehicle numbers, supporting cost-efficiency improvement.

Acrylate-based self-polishing copolymer antifouling paint particles (SPC-APPs) are persistent micropollutants that act as carriers for biocidal heavy metals, posing significant ecological hazards to aquatic ecosystems. Despite their toxicity, the occurrence, characterization, and metal-leaching risks of SPC-APPs in estuarine environments remain largely understudied. This study investigated the contamination characteristics of SPC-APPs in surface sediments from the Yangtze River Estuary, a hotspot of shipping activity. A multi-technique analytical protocol was employed, combining density separation with scanning electron microscopy–energy-dispersive spectroscopy (SEM-EDS), inductively coupled plasma mass spectrometry (ICP-MS), and pyrolysis–gas chromatography/mass spectrometry (Py-GC/MS) to characterize the morphology, quantify particle abundance, and assess the correlation between SPC-APPs and sedimentary heavy metals. SPC-APPs were ubiquitously detected across all sampling sites, with abundances ranging from (0.82 ± 0.15) × 10³ to (3.65 ± 0.42) × 10³ particles g⁻¹ dry sediment. A distinct distribution property (South Branch > North Branch > offshore shoal) was identified, primarily driven by shipping density and hydrodynamic sorting. Morphologically, particles exhibited irregular, abraded surfaces, with EDS confirming Cu (1.76~5.63 wt%) and Zn (0.27~3.65 wt%) as major metallic components. Py-GC/MS analysis identified specific mass fragments (m/z 41, 69, 87) as diagnostic markers. Strong positive correlations were observed between SPC-APP abundance and sediment Cu (r = 0.82, p < 0.01) and Zn (r = 0.76, p < 0.01) concentrations, indicating that these particles are a primary source of metal contamination. Ecological risk assessment based on sediment quality benchmarks showed that Cu in the South Branch reached 82~91% of the probable effect concentration (PEC), highlighting potential risks to benthic organisms. This study provides critical baseline data on the distribution and speciation of SPC-APPs, underscoring their role as vectors for toxic metals and the need for targeted pollution control in high-shipping-intensity estuarine regions.

Activated sludge treatment is plagued by high secondary pollution risks, and ship antifouling paint particles (APPs) as hazardous heavy metal-rich solid wastes generated from hull derusting wastewater, pose severe environmental threats and intractable disposal dilemmas. This study developed a novel pilot-scale activated sludge reduction process coupling APPs-derived carbon-based catalysts with ultrasound-Fe²⁺/peroxydisulfate (PDS) advanced oxidation. Columnar catalysts were fabricated via direct carbonization-molding using waste APPs from an 82,000 deadweight bulk carrier were used as the sole raw material to prepare columnar catalysts via direct carbonization-molding; single-factor and orthogonal experiments optimized process parameters, Scanning Electron Microscopy (SEM), Energy Dispersive Spectroscopy (EDS) and X-ray Photoelectron Spectroscopy (XPS) characterized catalyst and sludge properties, free radical quenching experiments elucidated reaction mechanisms and a 90-day continuous pilot run assessed catalytic stability. The process achieved a 43.5% sludge removal rate under optimal conditions, accompanied by 100% toluene and 92.3% phenolic compound degradation, as well as efficient total phosphorus (TP) and total nitrogen (TN) removal. Mechanistic studies via characterization and quenching experiments confirmed the catalyst enhanced PDS activation through free/non-free radical synergy and accelerated Fe²⁺/Fe³⁺ redox cycling. A 90-day continuous pilot operation demonstrated excellent long-term catalytic stability, with sludge removal rate remaining above 38%. This “waste treating waste” technology realizes high-value APPs resource utilization, provides a low-carbon sludge disposal pathway, and offers a scalable solution for collaborative pollution control in the wastewater treatment and shipping industries.

Local installation errors in stern-tube bearings can substantially affect shaft alignment, yet conventional calculations often represent these errors only as nominal support displacements. This study extends the three-moment-equation framework by explicitly parameterising vertical and lateral offsets of the aft stern bearing within the compatibility equations for a multi-supported shaft beam. The method is benchmarked against published bearing-elevation data. Relative to the reference calculation, the mean absolute error (MAE) and root-mean-square error (RMSE) are 0.043 and 0.055 mm, respectively; relative to the reported installation elevations, the corresponding values are 0.229 and 0.281 mm. The method is then applied to the shafting system of a large container ship to evaluate changes in shaft deformation and slope, bearing clearance, maximum pressure, bearing load, shear force, bending moment, and support stiffness. For this case, the vertical offset is the dominant disturbance: an increase from 0 to 0.1 mm raises the maximum aft-bearing pressure by 12.19% and reduces its support stiffness by 14.39%. The effects of lateral offset remain limited up to 0.3 mm, whereas a secondary contact region develops at approximately 0.4 mm. This transition is case-specific and should not be interpreted as a universal tolerance limit. The method is intended as a rapid preventive tool for assessing installation tolerances; however, its pressure and stiffness predictions require further validation of the contact model and additional experimental evidence.