bluuebunny/crossref_metadata_2025_split huggingface dataset:
Human environment around the world surrounded by rapidly growing mycobacteria (RGM)
Authors: Aghajani Jafar , Farnia Parissa , Farnia Poopak , Ayoubi Saman , Ghanavi Jalaledin , Velayati Ali Akbar 
Published: January 2021

Aims and Objective:
The rapid growth of Mycobacteria (RGM) is a member of Non-tuberculous Mycobacterium that are environmental and opportunistic pathogens whose role in human disease is increasingly recognized. RGMs are highly found in various natural and man-made environmental resources. They can be opportunistically transmitted to humans through contaminated water sources and cause their infectious pulmonary and extrapulmonary infectious diseases. Misdiagnosis of this type of mycobacterium can lead to destructive results. As a result, improper treatment Faced with it can lead to recurrent infections as well as drug resistance.

Methods:
The aim of this study was to review the existing studies on the prevalence of RGMs between 1990-2017 in worldwide. Data on the prevalence of RGM infection were collected from databases such as PubMed, Web of Science, Cochrane Library, Embase, Scopus, and other scientific databases.

Results:
In Asia, 776 cases were reported. Among these, the M. furtuitum 23.32% (181,776), and M. chelonae 18.04%(140,776) were the most prevalence, respectively. Also, 105 cases reported in Africa, with the highest prevalence cases being M. fortuitum 46.67%(49,105), M. neoaurium 14.29%(15,105), and M. septicum 8.57% (9,150), respectively. On the other hand, 1363 cases were reported throughout Europe. Among these, the M. furtuitum 30.37% (414,1363), M. chelonae 18.86%(257,1363), and M. peregrinum 13.94%(190,1363) were the most prevalence, respectively. In the United States, 237 cases of RGM were reported, which the highest prevalence was related to the genus M. chelonae 25.32%(60,237), M. mucogenicum 23.63%(56,237) and M. furtuitum 22.36%(53,237), respectively. Also, in Australia 120 cases were observed, with the highest prevalence in M. fortuitum 49.17%(59,120), M. septicum 21.67%(26,120), and M. chelonae 8.33%(10,120), respectively.

Conclusion:
Given the increasing prevalence of RGMs in different environments, it seems necessary to implement more infection control strategies, appropriate diagnostic methods and control guidelines for NTM diseases. It can be said that we need to increase the quality of diagnostic reference methods and more accurate measures to prevent and control RGM infections.
Mapping Mycobacterium tuberculosis genetic diversity and associated drug resistance in the gulf of guinea – africa
Authors: Thumamo Pokam Benjamin D. , Yeboah-Manu D. , Lawson L. , Guemdjom P. W. , Teyim P. M. , Amiteye Daniel , Okonu R. E. , Asuquo Anne E. 
Published: January 2021

Background:
Tuberculosis (TB) worldwide re-emergence constitutes a major public health problem with multi-drug resistant (MDR) strains becoming a greater threat. Genotyping and drug susceptibility of Mycobacterium tuberculosis complex (MTBC) are important in order to improve the control of the disease. This study sought to determine drug susceptibility and genetic diversity of MTBC in three West/Central African countries, namely Cameroon, Nigeria and Ghana located in the Gulf of Guinea.

Methods:
A collection of 503 isolates (158 from Cameroon, 202 from Nigeria and 143 from Ghana) obtained from culture using Lowenstein–Jensen medium and Middlebrook 7H9 Broth were included in the study and some isolates tested for drug susceptibility using the proportion method or Xpert MTB/RIF. Isolates were further subjected to IS6110 typing, large sequence polymorphisms and spoligotyping.

Results:
The Cameroon sub-lineage was the most prevalent genetic family [150/202 (74.3%) in Nigeria, 45/102 (44.1%) in Ghana and 54/150 (36%) in Cameroon] and SIT 61 the largest cluster with 111/202 (55%), 43/150 (28.6%) and 22/102 (21.6%) isolates in Nigeria, Cameroon and Ghana respectively. MDR was observed in 29/202 (14.4%) cases in Nigeria, and HIV positivity [37/202 (18.3%) patients] was associated with rifampicin (RIF) [9/37 (24.3%)] resistance (p=0.012), as well as gender (p=0.009). Equally, gender (p=0.038) and age (p=0.015) had significant associations with the LAM10_CAM family in Nigeria. In Cameroon, 13/147 (8.8 %) isolates were resistant to RIF, and 6 (35.3%) of the 17 UgandaI sub-lineage were RIF resistant (OR, 9.58; 95%CI, 2.74-33.55, p=0.001).). RIF resistance was equally associated (OR, 0.18, 95%CI, 0.05-0.69; p=0.023) with previously treated patients [(4/14 (28.6%)] compared to new ones [9/133 (6.8%)]. No sub-lineage was associated with MDR in Ghana Other sub-lineages such as Haarlem, Ghana, West African 1 were recorded in the three countries.

Conclusion:
RIF resistance in TB/HIV co-infected patients and its association with a sub-lineage calls for a reinforced surveillance strategy to curb drug resistance development in the Gulf of Guinea.
New Zealand earthquakes and plate tectonic theory
Authors: Walcott R. I. 
Published: January 2021

The rates and direction of shear strain from geodetic data and the direction of slip from earthquake mechanism studies in New Zealand are in good agreement with plate tectonic theory. The relative motion of the Pacific and Indian plates in the last 100 years has been accommodated by distributed strain in a belt at least 100 km wide crossing New Zealand from north-east to south-west. Strain rates within this belt exceed 3 x 10-7/y and average 5 x 10-7/y in Marlborough.
Under the eastern North Island and northern part of the South Island the Pacific plate underthrusts the overlying belt of deformation. Large thrust earthquakes are episodically generated, perhaps by locking of the thrust. Not all relative plate movement is transformed into displacement on faults - a substantial fraction is taken up by aseismic and anelastic deformation within the plate boundary zone. The relative proportion of aseismic and seismic deformation may vary in different regions.
Experimental Parametric Investigation to Reduce Drag of a Scaled Model of Bulk Carrier Using BDR/ALS Technique
Authors: Sindagi Sudhir , Vijayakumar R. , Saxena B. K. 
Published: January 2021

Abstract
The shipping business expects to develop energy-saving and drag-reducing techniques addressing the cost of shipping and environmental problems. It has been reported that for slow-moving vessels, frictional resistance accounts for up to 80% of the total resistance, needing urgent attention to reduce the same. To reduce frictional resistance, the air has been used as lubricant, which is injected below the moving body known as Bubble Drag Reduction or the Air Lubrication System. In this article, results obtained from experimental investigations into drag reduction of a 1:23 scaled model of an 8000-ton deadweight bulk carrier by injecting air bubbles below it are presented. Investigations were carried out for a speed range of 6–10 knots, and for each speed, the effect of six injection flow rates of .5–3.0 CFM were investigated. To investigate the effect of different sizes of injection holes, two types of injector units have been used: one with injection holes of 1 mm diameter and the other with injection holes of 2 mm diameter. The study carried out has many practical implications because it is easier to create bigger size holes which will reduce the power required to inject air, thereby increasing the efficiency of the entire technique.

Introduction
It is projected that crude oil prices will continue to increase in the future, forcing marine businesses to rely on researchers to develop energy-saving devices (ESD) and drag-reducing technologies. It has been reported that for slow-moving vessels such tankers, bulk carriers, very large crude carrier (VLCC), and ultra large crude carrier (ULCC), frictional resistance accounts for up to 80% of the total resistance, needing urgent attention to reduce the same (Lewis n.d.; Larsson & Raven 2010). Numerous technologies have been studied and applied in reducing the frictional drag (Brostow 2008; Abdulbari et al. 2013; Luo et al. 2015; Mohammad & Mousavi 2015; Sindagi et al. 2016). Based on further studies Sindagi et al. (2018a, 2018b, 2018c, 2018d) and Sindagi and Vijayakumar (2020), it is concluded that air lubrication has additional advantages over other technologies, such as it is environmentally friendly, the operation is quite easy, and it results in low operating costs and high energy savings. Moreover, with air lubrication, an 80% reduction in the drag of the flat plate was achieved by Merkle et al. (1983) and Madavan et al. (1984, 1985).
Calculation Method of Intermediate Bearing Displacement Value for Multisupported Shafting Based on Neural Network
Authors: Yibin Deng , Xiaogang Yang , Yanling Huang , Tian Pan , Hanhua Zhu 
Published: January 2021

The mutual influence between the bearings of a ship’s multisupport shafting makes its installation and alignment very difficult. This article addresses the problem of the calculation of the precise displacement value of each intermediate bearing and proposes a method for fitting the shafting characteristic function by using the GA-BP (genetic algorithm-back propagation) neural network. The neural network uses the intermediate bearing reaction as input to calculate the theoretical height of the bearing, thereby accurately calculating the displacement value. Taking the installation and alignment of a ro-ro ship’s propulsion shafting as an application example, a neural network of the ship’s shafting is established with training samples based on finite element simulation, and the effect of network training is discussed. The accuracy of the method is verified by a comparative analysis with the measured data of the ship’s shafting. The calculation results of this method are used as a guide for the installation and alignment of the ship’s shafting and have passed the delivery inspection of the classification society.

Introduction
The main function of propulsion shafting is transferring power from the main engine and driving propeller rotation for ships and, at same time, transmitting the thrust and tension produced by the propeller to the hull through the thrust bearing (Korczewski 2017; Lai et al. 2018a). A large number of studies have shown that good shaft alignment can reasonably distribute the bearing reaction on each bearing (Kim et al. 2017; Ko et al. 2017; Dong et al. 2018; Lee et al. 2019), which is an important guarantee for the stable navigation of the ship. Improper alignment will result in excessive load on the individual bearing and abnormal wear, which will affect the safe, reliable and stable operation of a ship seriously and increase abnormal vibration (Zou et al. 2016; Guo et al. 2018) and noise (Huang et al. 2014) as well. Therefore, the classification societies have formulated relevant regulations for the magnitude of the bearing reaction during shafting installation. However, shafting of large ships is relatively long and usually adopts multiple intermediate bearing supports. Because of the lack of a certain height reference in the ship and the mutual coupling of intermediate bearings during shafting installation, shafting alignment is very difficult.
Numerical Simulation of Green Water on Deck with a Hybrid Eulerian-Lagrangian Method
Authors: Liao Kangping , Duan Wenyang , Ma Qingwei , Ma Shan , Yang Jianming 
Published: January 2021

Green water on the ship deck in rough sea conditions may induce extreme impulsive wave impacts on superstructures and result in severe structural damage. It is of great importance to consider green water loads in ship structure design. However, there are many challenges in predicting green water loads due to the strongly nonlinear wave–ship interactions and the multiphase, multi-scale nature of the wave impact phenomena. In this article, a three-dimensional hybrid Eulerian–Lagrangian approach is proposed for simulating green water loads on the ship deck. It is extended from an efficient and accurate two-dimensional method developed for fluid–structure interaction problems. In this method, the flow field is solved on a fixed regular Cartesian grid system in an Eulerian framework, whereas the solid body motion is tracked with a set of markers immersed in the fluid and solved in a Lagrangian framework. Two benchmark cases, green water on a fixed simplified Floating Production Storage and Offloading (FPSO) model and green water on ship, are simulated. Comparison between experimental data and numerical results shows that our method is a viable choice for predicting green water loads.

Introduction
In rough sea conditions, ships may undergo large-amplitude motions and suffer green water impacts due to the strongly nonlinear wave–body interaction. Large waves run up to the ship deck and impact on superstructures with huge volume of water impulsively. It can induce extreme impulsive wave impact loads on superstructures and result in severe structural damage. Thus, it is important to predict wave impact loads for ship structure design. However, there are still great challenges in predicting green water impact loads accurately because it is a flow phenomenon of high complexity and randomness due to its multiphase, highly turbulent nature with wave breaking, air entrainment, etc (Temarel et al. 2016).
Probability of Sea Condition for Ship Strength, Stability, and Motion Studies
Authors: Perrault Douglas Edward 
Published: January 2021

Modeling and simulation continues to be an important tool for determining the response of sea-going vessels to wind and waves. To provide appropriate forcing functions to the models, it is important to have environmental data of sufficient fidelity to facilitate an assessment of platform response, which is as accurate as possible within the practical constraints of time and resources. Fortunately, there are a variety of sources of good wave data, including the U.S. National Oceanic and Atmospheric Administration. This study examines the wave data in the context of simulation codes for assessing characteristics of ocean craft response. It also looks at some practical considerations to limit the scope of simulations. The work is strongly influenced by modeling and simulation of naval surface ships, looking for extreme behaviors, but many of the issues discussed are broadly applicable to other applications.
Copyright 2021 Her Majesty the Queen in Right of Canada, Department of National Defence
Ship Hull Resistance Prediction from Model Tests with a Resistance Similitude Simulator
Authors: Shen Young T. , Hughes Michael J. 
Published: January 2021

Depending on model sizes and test speeds, model Reynolds numbers are typically one to two orders of magnitude less than those occurring at full scale. The region of laminar flow is significantly larger on a model surface than at full scale. Turbulence stimulators (TSs) are extensively applied in model resistance tests to simulate ship boundary layer flow. Because of lack of theoretical guidance, the size, shape, and location of turbulent stimulators used in each test facility are typically selected based on experience gained in each laboratory, and parasitic drag induced by TSs is subtracted from measured model resistance in some test facilities and not subtracted in other facilities. If turbulence stimulation can be specified in such a way as to achieve momentum thickness similarity between the model and full scale, the form factor will be constant, so a simple scaling formula can be applied to predict ship resistance. Ship resistance can be predicted from measured model resistance with the application of this simple scaling formula. The article describes how for a given body geometry, ship Reynolds number and model Reynolds number, a unique TS (size, shape, and location) can be designed based on three equations derived in this article. This uniquely designed TS is termed the "resistance similitude simulator" in this article. The parasitic drag induced by the simulator is a part of the similarity solution and does not need to be subtracted from measured model resistance.
1. Introduction
The ability to predict resistance plays an important role in the design of a ship or submarine. An accurate prediction of the drag of the vessel is required for the propulsor design and to determine the required power. The resistance of the vessel also strongly influences its lifetime operation costs. Although computational methods are now commonly used to estimate ship resistance, model tests are still heavily relied on, and scaling formulae are used to relate model data to full-scale performance.
Prediction of Residual Stress on Cold-Formed Curvature Plates by Elastoplastic Material Model
Authors: Lin Yue , Shen Wei , Song Lifei , Liu Enqian 
Published: January 2021

To meet the demand of automatic production, the multisquare punch forming has been improved to process complex curved plates. However, the improved forming equipment improves the processing quality to the maximum extent, and springback and residual stresses are inevitable phenomena in the cold bending process. Residual stress is an important factor that causes fatigue crack and stress corrosion crack. And the residual stress in machining will seriously affect the fatigue life of cold-pressed parts. Therefore, it is necessary to quantitatively and qualitatively analyze the residual stress caused by the cold forming equipment. Through theoretical derivation and finite element simulation methods, the residual stress distribution for thick plates in the cold forming process was analyzed and compared in this article. Meanwhile, the variation law of residual stress peak with thickness and forming radius was further discussed. The results show that the residual stress distributions obtained by the two theoretical models are in good agreement with the numerical results. The maximum error of peak residual stress is about 10%, which verifies the reliability of theoretical formulas.
1. Introduction
A large number of complex curved sheet metal parts are used in aerospace, marine structure, automobile, and other manufacturing industries, which makes the processing and forming of complex curved sheet metal parts attract much attention. In the process of ship construction, the forming and processing of hull plates is an important part of the low intelligence, time-consuming, and serious constraint on shipbuilding automation. Strictly speaking, most of the parts in the hull plate are three-dimensional curved surfaces, most of which are composed of complex undevelopable spatial curved surfaces. It is a very difficult and urgent key technology to process a ship's steel plate into complex three-dimensional curved surface shapes. such as saddle shape or sailed shape (see Fig. 1A), to create a streamlined outer body of the ship. For many years, bending of plates with complex curvatures has been carried out by manual operation, i.e., the combination of heat line forming and rolling bending (see Fig. 1B). However, the production efficiency of the thermoforming process is relatively low, and environmental pollution is relatively serious with bad working conditions and high labor intensity. Moreover, the forming quality depends more on the experience of technicians, and quality cannot be guaranteed. With the increasing demand for automation, the multipoint forming equipment was developed and used for stamping and forming of curved plates.
Turbulent Skin Friction Reduction through the Application of Superhydrophobic Coatings to a Towed Submerged SUBOFF Body
Authors: Gose James W. , Golovin Kevin , Boban Mathew , Tobelmann Brian , Callison Elizabeth , Barros Julio , Schultz Michael P. , Tuteja Anish , Perlin Marc , Ceccio Steven L. 
Published: January 2021

Abstract
In the present study, the drag-reducing effect of sprayed superhydrophobic surfaces (SHSs) is determined for two external turbulent boundary layer (TBL) flows. We infer the modification of skin friction created beneath TBLs using near-wall laser Doppler velocity measurements for a series of tailored SHSs. Measurements of the near-wall Reynolds stresses were used to infer reduction in skin friction between 8%and 36%in the channel flow. The best candidate SHS was then selected for application on a towed submersible body with a SUBOFF profile. The SHS was applied to roughly 60% of the model surface over the parallel midbody of the model. The measurements of the towed resistance showed an average decrease in the overall resistance from 2% to 12% depending on the speed and depth of the towed model, which suggests a SHS friction drag reduction of 4–24% with the application of the SHS on the model. The towed model results are consistent with the expected drag reduction inferred from the measurements of a near-zero pressure gradient TBL channel flow.

Introduction
Nature has provided a plethora of materials to be studied and mimicked for everyday applications (Jung & Bhushan 2010). One material pertinent for use in the marine environment is the lotus leaf, which is known for its self-cleansing properties and resistance to wetting (Neinhuis & Barthlott 1997). More specifically, lotus-inspired superhydrophobic surfaces (SHSs) have been biomimetically developed for skin friction reduction in various flow applications (Bhushan et al. 2009; Samaha et al. 2012). Being exhaustively studied in small-scale laminar flows (see Rothstein [2010] for a review of SHS drag reduction and slip on SHSs), advances in the design and fabrication of SHSs have permitted application of these materials in more naval-relevant flows. Previously, it has been shown that in laminar flow, SHSs can reduce drag (Watanabe et al. 1999; Ou et al. 2004; Ou & Rothstein 2005; Zhao et al. 2007; Daniello et al. 2009; Woolford et al. 2009), and in low–Reynolds number turbulent flows, SHS drag reduction has been observed using small-scale, structured surfaces and large air–water interfaces (Henoch et al. 2006; Daniello et al. 2009; Park et al. 2014). However, these surfaces, in higher turbulence flows, can be unstable or become wetted. If the SHS possesses roughness features with small scales compared with the viscous length scale of the flow, researchers have demonstrated SHS friction drag reduction for wall-bounded, high–Reynolds number turbulent flows (Zhao et al. 2007; Aljallis et al. 2013; Bidkar et al. 2014; Golovin et al. 2016; Ling et al. 2016b; Gose et al. 2018a).
Effects of Hull and Control Surface Roughness on Ship Maneuvering
Authors: Daidola John C. 
Published: January 2021

The effects of hull roughness on ship maneuvering characteristics are investigated. The hydrodynamic derivatives in the equations of motion for surface vessel maneuvering are modified to incorporate roughness of the hull and rudder. Vessel lifetime roughness profiles are postulated based on construction, coatings, operation, and maintenance for a vessel life of 25 years. These are then applied to the turning maneuver for single screw cargo ships with block coefficients from .60 to .80. The implications for naval missions are discussed.

Introduction
The effects of hull roughness, including fouling, are known to affect the performance of a vessel, especially as measured in additional fuel consumption and less so, the number of voyages in a lifetime. Today, there is significant attention given to hull surface cleaning, coating, and propeller polishing to address these issues. In addition and even less known are the effects on the maneuvering performance of a vessel. For naval vessels, they may affect the success of the mission.
Roughness of the hull can occur because of a number of factors including hull material used and quality of construction, mechanical damage in operation, roughness from paints and coatings and their method of application, damage to the coating during maintenance, corrosion and pitting of the hull structure material, and biofouling influenced by the type of antifouling paint or coating and method of application. The roughness never ceases to increase during the vessel’s life. Starting with the hull material and construction, then the effects of different paints and coatings, operations, dry-docking intervals, and approach to maintenance, it is possible to develop a lifetime roughness profile.