## 1 Introduction  
Container ships play a pivotal role in the global transportation and logistics network, exerting a direct influence on the dynamics of the global economy. This influence has given rise to the proliferation of these vessels across the world's seas and oceans, spurred by the constant expansion in their size driven by the concept of economies of scale. As the fleet of container ships continues to grow, the demand for expanded port facilities has surged. Nonetheless, the limitations in the design of certain ports restrict their ability to accommodate these larger vessels. Consequently, feeder container ships, which serve as intermediaries, are utilized to transport containers from major cargo terminals to smaller ports [1]. This has prompted extensive research into these feeder ships [2, 3]. Methanol assumes a crucial function as a marine fuel amidst the intensifying environmental challenges. It has become increasingly imperative to explore cleaner and sustainable energy sources, and in this context, methanol emerges as a promising solution for propelling ships [4]. Methanol possesses remarkable versatility, as it can be derived from various sources like natural gas, biomass, or even captured carbon dioxide. This reduces our dependence on fossil fuels and opens the door to more sustainable production methods [5]. Furthermore, methanol holds the potential to reduce polluting emissions and the carbon footprint of maritime transport. When burned, it emits lesser sulfur dioxide, nitrogen oxides, and particulates in comparison to conventional fossil fuels [6]. The future market trend is towards its use in container ships, as reflected in the delivery of the first methanol-fueled container ship from Maersk, delivered in 2023 (Figure 1). Evergreen and other shipping companies are already converting their container ships to methanol propulsion because it is estimated that they emit approximately 100 tons less of carbon dioxide per day when compared with conventional fossil fuel propulsion [6]. Container vessels exhibit a standardized structural general arrangement featuring slender-walled beams and expansive hatch openings, expediting swift port loading maneuvers. Nonetheless, this design concurrently exposes them to high vulnerability to strains arising from the amalgamation of global bending and torsional forces. [PERSON] et al. [8] undertook an exploration of torsional failure mechanisms in vessels equipped with substantial hatches, employing both numerical models and experimental tests during structural failure events. Their inquiry pinpointed warping as the predominant failure mode, significantly affecting ultimate torsional strength and precipitating a noteworthy reduction. [PERSON] et al. [9] emphasized the repercussions of torsion on warping stresses in a 4300 TEU container ship, shedding some light on its implications for shear stresses and their role in diminishing the ultimate bending moment's magnitude. In a parallel fashion, [PERSON] and [PERSON] [10] devised two distinct models to portray and compare failure modes induced by torsional loads. The assessment of a ship's structural integrity is contingent on various factors. [PERSON] et al. [11] delved into the influence of torsional stiffness in the engine room using an energetic approach involving the modeling and simplification of the main deck as a beam affected by shear stresses. [PERSON] et al. [12] devised a pragmatic approach to evaluate the torsional strength of container ship structures ranging from 1500 to 8000 TEU through numerical analysis. They identified the most critical wavelength at 120\({}^{\circ}\) relative to the ship's course. The fundamental principle of load interaction, crucial in achieving maximum strength, was employed by [PERSON] and [PERSON] [13] in their research, which extended to a 10,000 TEU container ship, starting from the compartment model and expanding to the global hull girder.