A Hopping Mechanism for Cargo Transport by Molecular Motors on Crowded Microtubules

Most models designed to study the bidirectional movement of cargos as they are driven by molecular motors rely on the idea that motors of different polarities can be coordinated by external agents if arranged into a motor-cargo complex to perform the necessary work Gross, Hither and yon: a review of bidirectional microtubule-based transport (Gross in Phys. Biol. 1:R1-R11, 2004). Although these models have provided us with important insights into these phenomena, there are still many unanswered questions regarding the mechanisms through which the movement of the complex takes place on crowded microtubules. For example (i) how does cargo-binding affect motor motility? and in connection with that-(ii) how does the presence of other motors (and also other cargos) on the microtubule affect the motility of the motor-cargo complex? We discuss these questions from a different perspective. The movement of a cargo is conceived here as a hopping process resulting from the transference of cargo between neighboring motors. In the light of this, we examine the conditions under which cargo might display bidirectional movement even if directed by motors of a single polarity. The global properties of the model in the long-time regime are obtained by mapping the dynamics of the collection of interacting motors and cargos into an asymmetric simple exclusion process (ASEP) which can be resolved using the matrix ansatz introduced by Derrida (Derrida and Evans in Nonequilibrium Statistical Mechanics in One Dimension, pp. 277-304, 1997; Derrida et al. in J. Phys. A 26: 1493-1517, 1993).

Aviation unit and intermediate maintenance repair parts and special tools list (including depot maintenance repair parts and special tools) : helicopter, cargo transport, CH-54A, CH-54B (Sikorsky), NSN 1520-00-964-9601 (CH-54A), 1520-00-113-5776 (CH-54B).

[Vol. 4] consists of indexes.

Maintenance and repair parts consumption planning guide for contingency operations : helicopter, cargo transport: CH-54B /

Jan. 18, 1979.

Bidirectional cargo transport by microtubule-based molecular motors

We have reconstituted a simple in vitro system using only mammalian dynein and mammalian kinesin attached to a single cargo. These cargoes undergo saltatory motion typically seen in vivo, indicating that the motors engage in a tug-of-war. When the complex hits a barrier, the cargo often reverses direction. In some cases, it tries several up-and-back motions, during which time the dynein likely pulls the cargo onto a different protofilament, and is sometimes able to bypass the blockage. This explains why eliminating kinesin or dynein stops motion in both directions in vivo. We also find that mammalian dynein, but not kinesin, often takes backwards steps when under backward force. However, yeast dynein coupled with mammalian kinesin does not display these attributes, as expected.

JNK, a versatile regulator of kinesin-1 transport and cytoskeleton dynamics

C-Jun N-terminal kinase (JNK) is traditionally recognized as a crucial factor in stress response and inducer of apoptosis upon various stimulations. Three isoforms build the JNK subfamily of MAPK; generally expressed JNK1 and JNK2 and brain specific JNK3. Degenerative potency placed JNK in the spotlight as potential pharmacological option for intervention. Unfortunately, adverse effects of potential drugs and observation that expression of only JNK2 and JNK3 are induced upon stress, restrained initial enthusiasm. Notably, JNK1 demonstrated atypical high constitutive activity in neurons that is not responsive to cellular stresses and indicated existence of physiological activity. This thesis aimed at revealing the physiological functions of JNK1 in actin homeostasis through novel effector MARCKS-Like 1 (MARCKSL1) protein, neuronal trafficking mediated by major kinesin-1 motor protein and microtubule (MT) dynamics via STMN2/SCG10. The screen for novel physiological JNK substrates revealed specific phosphorylation of C-terminal end of MARCKSL1 at S120, T148 and T183 both ex vivo and in vitro. By utilizing site-specific mutagenesis, various actin dynamics and migrations assays we were able to demonstrate that JNK1 phosphorylation specifically facilitates F-actin bundling and thus filament stabilisation. Consecutively, this molecular mechanism was proved to enhance formation of filopodia; cell surface projections that allow cell sensing surrounding environment and migrate efficiently. Our results visualize JNK dependent and MARCKSL1 executed induction of filopodia in neurons and fibroblast indicating general mechanism. Subsequently, inactivation of JNK action on MARCKSL1 shifts cellular actin machinery into lamellipodial dynamic arrangement. Tuning of actin cytoskeleton inevitably melds with cell migration. We observed that both active JNK and JNK pseudo-phosphorylated form of MARCKSL1 reduce actin turnover in intact cells leading to overall diminished cell motility. We demonstrate that tumour transformed cells from breast, prostate, lung and muscle-derived cancers upregulate MARCKSL1. We showed on the example of prostate cancer PC-3 cell line that JNK phosphorylation negatively controls MARCKSL1 ability to induce migration, which precedes cancer cell metastasis. The second round of identification of JNK physiological substrates resulted in detection of predominant motor protein kinesin-1 (Kif5). Mass spectrometry detailed analysis showed evident endogenous phosphorylation of kinesin-1 on S176 within motor domain that interacts with MT. In vitro phosphorylation of bacterially expressed kinesin heavy chain by JNK isoforms displayed higher specificity of JNK1 when compared to JNK3. Since, JNK1 is constitutively active in neurons it signified physiological aspect of kinesin-1 regulation. Subsequent biochemical examination revealed that kinesin-1, when not phosphorylated on JNK site, exhibits much higher affinity toward MTs. Expression of the JNK non-phosphorable kinesin-1 mutant in intact cells as well as in vitro single molecule imaging using total internal reflection fluorescence microscopy indicated that the mutant loses normal speed and is not able to move processively into proper cellular compartments. We identify novel kinesin-1 cargo protein STMN2/SCG10, which along with known kinesin-1 cargo BDNF is showing impaired trafficking when JNK activity is inhibited. Our data postulates that constitutive JNK activity in neurons is crucial for unperturbed physiologically relevant transport of kinesin-1 dependant cargo. Additionally, my work helps to validate another novel physiological JNK1 effector STMN2/SCG10 as determinant of axodendritic neurites dynamics in the developing brain through regulation of MT turnover. We show successively that this increased MT dynamics is crucial during developmental radial migration when brain layering occurs. Successively, we are able to show that introduction of JNK phosphorylation mimicking STMN2/SCG10 S62/73D mutant rescues completely JNK1 genetic deletion migration phenotype. We prove that STMN2/SCG10 is predominant JNK effector responsible for MT depolymerising activity and neurite length during brain development. Summarizing, this work describes identification of three novel JNK substrates MARCKSL1, kinesin-1 and STMN2/SCG10 and investigation of their roles in cytoskeleton dynamics and cargo transport. This data is of high importance to understand physiological meaning of JNK activity, which might have an adverse effect during pharmaceutical intervention aiming at blocking pathological JNK action.

The dynamics of cargo driven by molecular motors in the context of asymmetric simple exclusion processes

We consider the dynamics of cargo driven by a collection of interacting molecular motors in the context of ail asymmetric simple exclusion process (ASEP). The model is formulated to account for (i) excluded-volume interactions, (ii) the observed asymmetry of the stochastic movement of individual motors and (iii) interactions between motors and cargo. Items (i) and (ii) form the basis of ASEP models and have already been considered to study the behavior of motor density profile [A. Parmeggiani. T. Franosch, E. Frey, Phase Coexistence in driven one-dimensional transport, Phys. Rev. Lett. 90 (2003) 086601-1-086601-4]. Item (iii) is new. It is introduced here as an attempt to describe explicitly the dependence of cargo movement on the dynamics of motors in this context. The steady-state Solutions Of the model indicate that the system undergoes a phase transition of condensation type as the motor density varies. We study the consequences of this transition to the behavior of the average cargo velocity. (C) 2009 Elsevier B.V. All rights reserved.

Na,K-ATPase transport from endoplasmic reticulum to Golgi requires the Golgi spectrin–ankyrin G119 skeleton in Madin Darby canine kidney cells

Spectrin (βIΣ∗) and ankyrin (AnkG119) associate with Golgi membranes and the dynactin complex, but their role in vesicle trafficking remains uncertain. We find that the actin-binding domain and membrane-association domain 1 (MAD1) of βI spectrin together form a constitutive Golgi targeting signal in transfected MDCK cells. Expression of this signal in transfected cells disrupts the endogenous Golgi spectrin skeleton and blocks transport of α- and β-Na,K-ATPase and vesicular stomatitis virus-G protein from the endoplasmic reticulum (ER) but does not disrupt the formation of Golgi stacks, the distribution of β-COP, or the transport and surface display of E-cadherin. The Golgi spectrin skeleton is thus required for the transport of a subset of membrane proteins from the ER to the Golgi. We postulate that together with polyfunctional adapter proteins such as AnkG119, Golgi spectrin forms a docking complex that acts prior to the cis-Golgi, presumably with vesicular–tubular clusters (VTCs or ERGIC), to sequester specific membrane proteins into vesicles transiting between the ER and Golgi, and subsequently (probably involving other isoforms of spectrin and ankyrin) to mediate cargo transport within the Golgi and to other membrane compartments. We hypothesize that this vesicular spectrin–ankyrin adapter-protein trafficking (or tethering) system (SAATS) mediates the capture and transport of many membrane proteins and acts in conjunction with vesicle-targeting molecules to effect the efficient transport of cargo proteins.

Role of myosin V in actin cable organization in fission yeast

Functional specialization is tightly linked to the ability of eukaryotic cells to acquire a particular shape. Cell morphogenesis, in turn, relies on the capacity to establish and maintain cell "polarity", which is achieved by orienting the trafficking of signaling molecules and organelles towards specific cellular locations and/or membrane domains. The "oriented" transport is based upon cytoskeletal polymers, microtubules and actin filaments, which serve as tracks for molecular motors. These latter generate motion that is translated either into pulling forces or directed transport. Fission yeast, a rod-like unicellular eukaryote, shapes itself by restricting growth at cell tips through the concerted activity of microtubules and actin cables. Microtubules, which assemble into 2-6 bundles and run parallel to the long axis of the cell, serve to orient growth to the tips. Growth is supported by the actin cytoskeleton, which provides tracks, the cables, for motor-based transport of secretory vesicles. The molecular motors, which bind cargos and deliver them to the tips along cables, are also known as type V myosins (hereafter indicated as myosin V). How the bundles of parallel actin filaments, i.e. the cables, extend from the tips through the cell and whether they serve any other purpose, besides providing tracks, is poorly understood. It is also unclear how the crosstalk between the two cytoskeletal systems is achieved. These are the basic questions I addressed during my PhD. The first part of the thesis work (Chapter two) suggests that the sole function of actin cables in polarized growth is to serve as tracks for motors. The data indicate that cells may have evolved two cytoskeletal systems to provide robustness to the polarization process but in principle a unique cytoskeleton might have been able to direct and support polarized growth. How actin cables are organized within the cell to optimize cargo transport is addressed later on (Chapter three). The major finding, based on the actin cable defect of cells lacking myosin Vs, is that actin filaments self-organize through the activity of the transport motors. In fact, by delivering cargos to cell tips and exerting physical pulling forces on actin filaments, Myosin Vs contribute not only to polarize cargo transport but also actin tracks. Among the cargos transported by Myosin V, which may be relevant to its function in organizing cables, there is likely the endoplasmic reticulum (ER). Actin cables, which run parallel to cortical ER, may serve as tracks for Myosin V. Myosin V-driven displacement, in turn, may account for the dynamic expansion and organization of ER during polarized growth as suggested in Chapter four. The last part of the work (Chapter five) highlights the existence of a crosstalk between actin and microtubules. In absence of myosin V, indeed, microtubules contribute to actin cable organization, likely playing a scaffolding/tethering function. Whether or not the kinesin 1, Klp3, plays any role in such process has to be demonstrated. In conclusion the work proposes a novel role for myosin Vs in actin organization, besides its transport function, and provides molecular tools to further dissect the role of this type of myosin in fission yeast. - La spécialisation fonctionnelle est étroitement connectée à la capacité des cellules eucaryotes d'acquérir une forme particulière. La morphogenèse cellulaire à son tour, est basée sur la capacité d'établir et de maintenir la polarité cellulaire, polarité réalisée en orientant le trafic des molécules signales et des organelles vers des zones cellulaires spécifiques. Ce transport directionnel dépend des polymères du cytosquelette, microtubules et microfilaments, qui servent comme des voies pour les moteurs moléculaires. Ces derniers engendrent du mouvement, traduit soit en force de traction soit en transport directionnel. La levure fissipare, un eucaryote unicellulaire en forme de bâtonnet, acquière sa forme en limitant sa croissance aux extrémités par l'action concertée des microtubules et de l'actine. Les microtubules, qui s'assemblent de façon antiparallèle et parcourent la cellule parallèlement à l'axe longitudinal, servent à orienter la croissance aux extrémités. Cette croissance est permise par le cytosquelette d'actine, fournissant des voies, les câbles, pour le transport actif des vésicules de sécrétion. Les moteurs moléculaires, responsables de ce transport actif sont aussi appelés myosines de type V (par la suite appelés myosines V). La manière dont ces câbles s'étendent depuis l'extrémité jusqu'à l'intérieur de la cellule est peu connue. De plus, on ignore également si ces câbles présentent une fonction autre que le transport. L'interaction entre les deux cytosquelettes est également obscure. Ce sont ces questions de base auxquelles j'ai tenté de répondre lors de ma thèse. La première partie de cette thèse (chapitre II) suggère que les câbles d'actine, pendant la croissance polarisée, fonctionnent uniquement comme des voies pour les moteurs moléculaires. Les données indiqueraient que les cellules ont fait évoluer deux systèmes de cytosquelette pour assurer plus de robustesse au processus de polarisation, bien que, comme nous le verrons, un système unique est suffisant. Au chapitre III, nous verrons comment les câbles d'actine sont organisés à l'intérieur de la cellule afin d'optimiser le transport des cargo. La découverte majeure, réalisée en observant des cellules dont la myosine V fait défaut, est que ces filaments d'actine s'auto organisent grâce au passage des moteurs moléculaires le long de ces voies. En réalité, en délivrant les cargos aux extrémités de la cellule et en exerçant des forces de traction sur les câbles, les myosines V contribuent non seulement à polariser le transport mais également à polariser les voies elles mêmes. Nous verrons également au chapitre IV, que parmi les cargos importants pour l'organisation des câbles, il y aurait le réticulum endoplasmique (RE). En effet, les câbles d'actine, qui s'étalent parallèlement au RE cortical, pourraient servir comme voie pour la myosine V. Cette dernière en retour pourrait être responsable de l'expansion dynamique et de l'organisation du RE pendant la croissance polarisée.

Kaupallisten ja kunnossapitokiertojen yhteensovittaminen rataliikenteessä

VR Osakeyhtiö on siirtymässä kohti prosessijohtamista, joka on seurausta toiminnan kehittämisohjelmalle. Tämän avulla pyritään kehittämään toimintoja, jotta pystytään olemaan kilpailukykyisiä myös tulevaisuudessa, kun rautatieliikenne tulee avautumaan. Työn keskeinen tavoite oli kehittää VR Kunnossapitopalvelujen ja sen asiakkaiden välistä toimintaa. Tarkoituksena oli tehdä prosessi, joka samalla kuvaisi tätä rajapintaa ja selkiyttäisi kokonaisuutta. Työssäni tutustuin yrityksen eri osastoihin, niiden toimintoihin ja millä tavalla ne liittyivät Kunnossapitopalveluihin ja sen toimintoihin. Tavara- ja henkilöliikenteelle tehdyissä prosesseissa on kuvattu rajapinnassa tapahtuvaa toimintaa ja informaatiota Kunnossapitopalvelujen ja asiakkaiden välillä. Ne auttavat hahmottamaan kokonaisuuden, missä toimitaan sekä kertoo karkeasti mitä kaikkea yhteensovittamiseen liittyy eri suunnittelujaksoilla. Prosesseja tulee jatkuvasti kehittää, jotta ne pysyisivät ajan tasalla. Tätä tullaan varmasti tekemään prosessien omistajien johdolla.

Análisis del transporte de carga en Colombia, para crear estrategias que permitan alcanzar estándares de competitividad e infraestructura internacional

El sector transporte juega un papel importante en la consolidación de los procesos de globalización y de competitividad en Colombia. La globalización de las economías es una realidad que exige de los países un esfuerzo para optimizar sus procesos productivos, siendo la disponibilidad y accesibilidad de los bienes una condición necesaria para lograr una mayor competitividad en el contexto internacional. Teniendo en cuenta que una de las principales estrategias de internacionalización del gobierno nacional ha sido la firma de acuerdos comerciales con diferentes regiones y países del mundo. He hecho un análisis y caracterización de los distintos modos de trasporte de carga en Colombia para entender de esta forma cual es la situación actual de los mismos, encontrar los principales obstáculos que se presentan en el transporte de carga en Colombia y de igual manera establecer posibles soluciones a estos problemas que retrasan de forma sustancial el desarrollo de nuestro país. Teniendo en cuenta estos problemas de la situación actual del trasporte de carga en Colombia he llegado a la conclusión que se requiere que los objetivos de las políticas del gobierno nacional sean la facilitación del transporte y el comercio, la eficiencia en función de los costos y de los servicios de transporte, la seguridad de la cadena de suministro, y la inversión en infraestructura vial, y que estas se combinen en un marco de política global y estratégico que permita ofrecer a la economía nacional las condiciones adecuadas para aumentar la competitividad en los mercados internacionales. Razón por la cual la infraestructura y los servicios de logística en el sector de transporte de carga deben ser eficientes, rentables, confiables y sostenibles. Lo cual permitiría una mayor facilidad para la entrada de nuevos productos a nuestro país reduciendo tiempos y costos finales.

Russian Arctic Ports : Problems with the development and management of tourist flows

The potential changes to the territory of the Russian Arctic open up unique possibilities for the development of tourism. More favourable transport opportunities along the Northern Sea Route (NSR) create opportunities for tourism development based on the utilisation of the extensive areas of sea shores and river basins. A major challenge for the Russian Arctic sea and river ports is their strong cargo transport orientation originated by natural resource extraction industries. A careful assessment of the prospects of current and future tourism development is presented here based on the development of regions located along the shores of the Arctic ocean (including Murmansk and Arkhangelsk oblast, Nenets Autonomous okrug (AO), Yamal-Nenets AO, Taymyr AO, Republic of Sakha, Chykotsky AO). An evaluation of the present development of tourism in maritime cities suggests that a considerable qualitative and quantitative increase of tourism activities organised by domestic tourism firms is made virtually impossible. There are several factors contributing to this. The previously established Soviet system of state support for the investments into the port facilities as well as the sea fleet were not effectively replaced by creation of new structures. The necessary investments for reconstruction could be contributed by the federal government but the priorities are not set towards the increased passenger transportation. Having in mind, increased environmental pressures in this highly sensitive area it is especially vital to establish a well-functioning monitoring and rescue system in the situation of ever increasing risks which come not only from the increased transports along the NSR, but also from the exploitation of the offshore oil and gas reserves in the Arctic seas. The capacity and knowledge established in Nordic countries (Norway, Finland) concerning cruise tourism should not be underestimated and the already functioning cooperation in Barents Region should expand towards this particular segment of the tourism industry. The current stage of economic development in Russia makes it clear that tourism development is not able to compete with the well-needed increase in the cargo transportation, which means that Russia’s fleet is going to be utilised by other industries. However, opening up this area to both local and international visitors could contribute to the economic prosperity of these remote areas and if carefully managed could sustain already existing maritime cities along the shores of the Arctic Ocean.

Empregado, autônomo e empresário : a tomada de decisão no setor de transporte rodoviário de cargas em São Marcos, RS

São Marcos, no Rio Grande do Sul, caracteriza-se por sua participação no setor do transporte rodoviário de cargas, sendo o município brasileiro com maior número de veículos pesados por habitante. Este trabalho busca identificar os fatores que influenciam a tomada de decisão dentro desse ramo de negócios. Assim, são estudados quatro casos de profissionais da área. Esses indivíduos iniciaram sua trajetória na condição de empregados, passando em seguida para a fase de autônomos. No entanto, apenas dois deles prosperaram, tornando-se empresários; os outros dois retornaram à condição de empregados. O estudo também possibilitou identificar o nível de insatisfação dos empregados do setor na busca de um progresso dentro do mesmo, assim como observar o perfil de competência daqueles que chegam a implantar suas próprias organizações. Dessa forma, é possível formar um paralelo entre as experiências bem-sucedidas e as tentativas frustradas. Os dados foram levantados a partir de uma série de fontes de evidências como entrevistas, registros de arquivos e documentos dos personagens referidos. A análise desses dados leva à interpretação de dois fatores como fundamentais na tomada de decisões dos indivíduos que trabalham no transporte rodoviário de cargas: a intuição e a influência de outras pessoas que cercam os tomadores de decisão. Esses fatores reforçam a idéia da subjetividade dentro do processo administrativo. O trabalho possibilita a formação de um quadro de dados gerais a respeito do setor. Além disso, serve de referencial às atitudes de organizações públicas e privadas, de pessoas ligadas ao ramo e de jovens que pretendem entrar nesse universo de trabalho.

Requalificação de ativo público em obsolescência tecnológica: a ferrovia tronco centro de Pernambuco

O estudo objetivou levantar as possibilidades de requalificação da Linha Tronco Centro de Pernambuco (LTCPE), um ativo ferroviário secular, em bitola métrica, com 608 km de extensão, desenvolvidos ao longo da linha dorsal do Estado de Pernambuco. Sua relevância se justifica pela solicitação da Concessionária ao Governo federal de devolução do patrimônio ferroviário. A operadora destaca que a linha ferroviária será substituída por outra linha férrea, a Ferrovia Nova Transnordestina, em bitola larga, de alto desempenho, que liga os estados de Pernambuco, Piauí e Ceará. Ambas as ferrovias desenvolvem um longo paralelismo em toda a extensão da LTCPE. Pretendeu-se, pois, identificar outras utilidades para o referido ramal ferroviário que não a de transporte de carga, vez que esta requalificação não deveria se dar em posição concorrencial com a Transnordestina. A pesquisa foi desenvolvida com base na compreensão de seu contexto histórico, da análise do quadro nacional do setor e na análise dos diversos ambientes socioeconômicos em que está inserido esse ramal ferroviário. Para obtenção dos resultados, foram aplicados questionários com profissionais dos setores de serviços públicos de planejamento e logística, operadores e outros ligados à consultoria e engenharia. Com base no rol de intervenientes identificados, foi construída uma Matriz Institucional em que se apresentou o caminho crítico de ação e as interrelações entre os intervenientes públicos. Na mesma perspectiva, foi elaborada uma Matriz de SWOT (Strengths, Weaknesses, Opportunities e Threats) de forma a articular o conjunto de dados e ações, indicando atividades e inversões financeiras que subsidiarão os estudos técnicos para a requalificação. Como resultados, o estudo identificou os trechos requalificáveis, sua destinação e novas alternativas de uso do patrimônio ferroviário remanescente.

Las condiciones de competencia en las principales rutas de aerolíneas nacionales e internacionales, y los mercados domésticos en cada país del Istmo Centroamericano

Incluye Bibliografía

Estabilidad de un buque ultra heavy lift carrier

Se plantea la posible demanda en un futuro del transporte de grandes plataformas petrolíferas semisumergibles de más de 70.000 t de peso, para perforaciones a más de 10.000 pies de profundidad. Estudia la estabilidad de buques Heavy Lift Carrier con mangas atípicas, capaces de transportar estas cargas, y en algunos casos sobresaliendo por sus amuras. Para esto se: 1. Estudia y genera posibles carenas, su compartimentación y lastre para la inmersión o emersión de la cubierta de intemperie, a más de 10 m de profundidad para tomar o dejar la carga, optimizando el proceso. 2. Analiza la estabilidad del buque tanto en inmersión/emersión y navegación, con máximas cargas y con altos centros de gravedad, y establece ábacos de estabilidad límite en función de los parámetros del buque. 3. Plantea la corrección de estabilidad excesiva del buque en condiciones de navegación para evitar las excesivas aceleraciones. Los resultados obtenidos aportan ábacos que permiten, en función de los parámetros carga a transportar (Zg max) - Peso Carga), elegir el buque más adecuado, capaz de efectuar la inmersión, emersión, y navegación, y plantea acciones futuras de investigación. ABSTRACT This work raises the potential demand in the future, to transport large semisubmersible oil rigs over 70,000 tonnes of weight for drilling to 10,000 feet deep. Study vessel stability Heavy Lift Carrier with atypical breadths capable of carrying these burdens, and in some cases standing out for their bows. 1. Examines possible hulls, their partitioning and ballast for immersion or emersion of the weather deck, more than 10 m deep to take –loading (lifting) - or leave (off- loading). 2. Analyzes the stability of the vessel both immersion / emersion and navigation, with maximum loads with high centers of gravity and stability limit states abacus according to the parameters of the ship. 3. Correction raises the stability of the ship over navigation to prevent excessive accelerations. The results allow, in terms of cargo transport parameters (Zg max) - Weight Load), choosing the most suitable vessel capable of carrying out the immersion, emersion, and navigation, and suggests future research activities.