A jet propulsion device is mounted to a vessel body and connected to a drive shaft. A bearing rotatably supports the drive shaft. A bulkhead is disposed inside the vessel body and below a deck. The bulkhead supports the bearing and includes a gap disposed between the drive shaft and the deck. The drive shaft and the gap overlap as seen in a vertical direction.

The present invention relates to a liquefied gas carrier having a width of less than 32.3 m to pass through the old Panama Canal, which includes a liquefied gas tank having a liquefied gas storage capacity of 70K or more, preferably 78.7K.

The present invention relates to a liquefied gas carrier having a width of less than 32.3 m to pass through the old Panama Canal, which includes a liquefied gas tank having a liquefied gas storage capacity of 70K or more, preferably 78.7K.

A floating vessel for use as a hydrogen and/or ammonia floating production storage and offloading vessel comprising an inner hull wall; at least two bulkheads, wherein the at least two bulkheads are disposed within the inner hull wall, forming at least three separate storage spaces; a series of cross-members, wherein the series of cross members are disposed between the at least two bulkheads to provide support and stability to the at least two bulkheads; and a deck, wherein the deck is supported by and disposed upon the at least two bulkheads; and wherein the at least three separate storage spaces are configured to contain gasses and/or liquids.

A floating vessel for use as a hydrogen and/or ammonia floating production storage and offloading vessel comprising an inner hull wall; at least two bulkheads, wherein the at least two bulkheads are disposed within the inner hull wall, forming at least three separate storage spaces; a series of cross-members, wherein the series of cross members are disposed between the at least two bulkheads to provide support and stability to the at least two bulkheads; and a deck, wherein the deck is supported by and disposed upon the at least two bulkheads; and wherein the at least three separate storage spaces are configured to contain gasses and/or liquids.

This ship includes a ship body, a fuel tank chamber, a stern-side engine room, a bow-side engine room, a main fuel line and a sub-fuel line, and a pump mechanism. The main fuel line connects a fuel tank, a stern-side power generation unit, and a bow-side power generation unit through the bow-side engine room. The sub-fuel line connects at least the fuel tank and the stern-side power generation unit, and is disposed through a section different from the bow-side engine room through which the main fuel line passes. The pump mechanism selectively feeds fuel into the main fuel line or the sub-fuel line from the fuel tank.

This ship includes a ship body, a fuel tank chamber, a stern-side engine room, a bow-side engine room, a main fuel line and a sub-fuel line, and a pump mechanism. The main fuel line connects a fuel tank, a stern-side power generation unit, and a bow-side power generation unit through the bow-side engine room. The sub-fuel line connects at least the fuel tank and the stern-side power generation unit, and is disposed through a section different from the bow-side engine room through which the main fuel line passes. The pump mechanism selectively feeds fuel into the main fuel line or the sub-fuel line from the fuel tank.

Method for transferring standardized containers between a container ship and a quay, using harbor cranes such as a gantry crane, wherein during the entire maneuver, the longitudinal axes of the containers are perpendicular to the edge of the quay. In order to carry out said method, two items are used: a container ship where the standardized containers are arranged with the longitudinal axes thereof orthogonal to the longitudinal axis of the ship, and a harbor crane such as a gantry crane used to transfer standardized containers in a position such that the longitudinal axes thereof are orthogonal to the edge of the quay; this allows the gap between legs of the crane to be smaller than that of current cranes as said gap depends on the arrangement of the container as it passes therethrough; thus, a higher number of cranes can operate on the same ship of the same length.

Method for transferring standardized containers between a container ship and a quay, using harbor cranes such as a gantry crane, wherein during the entire maneuver, the longitudinal axes of the containers are perpendicular to the edge of the quay. In order to carry out said method, two items are used: a container ship where the standardized containers are arranged with the longitudinal axes thereof orthogonal to the longitudinal axis of the ship, and a harbor crane such as a gantry crane used to transfer standardized containers in a position such that the longitudinal axes thereof are orthogonal to the edge of the quay; this allows the gap between legs of the crane to be smaller than that of current cranes as said gap depends on the arrangement of the container as it passes therethrough; thus, a higher number of cranes can operate on the same ship of the same length.

A natural gas liquefaction vessel including an increased deadweight tonnage, as compared to a liquefied natural gas carrier (LNGC) of a comparably-sized ship, is achieved by reducing the LNGC's cargo capacity. This difference creates room on the port and starboard sides of cargo tanks to increase the size of the adjacent wing tanks. The increased size of the wing tanks occupy the space created by the reduced cargo tank size of the vessel and may support a larger upper trunk deck. The ballast wing tanks and smaller cargo tanks increase the deadweight available. With this approach, the larger upper trunk deck of the vessel is able to support an efficient floating liquefaction plant that improves the LNG value chain because it is capable of producing 2.0-3.0 MTPA in the footprint of a standard vessel hull, such as for example a Q-Max hull.