Methods and systems for recovering, processing, containing, and transporting water obtained from an ice source, i.e., a glacier, ice sheet, ice cap, etc., are described herein. The ice obtained from the ice source holds unique properties and is processed as a beverage for consumption having unique properties. Further, the resulting product is produced and transported with minimal human alteration and reduced energy input as compared to conventional methods for packaging water.

The disclosure relates to an open-loop cooling system installed on a refrigerated barge for removing heat from an external heat exchanger. The system includes an open loop with a pump drawing water from the environment and forcing the water across the outer surface of the heat exchanger to augment existing heat removal due to contact with and flow of water across the heat exchanger due to the motion of the barge. A fluid is forced across the side faces and inner faces of the cooler to increase heat transfer from the barge closed-loop cooling system to the water environment.

The disclosure relates to an open-loop cooling system installed on a refrigerated barge for removing heat from an external heat exchanger. The system includes an open loop with a pump drawing water from the environment and forcing the water across the outer surface of the heat exchanger to augment existing heat removal due to contact with and flow of water across the heat exchanger due to the motion of the barge. A fluid is forced across the side faces and inner faces of the cooler to increase heat transfer from the barge closed-loop cooling system to the water environment.

A marine vessel and method for carbon capture and sequestration are described. The marine vessel includes a buoyant hull, a cryogenic storage tank within the hull, and a gaseous carbon dioxide loading manifold. The marine vessel also includes a carbon dioxide liquefaction system in fluid communication with the cryogenic storage tank downstream of the carbon dioxide liquefaction system and with the gaseous carbon dioxide loading manifold upstream of the carbon dioxide liquefaction system. Finally, the marine vessel includes a carbon dioxide supercritical system in fluid communication with the cryogenic storage tank. In operation, the marine vessel moves between multiple locations, where gaseous carbon dioxide is onboarded, liquified and stored. Thereafter, the marine vessel transports the liquified carbon dioxide to a location adjacent an offshore geological reservoir. The liquefied carbon dioxide is then pressurized to produce supercritical carbon dioxide, which is then injected directly into the reservoir from the marine vessel.

An amphibious water tanker of 100-ton water capacity with two propelling and pumping modules hooked up at each side with pneumatic air-turbine engines powered by Archimedes-Screw pumps capable of pumping 100,000 GPM flood water into a floatation-controlled water tanker and out from the water tanker to a water consumer including agriculture. Four Caterpillar belts-driven units, each with eight toothed wheels driven by pneumatic air turbine engines using auxillary air tanks compressed air to propel the amphibious water tanker in all directions, with the tanker rolling on 140 load supporting sphere tires. Four air-turbine engines with marine propellors propel the self-inflated floatable amphibious water tanker in the shallow or deep water of a flooded river or lake. The water tanker is built locally with helical hardwood bars bolted together and each adjacent helical turn bolted to create a cylindrical 4.5-meter diameter 10-meter long, each with inlet and outlet-controlled valves.

An amphibious water tanker of 100-ton water capacity with two propelling and pumping modules hooked up at each side with pneumatic air-turbine engines powered by Archimedes-Screw pumps capable of pumping 100,000 GPM flood water into a floatation-controlled water tanker and out from the water tanker to a water consumer including agriculture. Four Caterpillar belts-driven units, each with eight toothed wheels driven by pneumatic air turbine engines using auxillary air tanks compressed air to propel the amphibious water tanker in all directions, with the tanker rolling on 140 load supporting sphere tires. Four air-turbine engines with marine propellors propel the self-inflated floatable amphibious water tanker in the shallow or deep water of a flooded river or lake. The water tanker is built locally with helical hardwood bars bolted together and each adjacent helical turn bolted to create a cylindrical 4.5-meter diameter 10-meter long, each with inlet and outlet-controlled valves.

The spilled fuel collection system is configured for use with the fuel vent of a vessel. The fuel vent is designed to release gas and fuel during an event selected from the group consisting of: a) a build-up of gas pressure within the fuel tank; and, b) overfilling the fuel tank with fuel. The spilled fuel collection system is an accessory that captures fuel and fuel vapors that escape through the fuel vent of a vessel during the fueling process. The spilled fuel collection system comprises a transportable fuel container, a hose, and a quick connect fitting. The transportable fuel container captures the fuel and vapor that escape through the fuel vent. The hose transports the escaped fuel and vapor from the fuel vent into the transportable fuel container. The quick connect fitting secures the hose to the fuel vent.

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.

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.

A method for conversion of a Very Large Ore Carrier (VLOC) to an FLNG vessel for offshore stranded gas reservoirs and at-shore or near-shore Liquefied Natural Gas (LNG) export terminals.