A marine vessel hull, and marine vessels comprising at least one such hue, comprising a non-entrapment hull having at least one longitudinally vented transverse step, each longitudinally vented transverse step comprising a transverse step, and one or.sup.- more longitudinal steps extending forward therefrom. Each longitudinal step portion has a cross-sectional profile defining a cutout into the hull relative to a line defined by a deadrise angle of the hull. The cutout defines a vertical rise starting from the line defined by the deadrise angle and a run tilted outwardly upward at a non-horizontal angle less than the deadrise angle and that extends to an intersection with the line defined by the deadrise angle.

A ship hull microbubble system is adapted to reduce drag on a ship hull traveling through water. The ship hull microbubble system includes a ballast pump, mechanically coupled to a ballast main pipe which is further connected to a forward peak tank with a forward peak tank valve. A venturi injector is joined to the ballast main pipe with a riser pipe. A discharge pipe is joined to the venturi injector and further piercing the ship hull. An air water mixture is formed when water pulled into the ballast pump receives air from the venturi injector. Discharging the air water mixture through the discharge pipe creates a plurality of microbubbles against the ship hull that reduces the drag on the ship hull when travelling through water.

A watercraft vessel with at least one planing hull, in the form of a single unitary hull or with two or more interconnected hulls, each hull having at its bottom portion a deadrise angle in the interval 5-70 and provided with at least one water-deflecting surface which extends rearwardly and outwardly in relation to a keel region and which is oriented and configured so as to create a lifting force, and also a forward thrust on the hull. The forward thrust is caused by a lateral spray water stream, which is redirected rearwardly by the water-deflecting surface. The latter should be located laterally outwardly of but adjacent to an approximately triangular bottom part which is submerged at the planing speed. The hull will also provide a smoother ride than conventional, planing hulls, especially in heavy sea.

A marine vessel hull, and marine vessels comprising at least one such hull, comprising a non-entrapment hull having at least one longitudinally vented transverse step, each longitudinally vented transverse step comprising a transverse step extending from starboard to port, and one or more longitudinal steps extending forward therefrom. One or more longitudinal steps may also extend aft of an aft-most longitudinally vented transverse step, and may converge to a relatively lesser depth at the stern than a maximum depth at a location fore of the stern. The one or more longitudinal steps may gradually transition to a maximum depth aft of a discontinuity introduced by a forward transverse step. The hull may also have one or more longitudinal step tunnels.

A catamaran (100) which has a center tunnel (102), the opposite sides (105a, 105b) of which form asymmetrical pontoons (106a, 106b), which are mirror images of each other, and which pontoons (106a, 106b) have buoyancy, which has been adapted so that when the catamaran (100) moves in water, the center tunnel (102) functions as a combined water and air tunnel. When the catamaran (100) is stationary in water, the ceiling (108) of the center tunnel (102) is in water. The ceiling (108) of the center tunnel further curves in a cylindrically convex manner downwards when going from the bow (116) to the direction of the stern (118) only after an essentially horizontal portion (401) of a distance (d), which essentially horizontal portion (401) is located between the pontoons (106a, 106b).

Provided is watercraft hull system, including a hull having a fore end, an aft end, and a longitudinal axis extending between the fore end and the aft end; a substantially V-shaped portion extending from the fore end toward the aft end along a portion of the longitudinal axis; and a substantially M-shaped portion extending from the V-shaped portion toward the aft end, wherein the V-shaped portion gradually transitions to the M-shaped portion.

An unmanned vehicle may include a vehicle body and a propulsion system carried by the vehicle body. The unmanned vehicle may also include a maneuvering system carried by the vehicle body and a vehicle control system carried by the vehicle body. The vehicle control system may control speed, orientation, or direction of travel of the unmanned vehicle. The unmanned vehicle may also include a mount point carried by the vehicle body. An interchangeable payload deck may be removably connected to a portion of the vehicle body via the at least one mount point. The unmanned vehicle may further include a power supply carried by the vehicle body.

Watercraft hulls and parts thereof are disclosed which improve hydrodynamic performance for yachts, sailboards, and other craft. Drag at the transition from displacement mode to planing mode may be reduced to be the same or less than the minimum drag experienced in planing mode. Exemplary embodiments may include a bow with a center planing surface and tunnels to either side. The bow tunnels may each end in a step. At least part of the center planing surface may be cambered. A spoiler and/or interceptor may be provided at an aft end of a camber of a planing surface. For some hulls, the bow is followed by a main lift surface which is followed by a back lift surface (from stem to stern). In the back lift surface behind the main lift surface, a tunnel surface may be provided to add longitudinal stability.

A hybrid catamaran which includes a rigid mono hull with a plumb bow portion and a pair of catamaran sponsons positioned on opposing sides of the hull, beginning at a selected point along the hull from the bow, extending to the stern of the boat.

To be able to improve the flexibility in handling containers, a container ship configured to transport containers includes: an opening 106 through which cargo may be handled by moving a wheeled platform 501 between the container ship and a dock, the wheeled platform 501 including a plurality of containers 401 placed thereon; and a floor board 108 or a rail configured to support the wheeled platform 501 loaded from the dock through the opening 106.