A variable-draft barge configured to transfer loads in a body of water, and having a water line which is a function of the draft; the barge having: a hull; an underbody; at least one first chamber located in the hull and floodable selectively to alter the draft of the barge; at least one flood valve located below the water line to flood the first chamber; and a control device configured to selectively open the flood valve to flood the first chamber.

A variable-draft barge configured to transfer loads in a body of water, and having a water line which is a function of the draft; the barge having: a hull; an underbody; at least one first chamber located in the hull and floodable selectively to alter the draft of the barge; at least one flood valve located below the water line to flood the first chamber; and a control device configured to selectively open the flood valve to flood the first chamber.

A ship (1) includes a hull (2) having side shells (3A, 3B) formed at both sides in athwart ship direction, a pair of watertight compartments (6A, 6B) installed along the side shells (3A, 3B) of both sides in the athwart ship direction in the hull (2) and portions of which are divided and formed by the side shells (3A, 3B), a connection section (7) configured to bring the pair of watertight compartments (6A, 6B) in connection with each other, an opening/closing valve (8) installed at the connection section (7), and a control device (9) configured to control the opening and closing of the opening/closing valve (8), wherein the control device (9) switches the opening/closing valve (8) in an open state into a closed state when a predetermined condition is satisfied after receiving a signal indicating damage to the side shell (3A) has occurred.

This invention is type of dual-purpose boat, including cabin and hull. This boat is unique in that between the cabin and hull there is a lifting mechanism connecting the hull and cabin, at least one of which has been set up with a buoyancy regulating structure. This invention can be used as a regular boat, or if the cabin is lowered, this invention becomes a semi-submerged vessel that can be used for operational purposes or underwater sightseeing. When the invention enters shallow water or needs to navigate at high speed, the cabin can be raised to prevent beaching and to reduce resistance. The operation of this invention is simple and expands the single function of current boats.

This invention is type of dual-purpose boat, including cabin and hull. This boat is unique in that between the cabin and hull there is a lifting mechanism connecting the hull and cabin, at least one of which has been set up with a buoyancy regulating structure. This invention can be used as a regular boat, or if the cabin is lowered, this invention becomes a semi-submerged vessel that can be used for operational purposes or underwater sightseeing. When the invention enters shallow water or needs to navigate at high speed, the cabin can be raised to prevent beaching and to reduce resistance. The operation of this invention is simple and expands the single function of current boats.

A method for energy generation includes receiving, at a carbon negative energy generation system, input including calcium oxide and water and reacting, within a reaction chamber of the carbon negative energy generation system, the calcium oxide and water to release energy and generate calcium hydroxide. The method further includes directing, by the carbon negative energy generation system, the released energy to facilitate propulsion or onboard electricity generation and dispensing, by the carbon negative energy generation system, the calcium hydroxide into the ocean to sequester atmospheric CO.sub.2.

A jet propulsion watercraft includes a vessel body, an engine, a jet propulsion unit, a weight information obtaining processor, an engine controller, and a target rotational speed determining processor. The engine is accommodated in the vessel body. The jet propulsion unit is driven by the engine and propels the vessel body. The weight information obtaining processor obtains weight information regarding a weight of the vessel body. The engine controller controls an engine rotational speed such that a vessel velocity reaches a predetermined set velocity. The target rotational speed determining processor determines a target engine rotational speed corresponding to the set velocity in accordance with the weight information. The engine controller controls the engine rotational speed such that the vessel velocity reaches the set velocity based on the target engine rotational speed determined in accordance with the weight information.

A jet propulsion watercraft includes a vessel body, an engine, a jet propulsion unit, a weight information obtaining processor, an engine controller, and a target rotational speed determining processor. The engine is accommodated in the vessel body. The jet propulsion unit is driven by the engine and propels the vessel body. The weight information obtaining processor obtains weight information regarding a weight of the vessel body. The engine controller controls an engine rotational speed such that a vessel velocity reaches a predetermined set velocity. The target rotational speed determining processor determines a target engine rotational speed corresponding to the set velocity in accordance with the weight information. The engine controller controls the engine rotational speed such that the vessel velocity reaches the set velocity based on the target engine rotational speed determined in accordance with the weight information.

The present invention concerns a method for controlling the trim of a transport ship without seawater ballast (1), having a width considered along a transverse axis (y′y) of the ship (1), said ship (1) having an unladen weight P.sub.v between 20% and 60% inclusive of its total weight P.sub.T, allowing for a given maximum load weight capacity P.sub.TC, in accordance with the formula:

P.sub.T=P.sub.v+P.sub.TC

at least one first and one second closed liquid tank (3′ or 3″) not communicating with the sea, the total weight P.sub.RT of which when entirely filled with a liquid of specific gravity equal to 1 represents between 2% and 8%, preferably between 3% and 6%, of said unladen weight P.sub.V, said tanks (3′, 3″) being in communication via at least one line to transfer liquid from one to the other and being at a distance d from one another, considering the respective geometric center of each of said tanks (3′, 3″), at least equal to 1/2 when the tanks (3′, 3″) are positioned facing one another essentially along the transverse axis (y′y): d≥1/2.

The present invention concerns a method for controlling the trim of a transport ship without seawater ballast (1), having a width considered along a transverse axis (y′y) of the ship (1), said ship (1) having an unladen weight P.sub.v between 20% and 60% inclusive of its total weight P.sub.T, allowing for a given maximum load weight capacity P.sub.TC, in accordance with the formula:

P.sub.T=P.sub.v+P.sub.TC

at least one first and one second closed liquid tank (3′ or 3″) not communicating with the sea, the total weight P.sub.RT of which when entirely filled with a liquid of specific gravity equal to 1 represents between 2% and 8%, preferably between 3% and 6%, of said unladen weight P.sub.V, said tanks (3′, 3″) being in communication via at least one line to transfer liquid from one to the other and being at a distance d from one another, considering the respective geometric center of each of said tanks (3′, 3″), at least equal to 1/2 when the tanks (3′, 3″) are positioned facing one another essentially along the transverse axis (y′y): d≥1/2.