POWERSHIP WITH A SUBMERSIBLE VESSEL-INTERFACING FRICTION DECK

Abstract

A powership with a submersible vessel-interfacing friction deck for translocating a customer vessel is provided. The powership can include one or more podded propulsors and a power source, and include a deck with high coefficient of friction configured to interface with a customer vessel. The friction deck is configured to contact a customer vessel to form a nonpermanent coupling sufficient to impart thrust from the powership to the customer vessel. The coupling is maintained through a friction force enabled by the normal force exerted by buoyancy of the powership, where the friction force exceeds an applied thrust force of the one or more podded propulsors. The powership can have alternative power sources, such as nuclear power, electric power, and other suitable sources. Powerships of the present disclosure can reduce the complexity and expense of applying nuclear power to commercial vessels temporarily coupling to a customer vessel for long-haul ocean transport.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of Provisional Application No. 63/484,083, filed Feb. 9, 2023, the disclosure of which is hereby incorporated by reference herein in its entirety for all purposes.

TECHNICAL FIELD

The present disclosure generally relates to the fields of ship design, maritime energy and environmental impact, and implementation of nuclear power within regulatory barriers. More specifically, the present disclosure relates to a fully or partially submersible powership unit capable of propelling a vessel by an interface through a friction deck of the powership.

BACKGROUND

Greenhouse gas emissions from marine vessels, particularly merchant fleet vessels, comprise about 3% of the world's greenhouse gas emissions. Fossil fuel use, and consequent greenhouse gas emissions, can be reduced by utilizing alternative energy for the propulsion source for the vessel, particularly during long, open ocean transit. Alternative energy propulsion sources can be integrated on-board the vessel to replace or cooperate with the vessel's main propulsion engine, but require cost-prohibitive retrofit to existing shipping fleets, or production of new vessels that lead to early retirement of existing vessels. In addition to reducing greenhouse gas emissions, solutions should decrease ocean transit times, while avoiding disruption in coastal water shipping lanes and loading and unloading operations at existing ports.

Some alternative energy propulsion sources have attendant constraints on their implementation. For example, a regulatory barrier exists for foreign use of nuclear propulsion technology, thus precluding use of nuclear propulsion technology to power marine vessels that are built in foreign shipyards and/or visit foreign ports, among other constraints.

DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many of the attendant advantages of the claimed subject matter will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

FIGS. 1A and 1B show a “U” configuration of a partially submersible powership in accordance with an embodiment of the present disclosure;

FIG. 2 shows an extendable “U” configuration of a partially submersible powership in accordance with another embodiment of the present disclosure;

FIGS. 3A and 3B show a “T” configuration of a partially submersible powership in accordance with another embodiment of the present disclosure; and

FIG. 4 shows a fully submersible configuration of a powership in accordance with another embodiment of the present disclosure.

DETAILED DESCRIPTION

The detailed description set forth herein connection with the appended drawings, where like numerals reference like elements, are intended as a description of various embodiments of the present disclosure and are not intended to represent the only embodiments. Each embodiment described in this disclosure is provided merely as an example or illustration and should not be construed as preferred or advantageous over other embodiments. The illustrative examples provided herein are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed.

Embodiments described herein are expected to address one or more drawbacks of conventional implementation of alternative energy propulsion sources, for example, enabling the use of practical nuclear power by shipping fleets, reducing costs of meeting carbon-reduction, carbon-neutral, and/or carbon-free mandates, among other advantages. The embodiments herein can include electric podded propulsors, sensors and electronics, remote control technologies, improved materials, and details regarding the existing cargo shipping fleet structural designs.

Embodiments of the present disclosure provide various configurations of a powership unit with a submersible vessel-interfacing friction deck. As used herein, “powership” refers to a fully or partially submersible vessel with propulsion capability to propel another marine vessel (the “propelled vessel”) through a vessel-interfacing friction deck. The propelled vessel can also be referred to as the “customer” or “customer vessel.” The powership is intended to safely and securely propel the customer vessel without modification to the customer vessel.

The powerships described herein are configured to interface and propel a wide variety of customer vessels without requiring modification to the customer vessel, such as by modification to the hull for compatibility with a mechanical connection, etc. Although embodiments of the present disclosure may be primarily described with technological and operational approaches for advanced nuclear power (e.g., a lithium fluoride reactor, such as a liquid fluoride thorium reactor (LFTR), a supercritical CO₂ recompression cycle, etc.), the powerships are suitable for use with other alternative power sources (e.g., electric, hydrogen fuel cells, etc.). Advantages of the systems described herein include meeting regulatory barriers (e.g., carbon-free/neutral transport, nuclear power restrictions and laws, among others), providing practical near-term, cost-effective means of propelling the existing system of cargo shipping fleets, which each can provide a cleaner and more efficient operations without major industry disruption.

Embodiments of the present technology are capable of handling (interfacing and propelling) barges in harbors, inland waterways, large bodies of water, and open ocean, and the powerships described herein can be adapted to scale to small, medium, or large vessels. For example, a relatively small scale powership can utilize electric propulsion (i.e., modern battery storage) as the alternative energy propulsion source, among other sources. The development of the powership includes various aspects, such as specific operation parameters, sensors, remote control technology, docking safety, and friction deck performance. Sea trials may be performed to develop friction deck materials for effective transfer of propulsion from the powership to the customer vessel. Further aspects of the powership development may include buoyancy control and piloting the powership with and without the customer vessel.

Although embodiments of the present disclosure may be described with reference to a configuration of a fully or partially submersible powership suitable for propelling a customer vessel through an interface with a friction deck, including the configurations shown in the FIGURES, one skilled in the relevant art will appreciate that the disclosed embodiments are illustrative in nature and therefore should not be construed as limited to such an application. It should therefore be apparent that the disclosed technologies and methodologies have wide application, and therefore may be suitable for use with many types of applications. Accordingly, the following descriptions and illustrations herein should not limit the scope of the claimed subject matter.

FIGS. 1A-4 depict various configurations of a powership 101, 201, 301, and 401 that is a partially or fully submersible vessel comprising a submersible vessel-interfacing friction deck 120, 220, 320, and 420, one or more propulsors 130, 230, 330, and 430 (e.g., a podded propulsor), and a power source, wherein the friction deck 120, 220, 320, and 420 is configured to contact a customer vessel (denoted in FIGS. 1A and 3A as 10 and 30, respectively) and transfer thrust from the propulsor 130, 230, 330, and 430 to the customer vessel. As described below, the embodiment of the powership 101 and 201 shown in FIGS. 1A, 1B, and 2 has a general “U” shape, the embodiment of the powership 301 shown in FIGS. 3A and 3B has a general “T” shape, and the embodiment of the powership 401 shown in FIG. 4 has a generally flat configuration. In some embodiments, the powership includes a pilot, captain, and/or crew cabin, shown as representative blocks 140 (FIG. 1A), 240 (FIG. 2), and 340 (FIG. 3B). A manned powership crew can access the marine vessel from an accommodation ladder from the marine vessel.

The powership designs described herein typically have a carbon-free (or reduced pollutant) propulsion system able to temporarily attach to a customer vessel to service the existing worldwide commercial fleet without modifications required to the customer vessel. In one embodiment, a nuclear powered powership submersible object can be built domestically in the United States, crewed by American merchant mariners, U.S. flagged, and U.S. homeported, yet ferry foreign vessels in international waters. The embodiments described herein can be operated such that the powership can avoid the local regulatory issues of a vessel powered by a nuclear reactor, e.g., entering a foreign port, being manufactured in a foreign shipyard, etc.

During use, embodiments of the powership permit a customer vessel's main engine to shut down for the majority of long-haul, open ocean operations, while also allowing the customer's captain and crew to continue normal routines and shipboard operations, including potential rudder control, and navigation. The customer vessel can be disengaged from the powership after completing a majority of the long-haul ocean crossing, after which the customer vessel will complete the remaining coastal transit under its existing on-board propulsion system, optionally with the assistance of other assistant craft (e.g., tugboats).

Embodiments of the powership can include propulsion systems with zero greenhouse gas emissions and that can provide trans-oceanic transit at equal or greater speeds than with the conventional internal combustion prime mover; however, powerships configured to operate at slower speeds are also within the scope of the present disclosure. Additional benefits may be obtained through lower fuel cost, greater cargo mass transported, and reduced maintenance and extended service life of the customer vessel's on-board propulsion systems. Alternative embodiments of the powership described herein can also be powered by novel or advanced non-nuclear power (e.g., electric, fuel cell, etc.) or by synthetic/alternative fuels (e.g., hydrogen, ammonia, Biodiesel), each avoiding the cost and time to retrofit the same technology into an existing ship. Additionally, embodiments of the powership can serve as a platform for testing new alternatives in ship propulsion.

Although multiple power sources can be employed by the powership 101, 201, 301, and 401, in an embodiment, the power source includes propulsion power provided by a variation of a Molten Salt Reactor (MSR) capable of generating megawatt-scale power. The propulsion power can be provided by a Lithium Fluoride Thorium Reactor (LFTR), a Supercritical Carbon Dioxide (CO₂) Recompression Cycle, or a combination thereof. A LFTR in combination with a Supercritical CO₂ Recompression Cycle can provide performance levels ideal for trans-oceanic transit of customer vessels, such as cargo vessels. The power source can convert thermal energy to electrical energy which is used in electrical propulsion drive units. This thermal energy can be produced from a nuclear reaction or radioactive decay. In other embodiments, other power sources are used, such as petroleum, stored electrical energy, biofuel, and other energy sources described above. Each of the suitable alternative power sources are generally capable of producing electrical energy, and in some examples in the absence of, or reduced, greenhouse gas emissions.

The powership 101, 201, 301, and 401 can include one or more of the propulsors 130, 230, 330, and 430, which may be podded propulsors to provide directional thrust by rotation of the propellor direction. As referenced herein, podded propulsors are propulsion or maneuvering devices external to the ship hull and which house a powered propeller. Podded propulsors use a highly efficient motor drive for high thrust electrical input applications. Each of the one or more podded propulsors can include a pod, a propeller, a motor, and a power source, such as electrical energy, and provide a directional thrust force. Embodiments of the powership 101, 201, 301, and 401 can have one, two, three, four, five, or more podded propulsors. For example, FIG. 1A shows the powership 101 having four podded propulsors 130. In embodiments with greater than two podded propulsors, the positional configuration of the podded propulsors can be linear or nonlinear across the powership. Examples of nonlinear configurations are podded propulsors being located at different positions in the vertical or longitudinal directions. The propulsors 130, 230, 330, and 430 can apply a directional thrust force sufficient to translocate the powership when separate from the customer vessel, and sufficient to translocate the powership and the customer vessel, when the powership and customer vessel are coupled through the friction deck 120, 220, 320, and 420. In other embodiments, the propulsors have a direct drive propeller system, and in these embodiments may include additional steering thrust controls.

Embodiments of the powership 101, 201, 301, and 401 utilize the friction deck 120, 220, 320, and 420, respectively, which is configured as a surface enabling the powership to couple to a customer marine vessel (e.g., in the manner shown in FIGS. 1A and 3A), such as vessels of the world-wide merchant fleet. In use, buoyancy of the powership forces the friction deck surface against the flat bottom (zero deadrise) of a marine vessel and or other parts of the hull to transfer thrust from the powership to the customer vessel. The coupling between the powership and the customer vessel hull is temporary and does not require modifications to the customer vessel. During coupling by the powership, the customer vessel hull distributes the load based on the hull's water pressure design. The friction deck of the powership can be configured to maintain a connection with the largest commercial vessels, and the size and shape of the powership can be adapted to correspond to the class of ships that are intended to be coupled. In this regard, the powership can be limited to spanning a portion of the hull, usually one to two cargo hold bulkhead lengths (to distribute stress) and the width of the ship at its parallel midbody. Therefore, embodiments of the powership can be adapted to couple through the friction deck with virtually any merchant ship class.

The powership 101, 201, 301, and 401 can employ the force of buoyancy to generate a large normal force pressing the friction deck surface against the flat bottom surface of the customer vessel. The normal force can be increased by increasing the buoyancy of the powership when positioned under the marine vessel. As shown in FIGS. 1A-3A, in some embodiments, the powership can include one or more vertical surfaces 112, 212, and 312 that are additionally or alternatively in contact with a side or vertical surface (static or adjustable) of the customer vessel (see, e.g., FIGS. 1A and 3A). Once the powership and the customer vessel are coupled by friction, an axial (forward/back) thrust force, and/or lateral (left/right) thrust force, can be generated by the powership propulsion system through the propulsors 130, 230, 330, and 430, and transferred to the customer vessel. This axial/lateral force is resisted at the friction deck surface contact area by frictional forces, preventing the powership from sliding with respect to the customer vessel, such that the powership can translocate the customer vessel.

In the embodiments described herein, the maximum engine output can be from 15,000-30,000 kW, with a propulsive coefficient is 0.7, resulting in effective power of 10,500-21,000 kW. The velocity of the powership can be 10.5-11.5 knots, or about 11 knots (about 5.7 m/s) during propulsion of the customer vessel. In an embodiment, the resistance is 1842-3684 kN (185-370 long tons). The powership can operate with an approximately 1.0 friction coefficient, which corresponds to 370 long tons of normal force based on buoyancy configured to produce 370 long tons of static frictional force to resist the thrust.

As described herein, the friction force of the powership 101, 201, 301, and 401 is directly dependent on two factors: (1) the normal force generated by buoyancy of the variable ballast tanks, which comprises filling and evacuation of the powership cavity or cavities with water (e.g. seawater), or gas such as air, and (2) the coefficient of friction, which is determined by the surface interface material(s) of the friction deck 120, 220, 320, and 420. By submerging a powership below the customer vessel and then de-ballasting the desired amount, it is possible to develop a buoyant force translating to normal force. In some embodiments, the surface can include a composition having a high coefficient of friction and or various interface surface components, such as the components shown as 122 (FIG. 1B) and 322 (FIG. 3A). The interface surface components can be blocks, grooves, roughened surfaces, etc. In embodiments having the vertical surfaces 112, 212, and 312, further interface surface components can increase the friction with the customer vessel, such as the component 214 (FIG. 2) and 314 (FIG. 3A) interfacing the sides of the customer vessel hull. In further embodiments, the connection force can be augmented by a magnetic connection and or a mechanical connection (e.g., hooks, anchors, mooring lines, etc.).

Embodiments of the powership can include surface interface materials that promote the coupling of the powership to the customer vessel. In this regard, the materials of the friction deck 120, 220, 320, and 420 and/or the interface surface components 122 and 322 can be durable, relatively soft, and have a high friction coefficient. In some embodiments, the materials to promote the coupling of the powership to the customer vessel are polymers, rubbers, metals, or combinations thereof. Examples of metals suitable for use with the embodiments disclosed herein include zinc, magnesium, aluminum, lead, and combinations thereof. The aforementioned normal forces and the friction coefficients of these materials can create suitable friction levels to resist the thrust forces necessary to propel the customer vessels, including the largest merchant vessels in service.

Typical operation of embodiments of the powership 101, 201, 301, and 401 can include: (1) rendezvous with a customer vessel in the open ocean (12-200 nautical miles offshore, depending on, e.g., nuclear operation restrictions); (2) submerging and maneuvering the powership friction surface below the marine vessel hull; (3) deballasting, or evacuating water from a powership ballast cavity 132 (FIG. 1B), 332 (FIG. 3A), or 432 (FIG. 4), to create the connection with the bottom and/or sides of the customer vessel(s) using buoyancy; and (4) propelling the customer vessel(s) with the propulsors 130, 230, 330, and 430 of the powership. In the embodiment shown in FIGS. 3A and 3B, the powership 301 can simultaneously couple to, and cause translocation of, multiple marine vessels, such as two customer vessels 30. The powership 301 can include a wedge-shaped sail having vertical surfaces 312 that extends between each customer vessel hull 30 to ensure contact with each customer vessel hull and side. The wedge shape of the sail shown in FIG. 3B can prevent the powership 301 from moving forward in the gap between two vessels 30. During operation, once the powership and the customer vessel are connected, thrust is gradually increased until the connected marine vessels reach the desired transit speed. Thrust is exerted in a way to not exceed the frictional and tensile force connection which would cause relative motion of the powership and the customer vessel.

As the coupled powership and customer vessel combination approach a destination, for example, 12-200 nautical miles from shore, typical operation can further include: (1) the customer vessel restarting its main propulsion engine; (2) the powership crew shifting control from remote control back to the powership; (3) the powership crew repositioning back into the powership cabin; (4) the customer vessel gradually increasing its own powered propulsion thrust; (5) the powership detaching, for example by decreasing its buoyancy, increasing the water volume in the powership cavity, and/or decreasing the gas volume in the powership cavity; and/or (6) maneuvering the powership to a new rendezvous such as with another customer vessel. In any of these operational scenarios, the powership can operate for 10-44 or greater days while coupled to the customer vessel.

The propulsors 130, 230, 330, and 430 and other systems of the powership 101, 201, 301, and 401 can have control systems arranged locally (e.g., on-board) or remotely from the powership. The powership can be configured with one or more conventional receiving devices which receive a remote-control signal. Examples include: a motor control valve, remote sensors to detect and signal pressure and temperature, self-shifting strainers, etc. In some embodiments, the powership includes slippage sensors configured to detect movement between the surface and the marine vessel.

Embodiments of the powership can include sensors to provide speed, orientation, and direction (e.g., roll, pitch, and heave motion) of the customer vessel coupled to a control system to drive the powership friction platform to match the customer vessel center keel strake or flat plate keel orientation. In some embodiments, the powership provides forward thrust, while the customer vessel's rudder provides directional control of the combination of the powership and the customer vessel.

The various configurations of the powership 101, 201, 301, and 401 will now be described in greater detail. FIGS. 1A and 1B show a “U” configuration of a partially submersible powership 101, having a self-propelled floating dry dock 110 with open ends and vertical wing walls 112 (having the vertical surfaces). As shown in FIG. 1A, the customer vessel 10 fits into the “U” opening and interfaces with the friction deck 120 and vertical surfaces of the wing walls 112. In some embodiments, the width between the wing walls 112 is greater than the length of the floating dry dock 110 between the open ends.

When not attached to a customer vessel, the powership 101 can be configured to operate oriented at 90 degrees to the connected orientation, e.g., with the bow (alternatively the bilge strake) during operation being one of the wing walls 112. The podded propulsors 130 can enable this bi-directional operation. When not connected with a customer vessel, the friction deck 120 can be above the waterline such that the underwater hull form of the dry dock 110 resembles a conventional heavy-lift ship or floating dry dock.

An embodiment of a variable width “U” configuration powership 201 is shown in FIG. 2. In this embodiment, the width of the powership 201 can be adjusted to accommodate customer vessels of various widths by one or more finger portions 224 that are laterally slidable to change the lateral distance between the wing walls 212. The configurations shown in FIGS. 1A and 1B can also include the width adjustment of the powership 201. FIG. 2 shows a position of the powership 201 in an extended or intermediate position to accommodate a wider customer vessel than the customer vessel 10 shown in FIG. 1A. One expected advantage of the powership 201 includes the ability to closely couple the wing walls 212 to match the beam of the customer vessel. For example, the powership 201 can be designed to interface with the standard widths (Panamax, Capemax, Suezmax, etc.) or inland waterways or coastal marine vessels (dredges or barges). In further embodiments, airbags or extending mechanical blocking devices 214 can be used to apply a force between the wing walls 212 and the sides of the customer vessel. The propulsors 230 of the powership 201 can be arranged below the customer vessel in any suitable configuration.

In other embodiments, the powership can have an “L” configuration (not shown) similar to the “U” configuration shown in FIGS. 1A-2, but only including a single wing wall. In these embodiments, the “L” configuration can be partially submersible and configured to only partially extend beneath the beam of the customer vessel, and can be sized to have enough friction deck surface area to generate the required friction force for transport of the customer vessel. When these “L” powerships are not connected with the customer vessel, the friction deck can be above the waterline. The “L” powership can operate at either orientation (e.g., as in a coupled orientation with a customer vessel or a 90-degree ship direction). In one operation configuration, the wing wall can be used as the bow when the “L” powership is underway and disconnected from the customer vessel. The “L” powership embodiments can allow transport coupling to vessels of wider beams and/or can allow the powership width to be smaller than the other powership embodiments described herein.

FIGS. 3A and 3B show an inverted “T” configuration powership 301 that is at least partially submersible. The powership 301 includes a single wing wall 312 positioned generally at the central transverse location of the friction deck 320. In some embodiments, the powership 301 does not extend beneath the entire beam of the customer vessel during coupled operation. The wing wall 312 (or “sail”) of the powership 301 can be wedge shaped, e.g., narrower toward the top, to accommodate the hull configurations of the customer vessels 30. When the powership 301 is not coupled with a customer vessel, the friction deck 320 can be above the waterline.

FIG. 4 shows a configuration of a fully submersible powership 401. The powership can also be referred to as a “powersub.” When the powership 401 is coupled to the customer vessel, the powership 401 generally does not have any portion that extends above the waterline. The shape of the powership 401 can be configured to couple with vessels having any beam. The powership 401 can include the friction deck 420, propulsors 430, and the powership cavity 432. In some embodiments, the powership 401 further includes submarine-type control surfaces and other mechanisms for safe operation while submerged. When the powership 401 is not coupled to a customer vessel, portions of the powership 401 may be above the waterline during maneuvering, or the powership 401 may remain completely submerged. The powership 401 is expected to enhance maritime security, particularly when powered with a nuclear power source, since the submerged system is difficult to board, can dive to lower depths, and out run most pursuing vessels. The powership 401 can be configured to receive a control signal from a remote-control system.

In any of the embodiments disclosed herein, the powerships 101, 201, 301, and 401 are capable of self-translocation by: (1) applying a directional thrust force; and (2) controlling the directional applied thrust force with a local or remotely controlled system.

In the foregoing description, specific details are set forth to provide a thorough understanding of exemplary embodiments of the present disclosure. It will be apparent to one skilled in the art, however, that the embodiments disclosed herein may be practiced without embodying all of the specific details. In some instances, well-known process steps have not been described in detail in order not to unnecessarily obscure various aspects of the present disclosure. Further, it will be appreciated that embodiments of the present disclosure may employ any combination of features described herein.

The present application may reference quantities and numbers. Unless specifically stated, such quantities and numbers are not to be considered restrictive, but exemplary of the possible quantities or numbers associated with the present application. Also in this regard, the present application may use the term “plurality” to reference a quantity or number. In this regard, the term “plurality” is meant to be any number that is more than one, for example, two, three, four, five, etc. The terms “about,” “approximately,” “near,” etc., mean plus or minus 10% of the stated value. For the purposes of the present disclosure, the phrase “at least one of A and B” is equivalent to “A and/or B” or vice versa, namely “A” alone, “B” alone or “A and B.” Similarly, the phrase “at least one of A, B, and C,” for example, means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), including all further possible permutations when greater than three elements are listed.

It should be noted that for purposes of this disclosure, terminology such as “upper,” “lower,” “vertical,” “horizontal,” “fore,” “aft,” “inner,” “outer,” “front,” “rear,” etc., should be construed as descriptive and not limiting the scope of the claimed subject matter. Further, the use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless limited otherwise, the terms “connected,” “coupled,” and “mounted” and variations thereof herein are used broadly and encompass direct and indirect connections, couplings, and mountings.

Throughout this specification, terms of art may be used. These terms are to take on their ordinary meaning in the art from which they come, unless specifically defined herein or the context of their use would clearly suggest otherwise.

The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure, which are intended to be protected, are not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. It will be appreciated that variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present disclosure. Accordingly, it is expressly intended that all such variations, changes, and equivalents fall within the spirit and scope of the present disclosure as claimed.

Claims

1. A powership for translocating a marine vessel, the powership comprising:

a submersible dry dock having a friction surface;

a power source;

at least one propulsor operably coupled to the power source; and

a ballast cavity,

wherein filling at least a portion of the ballast cavity with water submerges the dry dock to a depth where the friction surface is positionable under a hull of the marine vessel, and

wherein evacuating water from the ballast cavity increases the buoyancy of the powership such that the friction surface contacts and applies a normal force against the hull of the marine vessel, the normal force creating a friction force sufficient to counteract a lateral propulsion force caused by the at least one propulsor during translocation of the marine vessel.

2. The powership of claim 1, wherein the friction surface comprises friction-enhancing blocks, grooves, roughened surfaces, or any combination thereof.

3. The powership of claim 1, wherein the friction surface comprises metal, rubber, lead, magnesium, zinc, aluminum, synthetic polymers, or any combination thereof.

4. The powership of claim 1, wherein the contact between the friction surface and the hull of the marine vessel forms a nonpermanent coupling, and wherein the nonpermanent coupling is maintained through buoyancy of the powership applying the normal force against the hull of the marine vessel.

5. The powership of claim 1, wherein the at least one propulsor has a podded configuration, and wherein the at least one propulsor further comprises a motor operably coupled to the power source.

6. The powership of claim 5, wherein the podded configuration of the one or more propulsors provides a directionally variable applied thrust force.

7. The powership of claim 6, wherein the directionally variable applied thrust force is sufficient to translocate the combination of the powership and the marine vessel.

8. The powership of claim 5, wherein the powership comprises multiple propulsors in a nonlinear configuration.

9. The powership of claim 1, wherein the powership comprises two, three, four, five, or greater than five propulsors.

10. The powership of claim 1, wherein the power source produces electrical energy.

11. The powership of claim 10, wherein the power source produces fewer greenhouse gas emissions than an on-board propulsion system of the marine vessel.

12. The powership of claim 10, wherein the power source comprises a lithium fluoride reactor and/or a supercritical CO2 recompression cycle.

13. The powership of claim 1, wherein the powership comprises a “U,” an “L,” or a “T” configuration when viewed in the direction of a longitudinal axis of the marine vessel, when coupled.

14. The powership of claim 1, further comprising a vertical wall having a vertical friction surface that is configured to contact a side portion of the hull of the marine vessel to increase the friction force between the powership and the marine vessel when coupled.

15. The powership of claim 1, wherein the ballast chamber has a volume sufficient to create the normal force sufficient for coupling the powership to the hull of the marine vessel through the friction surface without sliding during translocation of the marine vessel.

16. The powership of claim 1, further comprising one or more slippage sensors associated with the friction surface, wherein the slippage sensors are configured to detect relative movement between the friction surface and the hull of the marine vessel.

17. The powership of claim 1, further comprising a control system for controlling at least the power source and the propulsors, wherein the control system is configured to receive a control signal from a remote system.

18. The powership of claim 1, further comprising a hull configuration that is capable of propelling the powership in the absence of the marine vessel in at least two primary directions.

19. A method of translocating a marine vessel with a powership, the powership having a submersible dry dock having a friction surface, a power source, at least one propulsor operably coupled to the power source, and a ballast cavity, the method comprising:

positioning the powership near the marine vessel;

filling at least a portion of the ballast cavity with water to submerge the dry dock to a depth at which the friction surface is deeper than a bottom of a hull of the marine vessel;

positioning the friction surface underneath the hull of the marine vessel;

evacuating water from the ballast cavity to increase the buoyancy of the powership such that the friction surface contacts and applies a normal force against the hull of the marine vessel, the normal force creating a friction force sufficient to counteract a lateral propulsion force caused by the at least one propulsor during translocation of the marine vessel; and

applying a directional applied thrust force with the one or more propulsors to translocate the marine vessel.

20. The method of claim 19, further comprising evacuating additional water from the ballast cavity to increase the buoyancy of the powership in reaction to receiving a slippage signal from a slippage sensor associated with the friction surface, wherein the slippage sensor is configured to detect relative movement between the friction surface and the hull of the marine vessel and supply the slippage signal to a control system of the powership.

21. The method of claim 19, further comprising controlling the directional applied thrust force with a control system located on-board the powership or remote from the powership.

22. The method of claim 19, wherein the at least one propulsor has a podded configuration and a motor operably coupled to the power source, and wherein applying the directional applied thrust force comprises applying a directionally variable applied thrust force.

23. The method of claim 19, wherein the power source comprises a lithium fluoride reactor and/or a supercritical CO2 recompression cycle.