AU2009202910B2

AU2009202910B2 - Low Emissions Transport System

Info

Publication number: AU2009202910B2
Application number: AU2009202910A
Authority: AU
Inventors: William Peter Symington
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-07-22
Filing date: 2009-07-20
Publication date: 2011-11-03
Anticipated expiration: 2029-07-20
Also published as: AU2009202910A1

Abstract

Abstract The invention provides a watercraft comprising at least one hull; and at least two propulsion systems comprising (i) a primary propulsion system comprising wind driven propulsion means; and (ii) a secondary propulsion system comprising solar energy collection means, photovoltaic conversion means and at least one electric drive means; wherein the solar energy collection means are positioned relative to at least one of the port side of the watercraft and starboard side of the watercraft; such that in use, the primary propulsion system acts as the primary means for moving the watercraft across a large body of water and the secondary propulsion means provides an additional or alternative means for moving the watercraft. LLJJL K I I II II iI i12 15 Figure 1 Figure 2

Description

AUSTRALIA Patents Act 1990 COMPLETE PATENT SPECIFICATION Name of Applicant: William Peter Symington Actual Inventor: William Peter Symington Address for Service: Cullens Patent & Trade Mark Attorneys Level 32, 239 George Street Brisbane Queensland 4000 Australia Invention Title: Low Emissions Transport System -2 TECHNICAL FIELD The invention described herein relates generally to water-going, low fuel consumption transportation means. In particular, the invention is directed to water-going transportation means having low greenhouse gas emissions, although the scope of the 5 invention is not necessarily limited thereto. BACKGROUND ART Many scientists assert that a major problem facing the world today is global warming resulting from the greenhouse effect. The greenhouse effect has been attributed 10 to an increase in greenhouse gas emissions from human activity. The scale of the problem is such that governments, businesses and individuals world-wide are considering and seeking measures to limit or reduce greenhouse gas emissions. Transportation is a major contributor to the problem of greenhouse gas emissions, such that in 2005, transport contributed 80.8 megatonnes (Mt) of greenhouse gas 15 emissions, which equates to almost 15% of Australia's net emissions for that year. A related issue to that of global warming is the world's dependence on fossil fuels, which are a limited resource. Specifically, the supply of crude oil and its derivatives is thought to be close to "peak oil", the point at which discovery of new reserves reaches a peak and henceforth declines. Most, if not all common modes of transportation used 20 today rely on crude oil and its derivatives for fuel. Road transportation also relies on crude oil for bitumen to pave and repair extensive road networks. The combined issues relating to global warming and diminishing fossil fuel reserves are resulting in increasing economic and legal pressures to change the way freight and passengers are transported, not only in Australia, but in other developed 25 countries. In addition, there has been an increased awareness of issues surrounding use of non-renewable energy sources, leading to a concomitant increase in interest in renewable energy sources such as solar and wind energy. In contrast to non-renewable energy -3 sources such as fossil fuels, renewable energy sources are generally not only sustainable, but have the additional benefits of lower operating costs and a reduction in pollutant emissions, such as noise and air pollution. Current transportation systems are not sustainable. In order to reduce the reliance 5 on non-renewable fuel transport, alternative, sustainable transportation methods are required. Water-going transport provides an alternative to road and air transportation. The design of cargo ships currently used for sea transport is such that they require deep-water access at ports. Additionally, infrastructure is required at ports for transfer of cargo on 10 and off such ships. Therefore, water-going transport vessels capable of traversing both deep and shallow waters and able to transfer cargo without the aid of port-based loading facilities, could provide a viable alternative to road, rail and air transportation. Therefore, there would be an advantage to provide a water-going transportation means having low greenhouse gas emissions, which may overcome at least some of the 15 above-mentioned disadvantages or provide a useful or commercial choice. SUMMARY OF THE INVENTION In a first embodiment, the invention provides a watercraft comprising: a) at least one hull; and 20 b) at least two propulsion systems comprising (i) a primary propulsion system comprising wind-driven propulsion means; and (ii) a secondary propulsion system comprising solar energy collection means, photovoltaic conversion means and at least one electric 25 drive means; wherein the solar energy collection means are positioned relative to at least one of the port side of the watercraft and starboard side of the watercraft; -4 such that in use, the primary propulsion system acts as the primary means for moving the watercraft across a large body of water and the secondary propulsion means provides an additional or alternative means for moving the watercraft. With reference to the embodiment above, the watercraft can be any type of 5 watercraft. The watercraft can therefore be a ship, such as a cargo ship or a passenger ship. In another embodiment, the watercraft can be a boat, such as a ferry. In one embodiment, the watercraft has a monohull configuration. In a further embodiment, the watercraft has a multihull configuration, such as a catamaran or a trimaran. Multihull vessels in general have a smaller vessel draft than monohull vessels 10 of the same displacement, and therefore can navigate shallower waters than monohull vessels. A multihull vessel having a small vessel draft can have navigable access to small harbours, rivers and canals of regional cities and towns, thereby reaching small ports, jetties and boat ramps, which may not be accessible to a watercraft having a monohull configuration and therefore a deep vessel draft. 15 The watercraft can be for any purpose, including for the transportation of goods or persons. Preferably, the watercraft is for the transportation of goods. Any type of goods can be transported using the watercraft of the invention, including shipping containers, liquids, gases, dry goods, palletized cargo and livestock. The watercraft can be adapted to transport a single type of cargo or the watercraft can be adapted to transport two or more 20 types of cargo. The phrase "wind-driven propulsion means" can include any means known in the art for harnessing wind to propel a watercraft, including direct and indirect propulsion means. For example, the phrase is intended to cover propulsion means that are wind driven and also where the watercraft is propelled directly by the wind. 25 The wind-driven propulsion means can therefore comprise at least one sail. The at least one sail can be a flexible sail or can be a rigid wing. In a preferred embodiment, the wind-driven propulsion means comprises at least one flexible sail. Watercraft according to the present invention can additionally be fitted with steering means for use when the watercraft is being moved solely under the influence of -5 wind-driven propulsion means. In the absence of any input from the secondary propulsion system, the watercraft can be steered using any known means in the art for steering wind-propelled watercraft. The wind-driven propulsion means can be attached to the watercraft by any 5 suitable means. In one embodiment, the wind-driven propulsion means can be attached to the watercraft using at least one mast. The mast can be adapted to further comprise a boom. Preferably the boom is adapted such that the boom can be raised or lowered with respect to its position on the mast or with respect to its angle from horizontal. The boom can be a rigid boom or a telescopic boom. Preferably, the boom is a telescopic boom. 10 In one embodiment, the boom can be adapted for use as a crane, to facilitate loading and unloading of cargo. In a further embodiment, the boom can be adapted to lower, support and raise a ramp, wherein the ramp is utilized for loading and unloading cargo. The boom can therefore be fitted with at least one cable which attaches to the ramp, thereby providing support for the ramp from the boom via the at least one cable. 15 Retraction of the at least one cable into the boom acts to raise the ramp, whilst extending the at least one cable from the boom acts to lower the ramp. A watercraft with a boom adapted for use as a crane, or adapted to lower, support and raise a ramp, thus allows the watercraft to load and unload at locations which do not have infrastructure such as cranes and conveyor systems for loading and unloading 20 watercraft. Such locations may include small ports, boat ramps and jetties. The boom can be further adapted to provide support for an extendable conveyor belt or piping system, thus allowing the watercraft to load and unload bulk dry goods, liquids or gases. Watercraft of the invention which are adapted to transport two or more types of 25 cargo preferably have at least two masts and therefore at least two booms wherein each boom is adapted to facilitate loading and unloading of one or more cargo types. Referring to the first embodiment above, the solar energy collection means can comprise any solar energy collection means known in the art. The solar energy collection means can therefore comprise a plurality of solar cells wherein the cells are connected to -6 form an array. The plurality of solar cells can be connected in series or in parallel, or in any combination thereof. Preferably, the solar cells are connected to form at least one solar panel and at least one array. In one embodiment, the solar energy collection means are positioned relative to 5 the starboard side of the watercraft. In an alternative embodiment, the solar energy collection means are positioned relative to the port side of the watercraft. In a preferred embodiment, the solar energy collection means are positioned relative to both the starboard side and the port side of the watercraft. Preferably, the solar energy collection means comprise a series of solar panels 10 which are mounted along the port and starboard sides of the watercraft such that shading from the wind propulsion means when deployed, is minimized. A watercraft having a multihull configuration will have a larger width than a watercraft having a monohull configuration. This allows for the solar energy collection means to be placed further from the centre of the watercraft and therefore also assists in minimizing shading to the solar 15 energy collection means by the wind propulsion means. The solar panels can be mounted along the port and starboard sides of the watercraft in any suitable way, and can be mounted in a fixed position or can be adjustably mounted. Adjustable mounting allows for optimization of solar energy capture. The panels can be manually adjustable or automatically adjustable. 20 Referring to the first embodiment, above, the solar energy collection means will typically be associated with a photovoltaic means and at least one solar regulator to convert the collected solar energy into electrical energy either for immediate use, or preferably for storage. The solar energy collection means can be connected to at least one energy storage 25 device. The at least one energy storage device can be a battery. Preferably, the solar energy collection means are connected to a plurality of batteries which can be connected in series or in parallel. To assist with balance of the watercraft, it is preferred that the at least one energy storage device is positioned in the lower and/or outer parts of the watercraft. The at least one energy storage device can therefore also function as ballast.

-7 The energy stored within the at least one energy storage device can be used to provide secondary propulsion means for the watercraft. The stored energy can additionally be used to provide auxiliary power for onboard systems, including electrical equipment and navigation systems. Onboard systems including radar, 5 telecommunications, computers, lights, fans, winches, pumps, solenoids and cranes can also be powered by the stored energy. The at least one energy storage device is preferably connected to at least one electric motor. The at least one energy storage device can be connected to at least one electric motor via any suitable means known in the art. Therefore, the at least one energy 10 storage device can be connected directly to at least one electric motor. In an alternative embodiment, the at least one energy storage device can be connected to at least one electric motor via a motor controller. The at least one electric motor is preferably connected to a drive or propulsion means, including a propeller or a water jet. In an alternative embodiment, the secondary propulsion system includes at least 15 one hybrid system. The at least one hybrid system comprises a motor utilizing liquid or gas fuel and an electric motor wherein the electric motor is connected to the at least one energy storage device. The two motors of each hybrid system can be coupled to a propeller or a water jet via a dual-input gearbox. In further embodiments, the motor utilizing liquid or gas fuel can utilize renewable fuels including bio-diesel, methane or 20 hydrogen. In a further alternative embodiment the at least one energy storage device can be connected to at least one generator capable of generating electrical energy utilizing liquid or gas fuel. The at least one generator can supplement the supply of electrical energy provided by the solar energy collection means. In further embodiments, the at least one 25 generator can utilize renewable fuels including bio-diesel, methane or hydrogen. In further embodiments, with improvements in the efficiency of available solar energy collection means, a generator or a motor utilizing liquid or gas fuel may not be necessary. The watercraft of the invention can be equipped with a command centre, such as a 30 bridge, from where the propulsion systems and any onboard systems can be controlled.

-8 The bridge can be at any suitable position on the watercraft. Preferably, the bridge is located towards the front of the watercraft. Locating the bridge towards the front of the watercraft provides for good forward visibility and maximizes the cargo-carrying capacity of the deck of the watercraft. 5 In embodiments where the bridge is located towards the front of the watercraft, visibility of the sails and cargo area can be achieved by equipping the bridge with rear-facing windows, internal rear-view mirrors, external rear-view mirrors and/or closed-circuit cameras. In a preferred embodiment, the bridge is equipped with rear-facing windows, internal rear-view mirrors and closed-circuit cameras. 0 Referring to the first embodiment above, the primary propulsion system provides the primary means for moving the watercraft across a large body of water such as an ocean, sea or lake. The secondary propulsion system provides an additional or alternative means for moving the watercraft. In one embodiment, the secondary propulsion system provides low-speed, high 5 manoeuvrability propulsion means for movement and navigation of the watercraft in small bodies of water such as a channel, river or port. The secondary propulsion system is therefore idle for significant periods of time whilst the primary propulsion system is moving the watercraft across a large body of water. During this time, although the secondary propulsion system is idle, the solar energy collection means .0 continue to collect solar energy. The collected solar energy is stored in at least one energy storage device rather than used immediately, thereby maximizing stores of solar energy for use later, as required. A definition of the specific embodiment of the invention claimed herein follows. In a broad format, the invention provides a watercraft comprising: 25 a) at least two hulls; b) at least two propulsion systems comprising (i) a primary propulsion system comprising wind-driven propulsion means wherein the wind-driven propulsion means comprises at least one flexible sail; and - 8a (ii) a secondary propulsion system comprising solar energy collection means, photovoltaic conversion means and at least one electric drive means; wherein the solar energy collection means are positioned along the port and starboard sides of the watercraft 5 such that shading from the wind propulsion means is minimized; and c) a command centre for controlling the propulsion systems, wherein the command centre is positioned towards the bow of the watercraft; such that in use, the primary propulsion system acts as the primary means for moving the 0 watercraft across a large body of water and the secondary propulsion means provides an additional or alternative means for moving the watercraft. In order that the invention may be more readily understood and put into practice, one or more preferred embodiments thereof will now be described, by way of example only, with reference to the accompanying drawings. 5 [Text continues on page 9.1 -9 BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a top view of a representation of a multihull watercraft according to an embodiment of the invention. Figure 2 is a side view of the representation of the multihull watercraft of Figure 5 1. Figure 3 is a perspective view of the representation of the multihull watercraft of Figure 1. Figure 4 is a perspective view of a representation of a further embodiment of the invention. 10 Figure 5 is a further perspective view of the representation of the multihull watercraft of Figure 4. Figure 6 is a plan view showing components of a secondary propulsion system according to an embodiment of the invention. Figure 7 is a perspective view showing a representation of an embodiment of the 15 invention. Figure 8 is a perspective view showing a representation of a further embodiment of the invention. Figure 9 is a top view of a representation of an embodiment of the invention. Figure 10 is a perspective view of the representation of the embodiment of Figure 20 9. Figure 11 is a perspective view of a representation of a further embodiment of the invention. Figure 12 is a perspective view of a representation of a monohull watercraft according to an embodiment of the invention. 25 Figure 13 is a perspective view of a representation of a further embodiment of the invention.

- 10 Figure 14 is a further perspective view of the embodiment of Figure 13. Figure 15 is a perspective view of a representation of a multihull watercraft according to an embodiment of the invention. Figure 16 is a further perspective view of the embodiment of Figure 15. 5 DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring firstly to Figure 1, there is shown a top view of a representation of a multihull watercraft 10 according to an embodiment of the invention. The watercraft 10 comprises two hulls 12, separated by a deck 14. The watercraft 10 is equipped with a 10 primary propulsion means comprising sails 16 attached to a mast 18 and boom 20. Solar panels 22 are fitted along the port and starboard sides of the watercraft 10 and form part of a secondary propulsion system. The separation between the hulls 12, combined with placement of the solar panels 22 along the port and starboard sides of the watercraft 10 reduces the shading effect of the sails 16 on the solar panels 22. 15 The watercraft 10 is additionally equipped with a bridge and helm 44 from which the watercraft 10 is controlled. The bridge and helm 44 is positioned towards the front of the watercraft 10 and has forward facing windows 40. Positioning the bridge and helm 44 towards the front of the watercraft 10 not only provides for forward visibility, but also maximizes the cargo-carrying capacity of the deck 14. 20 A side view of the representation of the multihull watercraft of Figure 1 is shown in Figure 2 and a perspective view of the representation of the multihull watercraft of Figure 1 is shown in Figure 3. Perspective views of a representation of a further embodiment are shown in Figures 4 and 5. In each of Figures 2-5, features corresponding to those in Figure 1 are numbered similarly. 25 The bridge and helm 44 of the embodiment represented in Figures 4 and 5, in addition to forward facing windows 40 (not visible in Figure 5), is fitted with rear-facing windows 42.

- 11 Referring to Figure 4, the rear-facing windows 42 provide for visibility of the sails 16 from the bridge and helm 44, when the watercraft 10 is undergoing wind-driven propulsion. Referring to Figure 5, the watercraft 10 is adapted for use with a ramp 36 for 5 loading and unloading cargo (not shown). The ramp 36 is connected to the boom 20 via cables 46. In addition, there are cables 47 for controlling the position of the boom 20. The cables 46 and the boom 20 provide support for the ramp 36 and also enable the ramp 36 to be raised and lowered. In this embodiment, the ramp 36 comprises a single panel which can retract into the body of the watercraft 10 for stowage when not in use. 10 The ramp 36 enables the cargo to be loaded and unloaded using a forklift 38. In this configuration, during the process of loading and unloading the cargo, the wind-driven primary propulsion means have been stored to enable easy loading and unloading of the cargo. The watercraft 10 is also equipped with propellers 28 which comprise part of the secondary propulsion means. 15 Figure 6 shows a plan view illustrating components of a secondary propulsion system according to a representation of an embodiment of the invention. For clarity, the watercraft 10 is shown without a deck or wind-driven propulsion means. The watercraft 10 represented in Figure 6 comprises two hulls 12. Solar panels 22 are fitted along the port and starboard sides of the watercraft 10, forming part of a 20 secondary propulsion system. The solar panels 22 are connected to a plurality of batteries 24. The batteries 24 are positioned within each hull 12 and in addition to storing solar energy collected by the solar panels 22, the batteries 24 also act as ballast. Connected to the batteries 24 are generators 25 capable of generating electrical energy utilizing liquid or gas fuel. The batteries 24 are connected directly to motors 26, 25 or via separate motor controllers 27 to motors which drive propellers 28. The propellers 28 assist with high-manoeuvrability in small and/or shallow bodies of water. Figure 7 shows a perspective view of a representation of a watercraft 10 of the invention. The watercraft 10 has two hulls 12, a deck 14 and a mast 18 and boom 20 for attaching wind-driven propulsion means (not shown). The watercraft 10 also has solar -12 panels 22 positioned on the port side (not visible) and starboard side. The deck 14 is adapted to receive and secure shipping containers 30 and the boom 20 is adapted for use as a crane to facilitate loading and unloading of the shipping containers 30. In this configuration, during the process of loading and unloading the shipping containers 30, the 5 wind-driven primary propulsion means have been stored to enable easy loading and unloading of the shipping containers 30. Figure 8 shows a perspective view of a representation of a further embodiment of the watercraft 10 of the invention. The watercraft 10 has two hulls 12, a deck 14 and a mast 18 and boom 20. The mast 18 and boom 20 have primary propulsion means 10 comprising sails 16 attached. Solar panels 22 are attached relative to the starboard side of the watercraft 10. The deck 14 is adapted to receive and secure tanks 32. The tanks 32 are suitable for the transportation of bulk liquids or gas. Figure 9 shows a perspective view of a representation of a further embodiment of the watercraft 10 of the invention. The watercraft 10 has two hulls 12, a deck 14 and a 15 mast 18 and boom 20. Solar panels 22 are attached relative to the port and starboard sides of the watercraft 10. The deck 14 is adapted to receive and secure palletized cargo (not shown). Additional solar panels 34 are attached to the roof of the cargo area. The watercraft 10 is adapted for use with a ramp 36 for loading and unloading of the palletized cargo (not shown). The ramp 36 is connected to the boom 20 via cables 46. 20 In addition, there are cables 47 for controlling the position of the boom 20. The cables 46 and the boom 20 provide support for the ramp 36 and also enable the ramp 36 to be raised and lowered. In this embodiment, the ramp 36 comprises four panels, which allow for the ramp 36 to be folded along the panel joints for stowage when not in use. The ramp 36 enables the palletized cargo (not shown) to be loaded and unloaded 25 using a forklift 38. In this configuration, during the process of loading and unloading the palletized cargo, the wind-driven primary propulsion means have been stored to enable easy loading and unloading of the palletized cargo. A perspective view of the representation of the embodiment of Figure 9 is shown in Figure 10 with corresponding features numbered similarly. The watercraft 10 is shown - 13 configured for primary propulsion with sails 16 fitted to the mast 18 and boom 20. Propellers 28 which comprise part of the secondary propulsion means are visible. Figure 11 is a perspective view of a representation of a further embodiment of the invention. The watercraft 10 comprises two hulls 12 and a deck 14. The watercraft 10 is 5 equipped with a primary propulsion means comprising sails 16 attached to masts 18 and booms 20. Solar panels 22 are fitted along the port and starboard sides of the watercraft 10 and form part of a secondary propulsion system. The deck 14 is adapted to receive and secure shipping containers 30. Figure 12 is a perspective view of a representation of a watercraft 10 according to 10 an embodiment of the invention. The watercraft 10 comprises a single hull 12 and is equipped with a primary propulsion means comprising sails 16 attached to masts 18 and booms (not visible). Solar panels 22 are fitted along the port (not visible) and starboard sides of the watercraft 10 and form part of a secondary propulsion system. The deck 14 is adapted to receive and secure shipping containers 30. 15 Figures 13 and 14 show perspective views of a representation of a watercraft 10 adapted to transport two types of cargo. The watercraft 10 has two masts 18 and two booms 20a and 20b, which effectively separate the deck area 14 into two regions. The aft region is adapted for palletized cargo, and the region forward of this is adapted for tanks 32 for transportation of liquid or gas cargo. 20 From Figure 14, it can be seen that the watercraft 10 is adapted for use with a ramp 36 for loading and unloading palletized cargo (not shown). The ramp 36 is connected to the aft boom 20a via cables 46. The cables 46 and the aft boom 20a provide support for the ramp 36 and also enable the ramp 36 to be raised and lowered. In this embodiment, the ramp 36 comprises a single panel which can retract into the body of the 25 watercraft 10 for stowage when not in use. The ramp 36 enables palletized cargo to be loaded and unloaded using a forklift 38. In this configuration, during the process of loading and unloading the cargo, the wind-driven primary propulsion means have been stored to enable easy loading and unloading of the cargo.

- 14 The forward boom 20b is fitted with an extendable piping system (not shown) for loading and unloading of liquid or gas cargo. Figures 15 and 16 show perspective views of a further embodiment of a watercraft 10 adapted to transport two types of cargo. Features corresponding to those in Figures 13 5 and 14 are numbered similarly. The watercraft 10 of Figures 15 and 16 predominantly differs from the watercraft of Figures 13 and 14 by having three hulls 12. From Figure 16, it can be seen that the watercraft 10 has two outer hulls 12a and a centre hull 12b. The centre hull 12b is shaped such that it tapers to a thin stern and is fitted with a rudder 56. When the watercraft 10 is being moved under the influence of the 10 sails 16 without any input from the secondary propulsion system, the rudder 56 provides for steering of the watercraft 10. It can be seen from the foregoing that the invention provides a water-going transportation means having low carbon dioxide or low carbon dioxide equivalent emissions. Transportation means according to the invention are capable of traversing 15 both deep and shallow waters and able to transfer cargo without the aid of port-based loading facilities, thereby providing a viable alternative to road, rail and air transportation. The foregoing embodiments are illustrative only of the principles of the invention, and various modifications and changes will readily occur to those skilled in the art. The invention is capable of being practiced and carried out in various ways and in other 20 embodiments. It is also to be understood that the terminology employed herein is for the purpose of description and should not be regarded as limiting. The term "comprise" and variants of the term such as "comprises" or "comprising" are used herein to denote the inclusion of a stated integer or stated integers but not to exclude any other integer or any other integers, unless in the context or usage 25 an exclusive interpretation of the term is required. Any reference to publications cited in this specification is not an admission that the disclosures constitute common general knowledge in Australia.

Claims

1. A watercraft comprising: a) at least two hulls; b) at least two propulsion systems comprising (i) a primary propulsion system comprising wind-driven propulsion means wherein the wind-driven propulsion means comprises at least one flexible sail; and (ii) a secondary propulsion system comprising solar energy collection means, photovoltaic conversion means and at least one electric drive means; wherein the solar energy collection means are positioned along the port and starboard sides of the watercraft such that shading from the wind propulsion means is minimized; and c) a command centre for controlling the propulsion systems, wherein the command centre is positioned towards the bow of the watercraft; such that in use, the primary propulsion system acts as the primary means for moving the watercraft across a large body of water and the secondary propulsion means provides an additional or alternative means for moving the watercraft.

2. The watercraft according to claim 1, wherein the watercraft is a catamaran or a trimaran.

3. The watercraft according to claim 1 or claim 2, wherein the watercraft is adapted to transport at least one type of cargo.

4. The watercraft according to claim 3, wherein the watercraft is adapted to transport two or more types of cargo.

5. The watercraft according to any one of claims I to 4, wherein the wind-driven propulsion means are attached to the watercraft using at least one mast.

6. The watercraft according to claim 5, wherein the at least one mast further comprises a boom. - 16

7. The watercraft according to claim 6, wherein the boom is a telescopic boom.

8. The watercraft according to either claim 6 or claim 7, wherein the boom is adapted to facilitate loading and unloading of cargo.

9. The watercraft according to any one of claims 1 to 8, wherein the solar energy collection means are adjustably mounted to the starboard and port sides of the watercraft.

10. The watercraft according to any one of claims I to 9, wherein the solar energy collection means comprise a plurality of solar cells.

11. The watercraft according to any one of claims 1 to 10, wherein the photovoltaic conversion means converts solar energy from the solar energy collection means into electrical energy.

12. The watercraft according to claim 11, wherein the solar energy collection means is connected to at least one energy storage device.

13. The watercraft according to claim 12, wherein the at least one energy storage device is a battery.

14. The watercraft according to either claim 12 or claim 13, wherein the at least one energy storage device is connected to at least one electric motor.

15. The watercraft according to claim 14, wherein the secondary propulsion system further comprises a non-electric motor. Date: 18 October 2011