The present invention relates to a pontoon boats that may couple and be driven by a PWC. The invention further relates to pontoon boats having a portion that moves into an open water recess at the rear of the pontoon boat. The invention further relates to an engagement assembly for securing a PWC to such a pontoon boat.

The present invention relates to a pontoon boats that may couple and be driven by a PWC. The invention further relates to pontoon boats having a portion that moves into an open water recess at the rear of the pontoon boat. The invention further relates to an engagement assembly for securing a PWC to such a pontoon boat.

A landing watercraft boat hull with push knees and side bumper assemblies that include a vertical rigid frame aligned parallel to the hull's longitudinal axis. The rigid frame's front edge extends in front of the bow of the hull. Attached to the rigid frame's top edge and extending over the rigid frame's front edge is an L-shaped front bumper. In one embodiment there are two assemblies located on opposite sides of a landing door. The rigid frames are sufficient in length so the front edges of the two L-shaped bumpers are disposed in front of the bow enabling the hull to safely push against other hulls or objects and protect the landing door. Attached to the outside surface of each rigid frame is a rigid shell cover that extends rearward from the rigid frame. The cover includes a rear opening in which the distal end of a side bumper attached to the side of the hull is inserted to hold and protect the distal end of the side bumper.

A landing watercraft boat hull with push knees and side bumper assemblies that include a vertical rigid frame aligned parallel to the hull's longitudinal axis. The rigid frame's front edge extends in front of the bow of the hull. Attached to the rigid frame's top edge and extending over the rigid frame's front edge is an L-shaped front bumper. In one embodiment there are two assemblies located on opposite sides of a landing door. The rigid frames are sufficient in length so the front edges of the two L-shaped bumpers are disposed in front of the bow enabling the hull to safely push against other hulls or objects and protect the landing door. Attached to the outside surface of each rigid frame is a rigid shell cover that extends rearward from the rigid frame. The cover includes a rear opening in which the distal end of a side bumper attached to the side of the hull is inserted to hold and protect the distal end of the side bumper.

Power transmission systems including clutch arrangements and systems are adapted to be used in marine and other environments. Such power transmission systems may include clutch arrangements that provide more effective power transmission capabilities as well as greater durability and longer life. Slipping clutch arrangements may effectively vary the output speed of a clutch arrangement from the speed of the engine or other driver as desired for the particular application. Various clutch arrangements also provide for greater flexibility and drive options, lighter weight, and diverse types of capabilities.

The invention concerns a cargo transfer vessel for transferring fluid between an offshore production facility and a tanker and a method for transferring the fluid. The cargo transfer vessel comprise a hull having a first and a second outer longitudinal hull side; a deck, propulsion means for actively maintaining the cargo transfer vessel at a predetermined distance from the offshore production facility and the tanker during fluid transfer operations and fluid transfer means for transferring fluid between the offshore structure and the tanker. The vessel is further characterized in that the hull comprises a main hull member and at least one protruding hull member arranged below the cargo transfer vessels water line at each of the outer longitudinal hull sides for suppressing roll of the vessel, wherein the at least one protruding hull member extends at least partly along the hulls longitudinal length, i.e. from the start of the vessel's bow to the end of the vessel's aft.

The invention concerns a cargo transfer vessel for transferring fluid between an offshore production facility and a tanker and a method for transferring the fluid. The cargo transfer vessel comprise a hull having a first and a second outer longitudinal hull side; a deck, propulsion means for actively maintaining the cargo transfer vessel at a predetermined distance from the offshore production facility and the tanker during fluid transfer operations and fluid transfer means for transferring fluid between the offshore structure and the tanker. The vessel is further characterized in that the hull comprises a main hull member and at least one protruding hull member arranged below the cargo transfer vessels water line at each of the outer longitudinal hull sides for suppressing roll of the vessel, wherein the at least one protruding hull member extends at least partly along the hulls longitudinal length, i.e. from the start of the vessel's bow to the end of the vessel's aft.

A PTB system includes a vessel (barge) having propulsion and maneuvering gears (shaft & propeller) without an engine or power source. The PTB system further includes a tug having a generator and a fuel source that powers the generator for supplying a power pack to power the propulsion and maneuvering gears onboard the barge. The propulsion and maneuvering gears may be remotely controlled and the vessel will be powered by the tug's power pack, and not from a generator (or other power source) onboard the vessel. The tug will be connected at the bow of the vessel rather than at the aft of the vessel (like in a traditional ATB system), wherein the vessel's entire propulsion power comes from the tug's onboard power pack. The vessel will push the smaller tug, which supplies all its propulsion power to the vessel.

A PTB system includes a vessel (barge) having propulsion and maneuvering gears (shaft & propeller) without an engine or power source. The PTB system further includes a tug having a generator and a fuel source that powers the generator for supplying a power pack to power the propulsion and maneuvering gears onboard the barge. The propulsion and maneuvering gears may be remotely controlled and the vessel will be powered by the tug's power pack, and not from a generator (or other power source) onboard the vessel. The tug will be connected at the bow of the vessel rather than at the aft of the vessel (like in a traditional ATB system), wherein the vessel's entire propulsion power comes from the tug's onboard power pack. The vessel will push the smaller tug, which supplies all its propulsion power to the vessel.

The invention relates to a system and method of sail propulsion for sailing vessels and tugboats, consisting of one or more rows of sails secured at their upper vertices or corners by means of the ends of masts, and cables or ropes located between the upper ends of the masts, or the ends of the radial arms of said masts, with masts provided in the bow and others in the stern. The sails are secured at their lower vertices or corners to rings fixed to the deck, to ropes or cables, the ends of which are attached to the deck, to small posts, to the lower region of the main masts, to the ends of radial arms fixed in the lower region of the masts, or to pulleys on which the cables are wound using motors. The rows of sails, aligned from bow to stern, include a mast at the end sails. Cables or ropes form the upper ends of the intermediate sails.