Disclosed is a line handling system 10 for a tugboat 1. The line handling system 10 comprises an actuatable coupling mechanism 200 for coupling together a line 13 of the tugboat 1 and a line 20 of the marine vessel 2 by applying a connector 210 to the lines 13, 20 when actuated.

Disclosed is a line handling system 10 for a tugboat 1. The line handling system 10 comprises an actuatable coupling mechanism 200 for coupling together a line 13 of the tugboat 1 and a line 20 of the marine vessel 2 by applying a connector 210 to the lines 13, 20 when actuated.

A vessel (1) comprises a hull (2) including a bow (3) and a stern (4) and has a length-to-beam ratio which is smaller than 10:1, preferably smaller than 5:1. The hull (2) has a vertical centre plane (CP) extending in a direction from the bow (3) to the stern (4). At each side of the centre plane (CP) the vessel (1) has at least two azimuth thrusters (6) including respective propellers (6a), which azimuth thrusters (6) are located next to each other in transverse direction of the centre plane (CP). Each azimuth thruster (6) drivably coupled to its own prime mover (7).

A vessel (1) comprises a hull (2) including a bow (3) and a stern (4) and has a length-to-beam ratio which is smaller than 10:1, preferably smaller than 5:1. The hull (2) has a vertical centre plane (CP) extending in a direction from the bow (3) to the stern (4). At each side of the centre plane (CP) the vessel (1) has at least two azimuth thrusters (6) including respective propellers (6a), which azimuth thrusters (6) are located next to each other in transverse direction of the centre plane (CP). Each azimuth thruster (6) drivably coupled to its own prime mover (7).

An emergency ship arrest system includes a vessel attachment system, a retrieving system, and an anchor system. The vessel attachment system is configured to connect to a vessel at sea, and includes a bridle system and a hawser line. The bridle system is operatively connected to the hawser line's proximal end. The bridle system is configured to engage at least four fittings on a foredeck of the vessel to distribute the load over the foredeck. The retrieving system includes a retrieving line with a proximal end that is detachably connected to the hawser line's distal end in a setup position. The anchor system includes a main rode and a para sea anchor. The main rode's proximal end is detachably connected to the hawser line's distal end in an anchor position.

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 (3) 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 (20) having a first and a second outer longitudinal hull side; a deck (30), 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 (13) 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 (3) 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 (20) having a first and a second outer longitudinal hull side; a deck (30), 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 (13) 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 method for controlling a towing train including a ship and at least one tug acting on the ship, including the steps of: providing a data model, which includes fixed data of the ship and of the at least one tug as well as variable environmental data; determining the current course, the thrust vector, and the inertial force of the ship and specifying a desired travel direction of the ship with subsequent calculation of the correction force vector and correction torque required to achieve the desired travel direction; calculating the required positions, orientations, and drive settings of the at least one acting tug using an algorithm that accesses the data model and generating control commands for the at least one tug such that the sum of all the force vectors and torques of the at least one acting tug corresponds to the required correction force vector and correction torque; transmitting the generated control commands to at least one acting tug and monitoring the completion of the control commands; and conducting an evaluation of the produced correction force vector and correction torque after completion of the control commands and generating and storing correction values in the data model when deviations are detected between the produced correction force vector and the required correction force vector and/or between the produced correction torque and the required correction torque and then repeating certain steps.

The invention relates to a tug for maneuvering a vessel, comprising at least one proximity sensor in a contact area, the proximity sensor being configured to detect a distance between the contact area and the vessel, and a tug controller unit controlling an approach of the tug towards the vessel based on the detected distance between the contact area and the vessel.