Events

New Zealand-based electric ferry designer EV Maritime has announced the launch of its first pure-battery urban ferry, the EVM200. Developed with support from the New Zealand Government for operation by Auckland Transport, the 24m-long EVM200 will provide a passenger service between downtown Auckland and the suburb of Half Moon Bay, spanning 16km. The debutante is the first of two vessels in this class, each being capable of a service speed of up to 25knots and a range of up to 32km. 

According to EV Maritime, diesel-powered ferries undertake approximately 6 million passenger journeys in Auckland annually, guzzling 13 million litres of fuel and emitting 34,000tonnes of CO2. The roll-out of the EVM200 models is intended to correct this pollution, while simultaneously “maintaining the reliability and convenience of water-based public transport”, says EV Maritime CEO Michael Eaglen. He adds: “Our technology-transfer business model also supports local shipbuilders in becoming electric vessel manufacturers – boosting regional capability and growing confidence in sustainable solutions.” 

Each vessel accommodates up to 200 passengers on the enclosed main deck, while the upper deck offers additional seating for 30 people. EV Maritime adds: “Amenities include three restrooms – one of which is ADA-accessible – and a small onboard kiosk serving barista coffee, cold beer and wine.” Each ferry can also carry up to 20 bikes and scooters in an enclosed area with racks. 

The ferry type’s naval architecture and design was led by EV Maritime, with Finland’s Danfoss providing the motors and power electronics and compatriot tech specialist HamiltonJet supplying the boat’s four LTX-model waterjets. For this project, EV Maritime also collaborated with the Auckland-based competitive sailing team Emirates Team New Zealand on the hull, developing a “low-drag, low-wash” hullform for efficient operation at cruising speeds, EV Maritime says. The hull has been built from carbon-fibre composite, with McMullen & Wing handling ship construction duties. 

The debut EVM200 vessel also features the first maritime deployment of the CharIN Megawatt Charging System (MCS), a fast-charging solution that has previously been used to power electric trucks and buses. The system can reportedly deliver up to 3.75MW of power, significantly reducing charging times for large battery packs to 15-20 minutes in some cases.  

EV Maritime comments: “The journey between downtown Auckland and Half Moon Bay takes approximately 35 minutes. While the ferry’s batteries hold enough energy for a full round trip, the vessel will typically recharge during a 10-minute turnaround at the terminal [at Half Moon Bay], using two MCS inlets rated 1.1MW each.” This shoreside power upgrade has also been overseen by Auckland Transport.

Looking beyond its borders, EV Maritime says it is expanding internationally and that more electric ferry launches are in the pipeline. For example, the company established a North American branch in 2024, and is currently working on a plug-in hybrid-electric vessel for Angel Island Tiburon Ferry, for operations in the San Francisco Bay Area. This project is being funded by the California Air Resources Board (CARB) to the tune of US$12 million, and the vessel, scheduled for launch in Q1 2027, will feature a length of approximately 20m. Additionally, the operator intends to retrofit two of its existing ferries with electric motors in early 2026.  

EV Maritime is also working with Canadian boatbuilder AF Theriault to deliver up to five all-electric ferries to Halifax Regional Municipality, in a contract valued at just under US$190 million. These newbuilds, which will operate in Nova Scotia, are slated for completion between 2027-2028. 

The Colombian Navy has embarked on an ambitious project to build a new class of frigates in Colombia, in so doing becoming only the third South American country, after Brazil and Mexico, to build ships of this type.

The frigate programme, which dates back to 2007, forms part of an ambitious programme agreed between the Colombian Navy and Cartagena-based COTECMAR for the construction, integration, testing and commissioning of: the first ‘Plataforma Estratégica de Superficie (PES)’/strategic surface platform frigate; an ‘oceanic patrol vessel’ that is currently under construction; and a logistic support vessel. The three ship types form part of the Colombian Navy’s 2042 Naval Development Plan that will upgrade its fleet and, it is hoped, create thousands of jobs in the country, strengthening Colombia’s defence industry and self-sufficiency. 

Based on Damen’s SIGMA 10514 design, previously built for Indonesia and Mexico, the PES frigates will replace the Colombian Navy’s ageing Amirante Padilla-class frigates, and will be built in Colombia with technical support from the Dutch yard. Following completion of the initial contract with COTECMAR, Damen Naval in August 2024 signed a contract for the delivery of engineering, technical support and shipbuilding materials and equipment for the first frigate in what is expected to be class of five vessels. Construction of the first frigate at COTECMAR is due to get underway by the end of 2025, and delivery and commissioning is due to take place in late 2029 or early 2030. 

Shortly after the construction contract was agreed, Damen Naval also agreed a contract with class society Lloyd’s Register (LR) for full plan approval for the PES. A number of contracts have recently been confirmed with leading suppliers for systems and equipment for the frigates. Damen Naval has agreed a contract with Nevesbu for the platform engineering for the PES frigates, and Swedish defence firm Saab will provide the combat management system (CMS) for the first of the new frigates, under which it will fit the PES with systems including Sea Giraffe 4A radars, 9LV combat management and fire control systems, a Ceros 200 radar and optronic tracking system, plus EOS 500 electro-optical fire-control directors. 

In June 2025, Kongsberg Maritime signed a contract with Damen Naval to supply twin controllable-pitch propellers and shaftlines for the vessels. At about the same time, Alewijnse was awarded a contract for the design, engineering and testing of all onboard electrical systems, a deal that includes full cable routing across the vessel and the supply of key systems such as power management, propulsion, entertainment and navigation lighting. Alewijnse will provide the drives for the frigate’s propulsion system in partnership with Van Meer, a longstanding partner of Damen Shipyards. It will also supply the ship’s integrated platform management system, which will be developed and delivered in cooperation with Praxis Automation, and integrated bridge management system, which will be supplied in collaboration with Anschütz.  

With a length overall of 107.5m and a beam of 14.02m, the frigates will enhance the Colombian Navy’s anti-submarine and anti-surface vessel capability and its ability to project power in the region. Displacing 2,808tonnes, the newbuilds will have a crew of around 100 and range of up to 8,200nm. They will have a maximum speed of 26knots and a combined diesel or electric (CODOE) propulsion system based on two 10MW diesel engines and electric motors, and one 200kW and four 940kW diesel generators.  

Relatively few details have been confirmed about the frigates’ weapon systems, although they are expected to be fitted with a vertical launch system for air defence missiles, and with surface-to-surface missiles. BAE Systems will provide the Bofors 40 Mk4 main gun for the vessels, which will form part of their anti-air and anti-surface vessel capability.  

The sleek, black trimaran set outside Seawork’s main gate this summer was riveting, and not just for its triple-hulled design: more unusual were the bright orange foils extending beneath. However, what’s important isn’t novelty and excitement: rather the reverse. The idea, underlines Chris O’Neill, technical director at Chartwell Marine, is to explore how foiling can be made more reliable, robust and, for ferry operations, a safer bet in all senses. Yet, there are still questions that need to be answered to determine the next steps for this collaboration between Chartwell, Newcastle Marine Services and Solent University.

The 9.4m-long Solent TriFoiler has been running sea trials for the last few months under the UK’s Clean Maritime Demonstration Competition (CMDC3). First of the proven ‘wins’ is that the TriFoiler is five times cheaper to run than an equivalent fossil fuel-powered monohull. Likewise, it could have several times the endurance of a similar, fully electric displacement vessel.

But how does it compare with other foiling designs? This prototype also demonstrates that, compared to a monohull or catamaran, a trimaran form lowers the power required to get up to foiling speed. “Normally, you’ve got your highest resistance just before take off because you’ve still got the hulls in the water,” explains Solent University’s senior design and engineering lecturer Giles Barkley. The TriFoiler does things differently. By lifting the two, shorter sponsons slightly before the main hull, it lowers ‘peak’ resistance and effectively spreads take-off loads. As a result, this approach can reduce installed power and therefore weight.

Further, Barkley explains, once you’re foiling, drag drops significantly anyway: “Take off might be at 10-12 knots – but you can go straight to about 18-19knots for roughly the same power.” Barkley adds that, when foiling, “it’s running on about the equivalent of three electric home showers: roughly 27kW”.

The TriFoiler’s total beam is 3.7m and the sponsons have a beam of around 0.4m each, while the main hull measures 1.1m at the waterline. As Barkley explains: “You want the displacement in narrow hulls for take-off and landing.” Likewise, the wetted surface has a high length-to-width ratio to minimise resistance.

While the prototype holds enough room for the driver, power and controls, a larger ferry version should be capable of carrying 35 or 40 passengers. Therefore, this prototype could eventually provide the basis for a 24m foiling ferry with a couple of hundred kilowatts of batteries onboard, capable of speeds of 26-28 knots in categorised waters – up to around 1.5m Hs. “The eventual design is aimed at being able to take on off-peak runs between Southampton and Cowes,” explains O’Neill, “but using a lot less energy than current fast ferries, which burn huge amounts of fuel even when empty. This boat has roughly 50kWh of batteries, but that takes it surprisingly far. If you scale up to a full-size ferry, it could probably do around two return journeys before you’d need a recharge.”

Top of the list of notable differences between this and other foiling designs is simplicity. There is a reason that foiling is often called ‘flying’: the physics are very similar to that of aircraft and so far, they equally rely on sophisticated articulation – even down to ‘ailerons’ on the foils’ trailing edge. But the forces are several hundred times greater since water is thicker: plus, it can come with unexpected lumps in the way of debris or biofouling.

In short, there’s potential for failure. O’Neill asks: “Do we believe that it’s realistic to demand operators carry out a complete set of preflight checks on all the foiling systems – as you would on an aircraft –  before going up onto a foil at high speeds with a lot of passengers onboard?” Therefore, this alternative aims to keep it simple. The central twin-legged foil has two pod propellers of 20kW each, set at the crosspieces, but it’s a fixed design with no ailerons or other flaps to control lift.

For the full, in-depth article, don’t miss the August 2025 issue of The Naval Architect

PALFINGER MARINE will be launching its newest addition to the PFM crane series at the Aqua Nor in August. The heavy-duty foldable knuckle boom cranes are designed to meet the growing operational demands of the aquaculture industry.

At the Aqua Nor, PALFINGER will present the newest addition to its PFM series, the PFM 1500. With a maximum outreach of 26.7 meters and a lifting capacity of 3,350 kilograms at full extension, the PFM 1500 is the smaller sibling of the PFM 2100. The crane offers the same reliability and versatility in a more compact form. It also features the patented P-profile extension boom system. This allows a wide range of motion and outreach, while ensuring the strength and stiffness needed for demanding lifting tasks. The innovative design improves the crane’s performance by enhancing stability while keeping the weight minimal.

Modern design meets uncompromising strength

The PFM 2100 launched last year combines maximum outreach and lifting power while maintaining a low overall weight. With an outreach of over 29 meters, it gives service vessel crews and aquaculture professionals more flexibility and room for numerous applications. Even at full extension, the crane can lift up to 4,000 kilograms. The crane’s optimized structure takes up less space on deck, improves stability, and contributes to better fuel efficiency – important factors for operators at sea.

A series of heavy-duty cranes

Both cranes are part of PALFINGER MARINE’s well-established PFM crane series, which also includes the PFM 2500, PFM 3500, and PFM 4500 models. These powerful foldable knuckle boom cranes have proven themselves in field over many years and are known to be robust, reliable heavy-duty machines which can be extended to more than 30 meters. While the PFM 2100 is optimized for speed and outreach, the larger models deliver even more lifting power. With the new PFM 1500, PALFINGER is closing another gap within the series, offering the perfect supplement to its bigger siblings. That way, customized packages tailored to specific operational requirements can be offered. These packages typically combine two or more cranes in coordinated configurations that complement each other in outreach, power, and flexibility.

Product innovations at the Aqua Nor

The first serial unit of the PFM 2100 was delivered to Norway in the first quarter of 2025 and is already performing jobs in the service vessel segment on the FDA Niklas. The second PFM 2100 is installed on the FDA Emilie. At the Aqua Nor, PALFINGER MARINE will be sharing a booth with its long-standing local partner Bergen Hydraulic, where a scale model of a multi-purpose service vessel will be displayed – equipped with the new PFM 1500, PFM 2100 and PK 41002 M.

Visit our partner booth A-164 at the Aqua Nor from August 19 to 21 in Trondheim, Norway, and explore our latest lifting innovations.

PALFINGER MARINE, an integral part of the PALFINGER Group, is renowned as the leading supplier of sophisticated and reliable deck equipment as well as lifesaving appliances.

A collaboration between class society Lloyd’s Register (LR), nuclear battery manufacturer Deployable Energy and naval architect Seatransport aims to realise a 73m-long, hybrid-powered stern landing vessel (SLV) incorporating two modular micro reactors (MMRs), in what may prove a step forward for the use of nuclear energy at sea.

The SLV project was given renewed focus after LR and its partners conducted a hazard identification workshop to assess the risks related to the installation of MMR technology aboard ships. The workshop, which was hosted at Seatransport’s HQ in Australia, focused on risk management strategies, regulatory frameworks, safety systems and vessel design – and shared “key insights into the feasibility and requirements for operational readiness once the vessel meets nuclear licensing requirements”, LR says.

The proposed SLV would have the ability to supply power to Pacific islands hit by cyclones and resulting energy blackouts. Seatransport comments: “At 14knots, the MMR-powered vessel can cover the region quickly and provide power to stricken areas to aid rescue efforts.” The SLV would also carry 84 container units, which could be repurposed as medical stations, sleeping areas and toilets for 750 people.

Besides emergencies, the SLV’s MMRs would be used to provide energy to islands and remote areas, helping their residents to reduce their dependence on costly diesel imports. Seatransport says: “For remote areas visited regularly, a simple concrete ramp and berthing pile should be installed.” However, the company adds, “cyclone-proof mini-ports” should also be constructed to shield the SLV from rough weather conditions when it is positioned alongside, supplying power to the grid.

The partners claim the MMRs will enable the vessel to operate for eight to 10 years without the need to refuel. Dr Stuart Ballantyne, Seatransport chairman, adds: “I believe [nuclear propulsion] for commercial ships…is within reach and will be commonplace by 2030.”

Houston-based Deployable Energy, meanwhile, is developing its Unity nuclear battery, intended to generate 1MW of electrical power. Physically, the Unity-powered MMR has been designed to fit inside a standard 20’ shipping container, making it transportable by truck, ship or cargo aircraft. Described as a “plug-and-play system”, it has been developed for rapid set-up and deployment, reportedly taking no more than three days to install.

Bobby Gallagher, Deployable Energy CEO/CTO, comments: “Powered by our Unity nuclear battery, this next-generation vessel runs cheaper than conventionally fuelled ships, using safe, standard fuel with no exotic materials.” Looking beyond this project, Gallagher adds: “Our target is to have 100,000 nuclear batteries deployed by 2040, with a delivered cost of US$0.05 per kWh.”

LR will provide approval in principle (AiP) to the finalised design.

An industry team comprising Bollinger Shipyards, Rauma Shipyard, Seaspan Shipyards and Aker Arctic have formed a partnership to deliver the Arctic Security Cutter (ASC) for the US Coast Guard (USCG).

Bollinger says the partnership is “a deliberate effort to strengthen the US industrial base, expand America’s shipbuilding capacity and equip American workers with the skills to lead in a new era of strategic competition through the transfer of knowledge, technology and design expertise needed to build the next generation of icebreakers in the US”. Rauma Shipyards president Mika Nieminen says: “We are prepared to begin construction immediately, leveraging a mature design and deep experience in building technically complex vessels for operation in severe winter conditions.”

Bollinger is the largest privately owned shipbuilder in the US and is building the first heavy icebreaker in the US in 50 years. It has built nearly 200 vessels for the USCG. Rauma is known globally as an ice-class shipyard. Seaspan Shipyards is the Canadian subsidiary of US-based Washington Companies and is currently delivering the largest orderbook of ice-capable vessels in the world. Aker Arctic developed most of icebreaking designs currently in operation.

Bollinger says the MPI design meets USCG requirements, exceeds all ASC requirements and supports all 11 statutory missions assigned to the vessel. With the ability to break 1.2m of ice, the vessel has a range of 12,000nm and can operate for more than 60 days. The consortium says all other designs proposed for the ASC would require significant investment and corresponding ramp-up time, creating risk for schedule, cost and delivery delay.

The partnership leverages the trilateral ‘ICE Pact’ framework between the US, Canada and Finland to answer President Trump’s call to rapidly build a new US icebreaking fleet, with delivery of the first vessel within 36 months of award.

North Sea ferry Stena Foreteller recently returned to service on the Rotterdam-Immingham route following a major rebuild and renovation project, including an additional new cargo deck providing a 30% increase in capacity.

Stena RoRo undertook the work at CMI Jinling in Weihai, China, where the vessel was fitted with a fourth vehicle deck on top of the existing three, increasing freight capacity from 3,000 to 4,000 lane metres.

The vessel has also been equipped with a shore power connection system, which will reduce CO2 emissions while in port. Due to the additional deck, the wind exposed area has increased, placing greater demands on the vessel’s manoeuvrability and mooring. As a result, the bow thrusters have been upgraded for increased capacity, and additional mooring winches have been installed.

Furthermore, minor repairs and preventive maintenance have been carried out, and some onboard systems have been upgraded to newer versions. As part of the rebuild, Stena Line has also repainted the vessel.

Stena Forerunner, the sister ship of Stena Foreteller, will undergo the same rebuild starting at the end of summer.

The UK offshore wind industry must exploit robotics and autonomous systems to the hilt if it is to thrive, according to a report issued by the Offshore Renewable Energy (ORE) Catapult.

Titled Robotic & Autonomous Systems For Operations and Maintenance In UK Offshore Wind, the report, produced in partnership with Innovate UK’s Workforce Foresighting Hub and sponsored by RenewableUK, claims that robotics provide “an efficient alternative” to personnel working offshore, especially for tasks such as turbine blade inspections.  

“There are currently 30,000 blades at UK offshore and onshore wind farms,” says ORE Catapult, pointing out the additional presence of “10 million bolts” that must be regularly checked for “loss of tension and integrity”. ORE Catapult adds: “There are 40,000 people currently working in the offshore wind industry. To meet the UK’s Clean Power 2030 targets, this workforce is forecast to increase to at least 74,000. A big uplift in the development of robotics and autonomous systems is required, alongside a workforce that has the skills to realise its full potential.” 

Scott Young, RenewableUK’s head of skills, says: “The UK is set to ramp up offshore wind deployment significantly in the years ahead to meet the government’s targets of clean power by 2030 and net zero by 2050. We will be building new projects in deeper and more remote waters where using state-of-the-art robotics is the safest option, and therefore the most appropriate course of action.”

The report calls for expanded robotics content in existing college courses and greater opportunities for on-the-job training in this field. It also urges increased industry collaboration, recommending that turbine manufacturers and wind farm developers work more closely with robotics designers to optimise operations.

The report can be downloaded for free at the https://ore.catapult.org.uk/

Tristar Eco Voyager, a new type of bunker tanker built in Turkey by Akdeniz Shipyard, was recently been delivered to UAE-based Tristar Eships. The company will deploy the vessel out of Fujairah, where it will be well positioned to meet the lube oil needs of vessels at the nearby anchorage. 

The new hybrid, battery-driven lube oil barge is commencing operations in the UAE in July. The 46.5m-long, 9.5m-beam and 3m-draught vessel will have a 730m3 bunker fuel capacity and an estimated service speed of 10knots. The Bureau Veritas (BV)-classed vessel is the first hybrid tanker to operate in the Middle East Gulf, and is expected to lower carbon emissions significantly compared to existing tonnage deployed by the company. 

The vessel can run on MGO, biofuel or battery power. This not only adds to operational redundancy but also enhances sustainability through the reduction of carbon emissions. Tristar has installed a 1.4MW battery from Yinson EV on board, and in routine operations it is expected that this will last for six to eight hours before needing recharging, depending on weather conditions and the precise nature of the operation. The battery will take around eight hours to charge up to about 95% capacity, and this should permit the vessel to make two bunker deliveries a day on battery power alone.

The battery will be used for propulsion as well as for the hotel load on board the vessel, which has the capacity for 10 crew members. The vessel has been designed so that it can operate on battery alone, diesel fuel alone or a combination of both. A propulsion motor, supplied by Danfoss, has been installed to offer a high degree of redundancy, supported by two 300kW Volvo Penta gensets. Tristar has opted not to have a main engine on the vessel, with the propulsion motor using power from either the gensets or the battery to propel the tanker. Tristar has calculated that there will be a carbon emissions reduction of more than 50% compared to conventional vessels of this type. Moreover, if operated on B-100 biofuel, this could be increased to a 100% reduction in emissions. 

While the core element of the design, in terms of sustainability, is the battery power provision, the vessel has been designed following CFD tests to ensure minimum drag and high levels of efficiency for its class. BV has added the notations ‘PM’ (power management) and ‘ZE’ (zero emissions) to the standard notations of a vessel of this type.

Heavy-lift vessel operator AAL Shipping (AAL) says it is preparing to take delivery of the sixth in a series of eight Super B-class “powerhouses”. The 179.9m x 30m, 32,000dwt methanol-ready vessel, christened AAL Dammam in a naming ceremony hosted at the Guangzhou facility of Chinese builder (and long-standing AAL collaborator) CSSC Huangpu Wenchong Shipbuilding, is designed to handle various multipurpose cargoes, including heavy-lift project components, breakbulk and dry bulk, on a single voyage.

AAL Dammam has a depth of 15.5m and draws 6.5m. The 41,500m3 vessel can accommodate more than 100,000 freight tonnes of breakbulk and heavy-lift cargo, and is fitted with three 350tonne-capacity heavy-lift cranes, which can be combined to handle a maximum of 700tonnes. AAL says: “Two large, box-shaped cargo holds are optimised for dry bulk, featuring adjustable pontoon triple decks and no centreline bulkhead.”

The seventh and eighth Super B units on order, AAL Newcastle and AAL Mumbai, are scheduled for delivery from CSSC Huangpu Wenchong Shipbuilding in 2026, though each will feature a higher maximum lift capability of 800tonnes.

Kyriacos Panayides, AAL CEO, comments: “Whilst the current geopolitical landscape makes short-term planning extremely difficult, the long-term forecast for the global industrial sector…is nevertheless strong. Global industry is experiencing record levels of capital input, with clean-energy investment alone expected to hit US$2.2 trillion in 2025, according to the International Energy Agency. And, whilst renewables continue to lead new project activity, we are not dependent on a simple ‘fossil-to-clean’ shift for cargo volumes, but rather a layered build-out across all industrial energy and resource sectors.

“Oil and gas project development is forecasted to grow to US$9.9 trillion by 2029, with LNG a bright spot featuring multiple export projects in the US, Qatar and Canada due online by 2026–2028. The mining sector too remains strong, with over 5,400 mining projects valued at US$406 billion scheduled to start construction by the end of 2025.”

Damen Shipyards Group is to construct an ASD Tug 2312 unit for Port Marlborough New Zealand (PMNZ), which will use the newbuild to provide towage services at Picton Harbour, where approximately 3,000 vessels call annually. The tug, to be named Kaiaua, will work alongside an existing ASD Tug 2111 type, Kaiana, which Damen delivered to PMNZ in 2024.

The ASD Tug 2312 type features a length overall of 22.8m, a breadth overall of 12.03m, a depth of 4.4m and a draught of 5.6m. This model also has a bollard pull capability of 70tonnes ahead and 65tonnes astern, and can achieve a speed of 12.4knots, utilising twin Caterpillar 3512C engines (rated a combined 3,804bkW) and Kongsberg Maritime US 205S FP azimuthing thrusters.  

Part of Damen’s ‘Compact Tugs’ series, the class is arranged for 360° visibility from the wheelhouse and clutter-free decks. Kaiaua will also be equipped with a single winch for both fore and aft operations, installed in the deckhouse to protect it from the elements.

Damen has outfitted the vessel with its own selective catalytic reduction (SCR) system, the Marine NOx Reduction System, which, it says, can reduce NOx emissions by up to 80%, enabling compliance with IMO Tier III requirements. Damen adds: “Although the regulations do not yet apply in New Zealand, PMNZ has committed to providing a more sustainable operation.” PMNZ CEO Rhys Welbourn comments: “This customer-led investment strengthens our ability to respond quickly, assist effectively and support shipping partners making use of the deepest berth in New Zealand. The upgrade to IMO Tier III engines also reinforces our commitment to lowering emissions and operating responsibly.”

Tampa Fire Rescue, Florida has taken delivery of a monohull fireboat, designed and built by Metal Shark of Louisiana. The newbuild is the first of two sisters for Tampa Fire Rescue, with the second vessel due for delivery in 2026.

Both boats are of Metal Shark’s 38 Defiant NXT class, which features a length of 12.2m, a 3.66m beam and a hull, deck and superstructure built from corrosion-resistant, welded 5086 aluminium-magnesium alloy plates. Each boat is powered by triple Yamaha outboards, offering a combined output of just over 670kW, and incorporates Yamaha’s HelmMaster controls and joystick operability, for enhanced manoeuvrability in tight spots. The latter was deemed crucial as the boat will be navigating “all waters of Tampa Bay, from downtown Tampa to the barrier island of Egmont Key”, Metal Shark explains. The fireboat will also undertake search and rescue missions across this expanse.

Onboard features include the builder’s NXT emergency medical services (EMS) response cabin, which houses three shock-mitigating crew seats, supplied by SHOXS, plus an EMS bench, firefighting control stations and diver/responder gear storage space. The boat has also been equipped with a chemical, biological, radiological, nuclear and high-yield explosive (CBRNE) detection system, provided by Honeywell, and a cabin filtration and pressurisation package from HDT Global.

The boat also features: a urethane-covered, closed-cell foam collar; a dive/rescue ladder; full-height, hinged dive doors, port and starboard; a FLIR thermal imaging system; and storage space for self-contained breathing apparatus (SCBA) and dive tanks. Additionally, the boat has been created with non-skid walkways with low-level lighting, for night-time operations.

The boat utilises a Darley fire pump, drawing from a fully flooded sea chest, delivering 5,678litres per minute via piping and electronically controlled valves to a remote-operated monitor. Metal Shark says: “This configuration enables long-range throw for ship-to-ship and ship-to-shore operations.” The boat also features dual 2.5” handline discharges, a 5” Storz hydrant discharge (for supplying land-based apparatus) and a 150litre quick-fill foam injection system for aqueous film-forming foam (AFFF)-based fire suppression.

Metal Shark adds that it has delivered new fireboats to “over a dozen fire departments” across the US in the space of 18 months.

Dutch shipyard Royal Niestern Sander has launched Carbon Destroyer 1, the first CO2 carrier to be built in Europe. The vessel is a key part of the Project Greensand carbon capture and storage project in Denmark and was described by Sir Jim Ratcliffe, chairman of global petrochemicals company INEOS, as “an important next step for carbon capture and storage in Europe…demonstrating that carbon storage is commercially viable”.

Carbon Destroyer 1 is based on Wagenborg’s EasyMax design and has been specially adapted for handling CO2 under pressure and at low temperatures. The EasyMax concept is a multipurpose vessel with a cargo capacity of 14,000tonnes, jointly developed by Royal Wagenborg and Royal Niestern Sander.

Through Project Greensand, Denmark is positioning itself as a hub for CO2 storage in Europe. Carbon Destroyer 1’s role will be to connect CO2 emitters with permanent, commercial-scale offshore CO2 storage. The vessel will transport captured CO2 from across Europe, creating a ‘virtual pipeline’ between the point of capture and permanent storage deep beneath the seabed in the North Sea. The carrier will sail regular routes from Port Esbjerg to the Nini West platform, where the CO2 will be injected for safe and permanent storage to the Nini reservoir, approximately 1,800m beneath the seabed in geological formations that have contained hydrocarbons for millions of years.

The vessel’s launch follows a series of major developments in the Greensand project. In December 2024, INEOS and its partners Harbour Energy and Nordsøfonden took a final investment decision to move ahead with full-scale CO2 storage operations in the Nini Field. The project’s initial phase targets the permanent storage of 400,000tonnes of CO2 annually, with the potential to scale up to 8 million tonnes per year by 2030. The vessel is expected to be fully operational by the end of 2025 or early 2026, when Project Greensand is due to begin permanent commercial scale CO2 storage operations.

At the Port of Esbjerg in Denmark, construction is currently underway on a new CO2 terminal, which will serve as the onshore hub for receiving, storing, and loading liquefied CO2 onto the vessel. Once established, the terminal will include six large storage tanks and essential infrastructure to support continuous and scalable CO2 transport to the offshore storage site.

Naval architect and designer BMT and Singapore-based boatbuilder Penguin Shipyard International have delivered a fire and rescue vessel to the Singapore Civil Defence Force (SCDF). The Blue Dolphin MFV-R (standing for ‘multi-role fire vessels – rescue’) is the first of two 38m sisters for the SCDF, each featuring an aluminium monohull and an external firefighting system comprising three fire monitors and three pumps, capable of delivering a combined flow rate of 3,600m3 per hour.  

Described as an evolution of the Red Dolphin MFV-R, which BMT and Penguin produced for the SCDF in 2019, the new vessel has 12,000litres of firefighting foam capacity. BMT comments: “This is further supported by a self-protection water curtain, giving the vessel a fully redundant and highly capable firefighting configuration that exceeds standard FiFi Class 1 requirements.”

The vessel also houses advanced chemical, biological and radiological (CBR) protection systems, plus a decontamination room, a first aid station and a rescue lounge for up to 30 survivors and eight firefighters. Infrared sensors enable the detection and classification of chemical warfare agents and toxic industrial chemicals at a range of up to 5km, BMT adds.  

The Blue Dolphin MFV-R can comfortably sprint past the 30knot mark, and comes with biofuel-compatible engines and solar panel charging systems. The vessel also stores a high-speed RIB on board, which can be scrambled for search and rescue operations close to shore or in restricted waters. The ship is also equipped with a virtual anchoring system, designed to reduce the crew’s workload during station-keeping operations.  

The first Blue Dolphin MFV-R was delivered to the SCDF at a commissioning ceremony hosted at the Republic of Singapore Yacht Club, and the second sister is earmarked for delivery to the SCDF in 2027.

Maritime healthcare provider VIKAND has cited disturbing statistics from Gard’s 2025 Crew Claims Report to raise awareness of the importance of safeguarding seafarer mental health.

The Gard stats – based on 2024 claims data and feedback from more than 6,000 seafarers – indicate that, between 2019-2023, 11% of all seafarer deaths were due to suicide, surpassing the number of deaths caused by onboard injuries.

“Suicide at sea is no longer the elephant in the room – it’s a harsh reality we can no longer ignore,” comments Ronald Spithout, MD of OneHealth by VIKAND. “The silence, the stigma and the systemic underreporting must end…together, we need to ensure a more structural approach and support for seafarers before more lives are lost.”

VIKAND also draws attention to research by Yale University, conducted in 2020 for the ITF Seafarers’ Trust, which found that 20% of surveyed crew members had experienced suicidal thoughts. VIKAND says: “Unique pressures of life at sea, including long isolation, communication challenges and cultural taboos, make seafarers especially vulnerable.

“Most suicides occurred among crew members under age 41, with officers disproportionately affected. Compensation exclusions for suicide further compound the trauma for grieving families.“

VIKAND’s statement includes the case of two Filipino crew members, both described by their colleagues as “outgoing, engaged and sociable” team players, who nonetheless took their own lives – one by hanging, the other by jumping overboard – following family and relationship problems, exacerbated by their isolation at sea. “Neither had a known mental health history or showed visible warning signs,” VIKAND writes. “In each case, psychological support and crew training were implemented – but only after the tragic events.“

The group also cites the case of a 28-year-old doctor who committed suicide in her cabin following a break-up: a tragedy that drove one of her colleagues to drink, leading to his dismissal “without receiving any follow-up mental health care or emotional support”, VIKAND notes.

VIKAND is now urging maritime industry leaders to improve reporting standards, step up mental health support services and push for a “cultural transformation” to remove the stigma about mental health issues, “so seafarers feel able to ask for help without fear of judgement or shame”.

This would involve greater use of pre-employment psychological screening, to identify vulnerabilities before crew members take to sea, and targeted training for officers and crew, helping them to spot early signs of distress among their colleagues and to react accordingly. “Fragmented, reactive approaches to mental health are no longer sufficient,” the group warns. “More effort must go into receiving even the faintest early warning signals.”

VIKAND has rolled out an AI-backed digital screening tool, Crew Wellness Pulse Check, which enables seafarers to anonymously complete surveys related to their mental health. This data can then be used to build up a bigger picture of the problem and to detect patterns and trends. VIKAND also provides 24/7 helplines for immediate support. “This isn’t about checking a box – it’s about proactively trying to save lives,” says Spithout. “Together, we can build a maritime culture where every seafarer feels seen, supported and safe.”

The new North Eastern Guardian IV had to be extremely capable and based on a proven, sub-24m design. So, what better architecture than an established crew transfer vessel (CTV)?

In fact, the North Eastern Inshore Fisheries and Conservation Authority (NEIFCA) had been planning a replacement for its forerunner, North Eastern Guardian III, for some years. As Chartwell Marine technical director Chris O’Neill relates, a trip out on a CTV sold NEIFCA on the platform’s suitability. Chartwell’s flagship CTV platform has a length of 24.4m and a beam of 8.87m. “It’s an extremely adaptable design,” says O’Neill. Despite this, there’s a big difference between wind farm support and fishery operations.

Further, while the hull spaces and working areas are designed to hold quite a bit of equipment, it was only when Chartwell got down to the details that it became clear how much the operating team wanted to pack in. The nub of the issue, O’Neill explains, was the need to fulfil two different functions: on one side there is research; on the other, fishery patrols. So, while there may be substantial survey work and data collection, there’s also comprehensive regulation enforcement: that requires radar and plotting systems to monitor fishing vessels around prohibited areas, along with the ability to move quickly. “We tried to keep the hull as similar as possible with regard to resistance and performance,” says O’Neill. “However, above deck the design changed quite significantly.”

One of NEIFCA’s main goals was to gain more load capacity. While the previous North Eastern Guardian III is a capable vessel, it’s a monohull with a much smaller rear deck tucked in behind the deckhouse. But taking a CTV platform, which normally operates from the bow, and creating a much larger aft deck meant relocating the superstructure, bringing it forward. While that involved “quite a lot of work on weight distribution”, says O’Neill, the result has been worth it: it’s opened up an 80m2 working space at the rear.

Despite this, North Eastern Guardian IV’s deckhouse has also remained sizeable, the floor area measuring 70m2. Its layout embraces a pantry, mess area, skipper and crew cabin, changing room, wet room, storage space, shower and comfort facilities, as well as access to the 35m2 wheelhouse above. Here, along with the skipper’s console and associated equipment, are both wing and aft operating stations, along with crew seats plus a sofa and table area.

For the full article, see the July 2025 issue of The Naval Architect

At the Battle of Trafalgar, nearly a quarter of Nelson’s fleet, bearing nearly a third of the fleet’s guns, was designed by Sir Thomas Slade (1703/4-1771), who is buried in Ipswich, Suffolk, writes Peter Turner.

Thomas Slade was born into a well-established family of Ipswich and Harwich shipbuilders, while his uncle, Benjamin Slade, was master shipwright at Plymouth Dockyard. He probably began his apprenticeship at Deptford Yard, on the River Thames, in 1718. He became the naval overseer to the building of fourth-rate Harwich in Harwich, in 1742, and two years later surveyed Sandwich harbour and helped the planning of improvements to Sheerness, after which he was appointed assistant master shipwright at Woolwich. 

When Benjamin was ordered by Admiral Anson, First Lord of the Admiralty, to examine the lines of some French prizes, he commissioned Thomas to make plans of them. As a result, Thomas became the protégé of Anson and was moved in turn from Plymouth, where he had replaced his deceased uncle, to Woolwich, Chatham and finally to Deptford in 1753, from where he continued to advise Anson. 

In 1747, Thomas Slade married Hannah Moore of Ipswich (d. 1763) and they had one son, Thomas Moore Slade. When, in 1755, the incumbent surveyor of the navy, Sir Thomas Allin, was taken ill, the Admiralty appointed Thomas Slade joint surveyor with William Bately. By this time, Thomas Slade was already designing ships and his early designs included the first British-designed ‘74’s: a new type that became the staple of the British fleet until after the Napoleonic Wars ended in 1815. These were an evolution of previous British ships built to compete with the new French vessels of the same number of guns. There were at least forty-six 74s built to his designs.

Slade started designing smaller ships in 1756 and developed the true frigate, which still comprised two decks but with an unarmed lower deck, and with guns on the upper deck of a larger size than those on previous ships of this rating. 

It was Slade who designed HMS Asia, the first true 64-gun ship. As a result, the Royal Navy ordered no further 60-gun ships but instead commissioned more 64s. Because these incorporated alterations learned from trials with Asia, subsequent ships Slade designed were bigger and would become the Ardent class of 64-gun ships of the line.  

The first HMS Ardent was ordered in 1761, and six more would built over the following two decades. These included HMS Indefatigable, which was converted to a 44-gun razee frigate before being launched from Buckler’s Hard in 1784. A razee frigate is one that has had the upper gun deck removed, based on the French word rasé. This was because time had shown that while these were excellent ships, they were too small for use in the line of battle and so were converted to successful frigates.  

Indefatigable had a series of illustrious commanders, including Captain Edward Pellew’s action with the much larger French 74-gun Droits de l’Homme and Commodore Graham Moore’s capture of the Spanish treasure fleet in 1804, among many other actions. Both captains would rise later to admiral. Indefatigable would overall be credited with a part in 92 captures of enemy vessels.  

Two more of these ships were involved in the career of Nelson: HMS Raissonable and HMS Agamemnon. Raissonable was built at Chatham and was Nelson’s first ship, although she only operated in the Medway at that point. Agamemnon was also built at Buckler’s Hard and was Nelson’s favourite ship, and where he spent most of his time as a captain. Nelson was on board Agamemnon from January 1793 to June 1796 and lost his eye while in command.  

In 1756, Slade began work on the design of the ship most associated with Nelson. It was to be the only first rate that he designed and which would become HMS Victory (100 guns). Victory was not launched until 1765 but, despite having exceptionally good sailing qualities, she did not see service during Slade’s life.  

Slade was a prolific ship designer, for which he was knighted in 1768, but he died in Bath in 1771. His designs continued to be used until well after his death, with Victory being Slade’s greatest memorial, as she is still preserved to this day, at Portsmouth Historic Dockyard. However, his designs of many of 74-, 64-, 32- and 28-gun ships were also very successful.

Peter Turner is the editor of The 1805 Club’s magazine ‘The Kedge Anchor’. The 1805 Club is a society, open to all, which was formed to preserve and care for the memorials and graves of those associated with the sailing state navy of the Georgian era. In recent years it has established the Trafalgar Way, which runs from Falmouth in Cornwall to the Admiralty in central London and follows the route of Lieutenant Lapenotiere’s journey to deliver news of the victory. For more info, see the July 2025 issue of The Naval Architect.

The UK is poised to lead in uncrewed surface vessel (USV) development, backed by strong technical expertise and government initiatives like the Ministry of Defence’s NavyX programme. However, regulatory hurdles are stifling progress, says Matthew Ratsey, MD of Plymouth-based Zero USV, one of two key UK USV developers who spoke to The Naval Architect for our July issue feature on uncrewed vessels.

The Maritime & Coastguard Agency (MCA) has been criticised for its lack of clarity and slow progress, set against the pace of development established by the USV manufacturers. Frustrated, Ratsey emphasises the transformative potential of USVs, particularly in swarm operations for tasks like offshore wind surveys and fisheries monitoring, but stresses that without a clear regulatory framework, the UK risks losing its edge in this innovative sector to more supportive markets abroad.

His views are echoed by James Williams, CEO of Cornwall-based Uncrewed Survey Solutions (USS). In fact, the lack of regulatory clarity led USS to register its new vessels under the San Marino flag for overseas operations, as the UK’s framework lacks proportionality for smaller USVs, applying the same rules to 1m and 24m vessels alike. The MCA’s recent marine guidance notes (MGN 702 and 705) offer exemptions for USVs under 4.5m, but these measures still limit the operational capacity of USS’ USVs by requiring the removal of payload modules to comply, reducing functionality. Don’t miss the July 2025 issue of The Naval Architect where Ratsey and Williams outline the extent of the problem and what needs to be done to fix it.

Dutch maritime decking specialist Bolidt recently completed its largest ever retrofit project, installing around 18,000m2 of decking on the Royal Caribbean International (RCI) cruise vessel Allure of the Seas. The sheer scale of the project presented a number of challenges, which the company worked with the client, the shipyard – Navantia Cadiz – and other subcontractors to overcome.

Delivered in 2010, the 362m-long, 5,500-pax-capacity Allure of the Seas was scheduled for a major refit just before COVID struck. However, this meant it had to be postponed by RCI, which last year decided to reactivate the project, to modernise the vessel and keep it competitive with new-generation ships now entering service.

Consequently, having been contracted by RCI to carry out the decking elements of the refit, Bolidt started the necessary preparatory work in July 2024. Gerben Smit, head of operations, global maritime business, says: “This was by some way the biggest project we had undertaken to date, surpassing our previous most extensive contract in the maritime sector, which involved a refit of RCI’s Adventure of the Seas. The lengthy preparation period…enabled us to build up a close understanding with not only the client and shipyard, but other subcontractors that were going to be working in the same spaces as us, to ensure the job went smoothly.”

Bolidt was contracted to supply a range of different products, including Bolideck Future Teak, Select Soft and Hard Soft, in 34 different areas on board, both indoors and outdoors, across decks 5 to 17. On the 4,000m2 pool deck, Bolidt installed its lightweight and hard-wearing Bolideck Future Teak, resurfacing existing installations, and fitted a new kids’ pool area with Bolideck Select in various designs. It also repaired and resanded the 1,950m2 jogging track, while installing Future Teak and Select Soft on 115 balconies spanning 1,900m2, and soundproofing a new 800m2 extension to the solarium on Deck 15.

To ensure that the work could be completed within the required time window, around 120 Future Teak-manufactured items were prefabricated in the Netherlands, in partnership with local resin systems specialist Boteka. In total, over 60 truckloads of components were moved between the Netherlands and Spain for this one project.

The preparation period also enabled the various stakeholders to iron out some potential issues well before the start date. One of the most significant was the fact that the 18,000m2 of new Bolidt materials would have added a significant amount of weight to the vessel. Consequently, Bolidt and RCI were able to plan for Bolidt technicians to remove around 10mm of the existing surfaces and underlay prior to installation of the new materials, to achieve a broad weight balance between the pre- and post-refit situation.

At the project’s peak, Bolidt had around 150 skilled technicians on Allure of the Seas and managing this team required intense support from Bolidt’s Netherlands-based operations team, who supervised all the necessary hotel, flight and other bookings to ensure the technicians could focus on the task in hand.

Smit adds: “The biggest challenge was the sheer scale of the project, which tested our capabilities in many different aspects, and required not only extensive pre-project preparation but ongoing liaison during the refit with all the other contractors. But, while you can plan for most things, you can’t plan for the weather, and the project was negatively impacted by a lengthy period of rain while the ship was in drydock. This required us to become even more agile and flexible, and to intensify cooperation with the other contractors, to ensure the project did not overrun.”

Allure of the Seas is one of nine RCI ships Bolidt has refurbished since mid-2024. However, the company is also involved in a number of newbuilding projects, one of the most notable being work on Accor’s Orient Express Corinthian, a 220m–long sailing yacht under construction at Chantiers de l’Atlantique, France. This will be the launch vessel for a new product, Bolideck Future Teak Signature Premium, that Bolidt has developed to provide a lightweight and hard–wearing synthetic material that is as close as possible in look and feel to real teak. 

For the full story, see the July 2025 issue of The Naval Architect

The Italian Navy has placed a contract with Fincantieri to build two more PPA multipurpose combat vessels. The new vessels will replace those earmarked for transfer to Indonesia.

The contract for the new vessels, managed by the Organisation Conjointe de Coopération en matière d’Armement, was placed with a consortium comprising Fincantieri as lead contractor and Leonardo as its principal partner. The value of the contract for Fincantieri is approximately €700 million, including work already carried out on the units now destined for Indonesia.

The new PPA multipurpose combat ships will be delivered in the ‘Light Plus’ configuration by Fincantieri’s shipyards in Riva Trigoso and Muggiano. Deliveries are scheduled for 2029 and 2030, respectively. Fincantieri CEO Pierroberto Folgiero says: “The new units will bolster the national supply chain, ensuring production continuity and employment stability, while also strengthening Italy’s role as a central player in the global defence landscape, where shipbuilding is increasingly a key element of influence and international cooperation.”

The new vessels will be capable of undertaking multiple missions, including patrol, search and rescue and civil protection operations, and are considered first-line fighting vessels. The PPAs are designed to be ‘fitted for but not with’ so that additional capabilities can be integrated over time using a shared platform. They will have a length overall of 143m, speed in excess of 31 knots and a crew of 171, plus a combined diesel and gas turbine propulsion plant and an electric propulsion system.

BAE Systems has opened a new shipbuilding hall at its facility in Glasgow, in a bid to improve schedule performance while reducing typical times between ship deliveries.

Named the Janet Harvey Hall, in memory of a female electrician who worked in shipyards on the Clyde during WW2, the 170m-long, 80m-wide new space has the capacity to build two Type 26 frigates side-by-side. HMS Belfast and HMS Birmingham are currently under construction in the hall, BAE Systems says.

Janet Harvey Hall is also equipped with two 100tonne-capacity and two 20tonne-capacity cranes, and can accommodate up to 500 workers per shift. The opening of the hall is a first for Glasgow, enabling warship construction under cover for the first time, thus eliminating the need for downtime in harsh wind and rain.

The hall was established as part of BAE Systems’ £300 million modernisation and digitalisation programme. According to Stephen Charlick, MoD DE&S Type 26 resident project officer: “Protecting the UK and its interests from evolving global threats requires state-of-the-art vessels like the Type 26 frigate…the investment by our partner, BAE Systems, underscores the commitment to equipping our armed forces.

“The Janet Harvey Hall brings an improved approach to warship assembly and outfit, driving quality throughout the build, and this approach supports regular delivery of vessels in line with the Royal Navy need.”

Finnish ship designer Deltamarin has signed a contract with China Merchants Jinling Shipyard (Weihai) for six new methanol-compatible ro-pax vessels. Ordered by Grimaldi Group, the ferries will be built to the specs of the ‘Next Generation Med’ class and will cover Mediterranean routes serviced by the owner’s Grimaldi Lines and Minoan Lines subsidiaries.

Each newbuild will feature: a length of 229m; 3,300 lane metres for rolling freight; and the capacity for up to 2,500 passengers and 300 passenger vehicles. The design also includes more than 300 cabins to sleep at least 1,200 guests.

Deltamarin says: “The vessels will be powered by engines capable of running on methanol, making them the first ships in the Mediterranean designed specifically for this alternative fuel.” Additional green credentials will include advanced onboard power management systems, silicon-based hull coatings, shore power readiness, an optimised hullform and optimised propeller design. “These features will collectively reduce CO2 emissions per cargo unit by more than 50% compared to current vessels operating on similar routes,” Deltamarin claims.

Four of the six vessels will be operated by Grimaldi Lines under the Italian flag, while the remaining two will be operated by Minoan Lines and will sail under the Greek flag. The vessels will be delivered between 2028-2030.

Scandlines to convert ferries to hybrid operation

Copenhagen-based Scandlines is converting two of the ferries operating the Puttgarden-Rødby route to plug-in hybrid operation, involving an investment of around €31 million. The aim is to reduce CO2 emissions by up to 80%, the company states. The refit includes the installation of 5MWh battery systems on each ferry and charging facilities on board and at the Puttgarden and Rødby ferry berths. The in-port charging time will be just 12 minutes.

Scandlines has signed a contract with Western Shiprepair in Lithuania for the conversion work. The first ferry will arrive at Western Shiprepair at the end of August and the second in December. Both conversions will be completed in 2026.

New Jacksonville repair facility becomes operational

BAE Systems has officially opened a US$250 million ship lift and land-level ship repair facility in Jacksonville, Florida. The upgraded complex will support the maintenance and repair of both naval vessels and commercial ships in the region. With the capacity to lift vessels displacing up to 25,000tonnes and accommodate multiple vessels for maintenance simultaneously ashore, the new complex expands the shipyard’s capabilities by more than 300%.

The project, undertaken together with Pearlson Shiplift Corporation, Foth Engineering and Kiewit Infrastructure South Co, replaces an 80-year-old drydock that had reached the end of its life span. The new ship lift system’s platform, which spans 150m x 33.5m, is the largest of its type in the Americas.

Greek floating dock resumes operations

Piraeus Port Authority has announced the resumption of full operational activity at its floating dock Piraeus II at the Perama Ship Repair Zone, following completion of a series of extensive repair and maintenance works. The investment was carried out as part of a special survey, which was successfully concluded with the issuing of a new five-year operational certificate by the relevant classification society.

The dock’s return to operation was marked by the docking of the ro-pax vessel Poseidon. The upgrade of the dock – measuring 113m in length and 18.5m in internal width, and offering a lift capacity of 4,000tonnes – is one of a number of developments planned by the port authority to “radically transform” the Perama Ship Repair Zone and make it a more competitive option for ship repair projects in the Mediterranean.

The 85m x 15m Whitchampion has become the first bunker tanker certified to load, carry and blend fatty acid methyl ester (FAME) B100 on board, according to classification society Lloyd’s Register (LR). The 2003-built vessel, operated by UK-based John H. Whitaker (Tankers), secured this certification from LR on behalf of the Isle of Man Flag Administration, and under the International Bulk Chemical (IBC) Code and MARPOL Annex II regulations.

As a result, Whitchampion’s personnel can now perform onboard blending of biofuels with petroleum distillates and residual fuel oils within UK coastal waters. LR comments: “Bunker tankers certified under MARPOL Annex I are limited to carrying blends [of] no more than 30% FAME under IMO regulations. Oil fuels with higher bio-content fall under the IBC Code and MARPOL Annex II, typically requiring full chemical tanker status. That regulation has, in effect, frozen out a significant portion of the conventional bunker tanker fleet from supporting mid-to-high-range biofuel blending. 

“Whitchampion is the first LR-classed vessel to bridge that gap. Through comprehensive gap analysis and risk assessment against the IBC Code and MARPOL Annex II requirements, LR developed an approach which involved mitigation of the assessed risks. This led to obtaining waivers/exemptions from the flag administration, allowing this Annex I bunker tanker to gain chemical certification to carry FAME as cargo, without needing to convert to full chemical tanker status.” 

A second Whitaker tanker, Whitchallenger, will undergo a similar approval process, with certification anticipated later this year, LR adds. 

The Hovercraft Society has published the first issue of its Light and Recreational Hovercraft Directory, created to place a spotlight on hovercraft-related events, rides, hire opportunities and service around the world, as well as sharing the details of internationally based hovercraft builders and suppliers.

Alan Bliault, technical secretary, The Hovercraft Society (and a contributor to articles on hovercraft and surface effect ship design in previous issues of Ship & Boat International and The Naval Architect), says: “Our primary aim with this directory is to enable people to connect with organisations that support activities related to recreational hovercraft. Formal and informal events are important to get to know what hovercraft are all about: the excitement and pleasure they can bring, whether piloting or in supporting or attending.”

The 50-page directory can be downloaded for free at https://www.thehovercraftsociety.org.uk/light-and-recreational-hovercraft-2/

Global political instability may now be the number one concern for shipowners, operators and C-suite personnel, according to the fourth and most recent edition of the International Chamber of Shipping’s (ICS’) Maritime Barometer Report. The 2024-2025 edition of the report indicates that this instability remains the biggest concern for respondents for the third consecutive year since the 2022-2023 edition.

In his introduction to the report, ICS chairman Emanuele Grimaldi comments: “Geopolitical instability is no longer a background factor; it is actively reshaping our operating conditions, redrawing trade routes and influencing commercial decisions across the globe.” Other significant identified threats include: malicious physical attacks; administrative burden; regulatory uncertainty (especially when it comes to decarbonisation, alternative fuels and emissions control); and cyber-attacks.

Grimaldi continues: “Geopolitics also underpins some of the growing threat we face on the cybersecurity front, with state-sponsored or linked attacks on the rise. It is vital that we continue to assess where our weaknesses lie and create robust response and recovery strategies that are well-communicated and understood across all strata of employees.” With regard to alt-fuels, the report hints that owner and operator respondents are currently more “bullish” on proven, conventional fuels, adding: “Methanol and ammonia remain key future fuel choices, but, as the realities hampering alternative fuel availability and infrastructure become clearer, leaders appear to be more comfortable planning operations around fuels with established infrastructure, known bunkering and safety procedures and clearer cost profiles.” It warns: “Shipping risks missing its decarbonisation targets without strong economic and regulatory signals plus increased public funding.”

Other, and newer, areas of concern include extreme weather events, financial instability and availability of crew and personnel, the latest report reveals.

The report was published shortly before the Shaping the Future of Shipping summit in Athens, hosted by ICS, the Greek Ministry of Maritime Affairs and the Union of Greek Shipowners. Grimaldi states: “Whether addressing the green transition and decarbonisation, cyber-threats or trade barriers, closer collaboration between industry and governments is essential. The solutions are within reach, but unity is critical.”

The design of the US Navy’s troubled FFG 62 Constellation-class frigate programme is further behind schedule than realised, and the ship is now much heavier than anticipated, which could compromise its performance.

According to a June 2025 report from the Government Accountability Office (GAO), 2025 Weapon Systems Annual Assessment, the US Navy continues to face challenges completing functional design of the vessel, which is needed to demonstrate design stability. More than two years after beginning lead ship construction, this persistent lack of design stability has stalled construction of the lead ship and poses the same risk to initial follow-on ships, the GAO said.

The US Navy currently plans to deliver the lead frigate in April 2029, three years later than the contracted delivery date. It continues to work with the shipbuilder to revise basic design documents – including the ship’s general arrangement drawings – and structural components of the ship.

The latest GAO report also suggests that functional design of the vessel is much further behind schedule than was reported only last year. In response to a recommendation the GAO made in a May 2024 report, the programme restructured its functional design metrics to more closely align with actual design progress. As a result, it was concluded that functional design progress was significantly less than the 92% complete  reported in August 2023. In fact, as of December 2024, the programme reported that functional design was actually 70% complete, as measured with the restructured metrics. Programme officials told the GAO they expected to achieve a stable basic and functional design “by late spring 2025”, but the programme has yet to achieve its planned rate of design progress to meet this goal.

The frigate design is further complicated by unanticipated weight growth. In October 2024, the US Navy reported 759tonnes of weight growth from initial estimates, a near 13% increase, due in part to the underestimation of applying US Navy technical requirements to a foreign ship design. The GAO says US Navy personnel are working with the shipbuilder to reduce the ship’s weight, but weight growth has only become more pronounced over the last year. “Unplanned weight growth during construction can compromise capabilities…and such alterations may leave frigates less combat-capable, limit the ability to add capabilities to address evolving threats and reduce planned service lives,” the GAO noted.

As of November 2024, officials reported that the shipbuilder had submitted five requests for “equitable adjustment”, raising the potential for unbudgeted cost growth. Requests for equitable adjustment provide a remedy payable only when unforeseen or unintended circumstances – such as government modification of a contract – cause an increase in costs. The US Navy deemed the total costs of the five requests “not suitable for public release”. According to officials, these requests relate to government change orders and significant design changes from the frigate’s parent ship design.

Despite the unresolved issues identified above, the US Navy has proceeded full steam ahead with the programme, exercising options for the fifth and six ships in May 2024. In November 2024, the US Navy requested information seeking a second shipbuilder to build the frigates, and, in January 2025, began assessing industry responses to inform future acquisition strategies.

This year, the Worldwide Ferry Safety Association (WFSA) concluded its 12th International Maritime Student Design Competition, an annual initiative hosted to encourage students to create designs for safe, stable and affordable domestic ferries – and particularly for rivers and regions within developing countries, or which are prone to higher-than-average rates of accidents.

Last year, the contest called for a design for a ro-pax ferry for the River Niger in Nigeria, which was won by Team Nawasena from ITS, Indonesia. The Nigerian Inland Water Authority, which regulates some 3,000 waterways, has been working to combat an unacceptably high death toll – with 1,000 fatalities attributed to domestic ferry accidents in 2023 – within this network.

The 12th WFSA student design contest saw the association return to Nigeria, with David Okafor, a naval architect with the Nigerian Navy, again assisting in drawing up the specifications for the design teams. This year’s challenge called for a 200-pax electric ferry capable of navigating Lagos’ waterways, emphasising a 25km route linking Ikorodu, a northeastern business zone, to the CMS transport hub on Lagos Island. The student teams had to factor in constraints such as low-clearance bridges, shallow docking depths (2.5m is common, Okafor advised) and water hyacinths, the latter of which can block ferry channels and jetties and cause damage to boat propellers and engines.

This year’s winning entry was Naija Spirit, a 28m, double-deck aluminium catamaran, designed by Team Black Pearl of the Bangladesh University of Engineering and Technology (BUET). Team Black Pearl was captained by final-year student Md. Safayet Hossain Shishir – who, incidentally, was part of the BUET team that secured second-place in last year’s WFSA River Niger design competition.

Shishir tells The Naval Architect: “This edition of the competition allowed roughly three months to complete the entire project, which included everything from initial studies and literature reviews to developing preliminary plans, performing calculations, making critical design decisions and executing the final design. We overcame this challenge through effective coordination within the team, clearly assigning tasks with specific deadlines and managing our resources efficiently.”

Being based in Bangladesh made it difficult to obtain a comprehensive overview of Lagos’ riverine conditions. “To address this, we conducted extensive online research and gathered relevant information to ensure our design would be suitable for the region and aligned with international standards,” he says. “For instance, we paid special attention to ensuring the ferry’s speed would be competitive with local road transportation. To estimate road travel times accurately, we performed a detailed traffic analysis, using Google Maps over an entire day.”

One of the most critical challenges, though, Shishir highlights, was the design of the vessel’s electric battery pack. “It had to provide sufficient capacity for a complete round trip, while remaining as lightweight as possible to maintain vessel efficiency,” he says. “Another major focus was ensuring the ferry offered a clear travel time advantage over road transportation. This required identifying the optimal operating speed, minimising hydrodynamic resistance and targeting a one-way travel time of around 40 minutes.

“Additionally, balancing charging time with battery weight posed a significant engineering challenge. Achieving the right trade-off was essential to ensure efficient turnaround, sustained performance and overall operational viability.”

Naija Spirit would utilise an integrated electric propulsion system, comprising: two marine-grade, permanent magnet electric motors, rated 680kW at 1,200rpm apiece; a 584kW thruster with retractable, tiltable propellers; Sinus Penta 0457-series variable frequency drive inverters, with operating power bands spanning 1.3kW to 3,000kW; and switchboards provided by Stadt.

The set-up would also incorporate a hydrogen fuel cell system, to serve as an emergency power source while avoiding greenhouse gas (GHG) emissions. Shishir explains: “In the event of a failure in the main propulsion system, the ferry will rely on the hydrogen fuel cell to maintain a speed of up to 14knots, ensuring it can safely reach the nearest terminal.”

For Naija Spirit, the team chose two 1tonne Ballard hydrogen fuel cells, placed under the main deck at the demi hull. These would be paired with four Mahytec RGV500 hydrogen tanks, each with a 6.5kg capacity and weighing 0.185tonnes. Shishir adds: “Weight has always been a critical challenge…the main issue was finding a hydrogen fuel cell with a suitable height to fit within the under-deck space.”

Team Black Pearl also calculated that 168 battery modules would be required, constituting a combined weight of 14.66tonnes. EST-Floattech’s NMA-certified Octopus-branded batteries were selected. Shishir says: “The battery room is situated on the under deck.” Due to the battery pack’s weight, the room was “positioned around the midship, to ensure vessel stability,” he explains, adding: “The battery spaces are isolated using watertight bulkheads, and designated in compartments in both demi hulls symmetrically, also maintaining structural integrity.”

With the above propulsive arrangement, the team calculated that Naija Spirit would be capable of operating at a maximum speed of 20knots. “It can complete two trips – Ikorodu to CMS and back – covering 50km before requiring a recharge,” Shishir says. “The ferry can complete up to 10 trips within the 12-hour operating window, from 6am to 6pm, covering approximately 250km in total.”

Other clean energy features include a 55m2 spread of Solbian flexible solar panels, mounted on the roof and at points around the ferry. Each panel is rated 0.216kW, Shishir says, adding: “Assuming six hours of effective sunshine, the panels can generate a total of 71.28kWh – enough energy to power the ferry’s hotel loads on that day.” An additional 154kW of power would be generated by an underwater hydrokinetic turbine “with a diameter equal to the ferry’s draught, placed at the region of maximum flow velocity, identified by CFD analysis”, Shishir adds. 

Japan’s offshore wind farm sector is gaining momentum as part of the country’s push for carbon neutrality by 2050. The country aims to install 10GW of offshore wind capacity by 2030, and as much as 30-40GW by 2040, with a focus on both fixed-bottom and floating turbines – the latter technology being particularly important due to the country’s deep coastal waters.

There have been a few short-term setbacks over the past five years, mainly related to supply chain glitches, inflation and technical challenges. However, Japan’s potential for an offshore wind infrastructure exceeding 9,000TWh per year has attracted OEMs, suppliers, service providers – and, of course, boat operator and builders. For example, this year saw Japanese operator Tokyo Kisen Co take delivery of the first of two bespoke aluminium crew transfer vessel (CTV) catamarans. The first in the new TK-27 class, designed exclusively for Tokyo Kisen by Australian naval architect Incat Crowther, completed its sea trials in late 2024, before being delivered to the operator in April 2025.

This vessel and her in-build sister have been constructed by Cheoy Lee in Hong Kong and classed domestically by ClassNK, with Tokyo Kisen also providing input into the duo’s design, to ensure that the boats were suited to their working environments off the coast of Japan – and to meet recently revamped but stringent local rules.

Incat Crowther elaborates: “The design was developed in compliance with ClassNK rules for High-Speed Craft, while also incorporating its newly introduced rule addition: Part O (12) – Wind Farm Support Vessels, which had recently been appended to the Rules for the Survey and Construction of Steel Ships. This led to conflicts between the High-Speed Craft and Steel Ship rules, with the latter being naturally unsuitable for a 27m aluminium catamaran.”

While resolving these conflicts proved somewhat challenging – not least with ClassNK being “relatively new to the CTV industry”, Incat Crowther tells The Naval Architect – the debut cat has become the first vessel to adopt this new amendment, thereby opening the door for further builds of this type.

The design of the cats has also been “future-proofed”, Incat Crowther explains, in terms of both occupancy and propulsion. For example, while each TK-27 cat will begin its working life carrying 12 turbine technicians, it will retain the flexibility to boost this number to 24 “as Japan’s regulatory framework evolves” and CTVs become more commonplace – and as the country’s network of turbines expands, the designer points out. Similarly, both cats have been prepped for future fuels. While each currently employs twin Yanmar 12AYM-WET main diesel engines, rated 1,220kW apiece and ensuring a top speed of 28knots, it will be possible to upgrade the boats to dual-fuel or even all-electric/pure-biofuel operations as these technologies gain pace. The Yanmar engines are combined with a controllable-pitch propeller (CPP) system supplied by Servogear.

Incat Crowther has designed nearly 50 CTVs over 25m, many of which operate in Europe’s offshore wind farm sector. While Japan’s offshore wind industry presents unique challenges, the designer notes that adapting vessels to Japanese weather and wave conditions was a manageable transition. “The conditions around the Japanese coastline were no more challenging than those typically encountered in European offshore wind farms,” the group reveals.

Each TK-27 cat offers a 45m2 useable foredeck cargo area and 18m2 of aft deck, both strengthened to accommodate a combined maximum payload of 35tonnes, and the  superstructure is resiliently mounted for lower noise and vibrations. The TK-27 twins also incorporate Incat Crowther’s Resilent Bow Technology, developed to minimise impact loads at the wind turbine boat landings and to reduce onboard accelerations. Incat Crowther says: “This, combined with the high bollard pull, will provide a transfer wave height in excess of 2m” – thus extending the CTVs’ operational windows.

Each cat’s main deck houses a large mess area, two bathrooms and an internal storage and personnel change area. The upper deck features the elevated wheelhouse, a private mess and a pantry, while the lower decks offer two twin cabins, a workshop space and a utility room. Other onboard capacities include tankage for 25,400litres of fuel oil, 2,500litres of fresh water and 2,000litres of sullage.

These days of political unrest mean directly facing another set of challenges: how innovation meets the new realities of warfare. This isn’t just a matter for the UK’s military, but its industry and academic partners too. In fact, the recurring theme of the latest UK Naval Engineering Science & Technology (UKNEST) event made clear that difficult but necessary conversations are on the cards.

So, what is the issue? “Current procurement processes are risk-averse,” says UKNEST’s Science & Technology Working Group co-chair, Jake Rigby. He outlines how the speakers at the organisation’s Advanced Materials conference shared a clear message: this approach to risk can slow, or derail, the acceptance and integration of new technologies and materials at a moment when we may not be able to afford that luxury.

For example, Robin Oakley, principal materials and corrosion engineer at QinetiQ, asks of the many potential developments he’s seen over three decades: why is it that so many haven’t made good on their promise? You can have “brilliant new materials, lots of amazing benefits”, he says. But the inevitable question that follows is: “Are you sure you’re not bringing any new risks to our established design space?”

Submarine developments highlight all these risk concerns and add another dimension. “As we push the boundaries in terms of engineering scope and what’s expected from the actual ship or the boat, material, physical and mechanical properties are being pushed as well,” says Ben Turner, Copper Alloys MD. “With shock loads increasing with each class, we are finding traditional materials are simply not strong enough.” Therefore, Copper Alloys’ part in a case study on doubling the life of the Royal Navy’s Dreadnought-class submarine has focused on an alternative metal. Turner explains: “Just to give you an idea, on one of those boats there might be millions of components.” Problematically, the current offerings don’t necessarily last particularly long in situ. Turner adds: “You’d be surprised how much has to be replaced just to give [the submarine] an extra 10 or 15 years in the sea.”

Look closer, and the number of metals found in these parts is surprisingly low. That’s not because better alternatives can’t be found; it’s because the lists of ‘acceptable’ materials can be years or even decades out of date, claims Turner, adding: “Really, there are just five to 10 metals underpinning all of that complexity. If you could improve on just one of these [affordable, primarily copper-based alloys], you could indirectly improve the lifespan of tens of thousands of components.”

This is where a tougher material that can be manufactured at a reasonable cost, and to timeframes and at scale, comes in. CNC-1 (CuNi30Cr2) is a copper-nickel-chromium alloy in a wrought form, which quadruples the strength of the cast material. Combined with advances in machining capability, it has enabled the production of parts for an equivalent or lower cost than casting structures.

So, while CNC-1 can’t compete with the strength of nickel-based super alloys or super duplex stainless steel, it’s still the toughest of all the copper alloys, retaining electrochemical compatibility with onboard systems and resistance to biofouling. Plus, the expected lifespan of wetted parts is over 50 years.

Despite these benefits, there is no guarantee that CNC-1 will be adopted and used. “Design engineers have to work from a range of alloys that the organisation says is acceptable,” says Turner. “It’s like a straitjacket…this becomes the limiting factor.” Turner adds that it might be high time the sector begins “designing alloys around the engineering requirements instead of engineering requirements around the alloys”.

Even joining materials can be tangled in the web of risk-averse processes. “A lot of fabrication is actually done using arc welding because it’s tried and tested,” comments Robert Scudamore, former associate director of The Welding Institute. That’s despite the potential drawbacks of multiple passes, such as thermal stresses and distortions, and despite the availability of other alternatives.

However, Scudamore hopes that a crossover from friction stir welding (FSW) could make a difference. Initially developed for aluminium, FSW doesn’t melt the material itself, says Scudamore: “You have a pin plunged into the material and it stirs the joint together” – resulting in a thermo-mechanically forged join. Users are now beginning to adapt FSW for more challenging materials: “What we’re trying to do now is progress into steel,” Scudamore adds.

While FSW requires a very hard ‘pin’ and more robust equipment, there are advantages. Take plate strengthening, where the usual approach means adding molten metal into an angle. This requires multiple passes, which create a large heat-affected zone with potential for cracking. Neither are the resulting thick welds particularly easy to inspect. By contrast, the FSW method uses rolled T-sections with a symmetrical, one-shot butt weld and an extremely reduced heat zone. The result is higher-strength joins, increased consistency and reduced distortion. Moreover, Scudamore notes that the tensile strength of the joint is typically 25% higher than that of the parent material.

Updated guidance on tackling ‘non-traditional’ fires, including those involving batteries and alternative fuels, take prominence in the British Tugowners Association’s (BTA’s) recently published Use of Tugs in Firefighting e-doc, which offers industry-standard guidance for tug operators.

“In 2023, over 200 shipboard fires were reported globally, highlighting the urgent need for effective firefighting protocols,” the BTA says. “Additionally, with the growing prevalence of alternatively fuelled vessels, such as those powered by lithium-ion batteries, methanol and ammonia, the guide addresses a critical gap in practical marine firefighting procedures.”

The UK-specific guide (drawn up to comply with SOLAS and Merchant Shipping Act requirements) was developed with input from Lloyd’s Register, UK Harbour Masters, Hampshire Fire & Rescue, REACT Emergency Response, Artemas Academy and Multraship Towage and Salvage, among others. Additionally, Society for Gas as a Marine Fuel (SGMF) and Shipowners P&I contributed to the document. The contents include up-to-date information on areas such as: the legal obligation to assist persons in distress (as outlined in the abovementioned SOLAS/MSA requirements); the importance of conducting regular firefighting drills; and the different categories of FiFi-rated vessel, plus the equipment, monitor types and discharge rates required for each.

The guide notes: “As of May 2025, according to Clarkson’s World Fleet Register, 2,224 vessels in the global fleet [2%] were alternative-fuel-capable.” This is in addition to “an orderbook of 1,991 vessels, representing 52% of the tonnage in the global orderbook”. As such, the techniques traditionally employed to combat hydrocarbon-based fires may prove obsolete when up against alt-fuels like battery packs, LNG, LPG, methanol, ethanol, HVO/FAME, ammonia, hydrogen and even nuclear energy.

For example, the guide explains, while a lithium-ion (Li-ion) battery can store significant amounts of energy, it can be highly dangerous if it overheats and enters a state of thermal runaway, where it keeps producing more heat in a chain reaction. While Li-ion batteries are usually safe, problems occur if the battery becomes damaged, either due to physical impact, overcharging, extreme heat or issues with the battery’s control system.

“Thermal runaway generates large volumes of flammable gases that can catch fire very quickly and may also cause a vapour cloud explosion,” the guide warns. “Gases of a Li-ion battery fire are extremely white and should not be confused with a steam cloud.” When thermal runaway occurs, the battery can reach temperatures exceeding 1,600°C and violently release toxic gases, flames and pieces of the battery itself. This can spread to nearby batteries or flammable materials, rapidly making the fire more intense. The toxic gases form a vapour cloud that can easily explode if it builds up in a confined space without proper venting.

“Lithium-ion battery fires are extremely difficult to extinguish and boundary cooling of the affected area or vessel until the fire burns itself out is often the best course of action,” the guide advises. “The use of fixed firefighting systems on board and water jets for boundary cooling is the most effective known method for control.”

The guide recommends that tugs called in to assist casualty vessels in the event of a Li-ion battery fire consider three factors. Firstly, the internal location of the fire: “due to the intense heat, it is possible there will be structural damage or hull integrity compromised, which could be exasperated through thermal shocking from boundary cooling water”, the guide notes. Secondly, vapour cloud venting: “the assisting vessel should remain upwind, and where possible on the weather side, of the area where the vapour cloud is being vented due to the potential toxic gases and toxic soot”, the guide explains. Thirdly: “the assisting vessel should remain a safe distance from the casualty vessel due to the explosion risk from the vapour cloud”.

Li-ion battery fires are tricky because they can restart days after they seem to have been put out, due to leftover chemical energy in the battery. This means water needs to be applied for a considerable period, though too much water could affect a burning ship’s stability. The water used to fight these fires can also become polluted with toxic metals, which can harm the environment and people’s health, so protective gear is essential for anyone involved in its containment.

Liquid ammonia, meanwhile, is toxic when inhaled: high concentrations of ammonia vapour can cause immediate irritation to the eyes, nose, throat and respiratory system, and prolonged exposure can lead to death.

“A liquid ammonia leak or spill requires a larger exclusion zone than LNG or LPG due to ammonia’s high relative density, which causes the ammonia vapour cloud to sink and pool on the deck or water surface,” the guide says. “It is more persistent and takes longer to dissipate compared to LNG or LPG, requiring larger exclusion zones.”

The most effective way to extinguish ammonia fires, the guide recommends, is “applying water via water spray”. However, crew should be aware that “applying large quantities of water to an ammonia liquid pool will increase the evaporation rate, making the fire larger”. The guide continues: “Water spray on ammonia vapour should be applied with caution, as it may result in the formation of ammonium hydroxide, a corrosive by-product. Recondensing ammonia vapour, in certain scenarios, can reduce the intensity of the release but must be carefully managed to avoid further liquid release.”

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I can’t remember the first time I covered the Worldwide Ferry Safety Association’s (WFSA’s) international student design contest for a safe, affordable domestic ferry, but our report on the 12th instalment of the competition in the June 2025 issue of The Naval Architect reminds me of the many winners that the dearly departed Ship & Boat International profiled over the past seven to eight years – to the point that the contest became an annual fixture of SBI‘s Ferries reports. 

So, this year’s contest – the first to appear in The Naval Architect, in what I hope will become as regular a feature – saw Team Black Pearl of Bangladesh University of Engineering and Technology wow the WFSA judges with its design for a 200-pax aluminium catamaran, Naija Spirit, devised as a safe, affordable and eco-friendly ferry for the waterways of Lagos…and perhaps for other countries, including the team’s native Bangladesh. 

It’s a shame we don’t have the space to feature the runner-up teams too; one could dedicate the best part of an issue to profiling most of the contest entrants’ original and innovative designs. What’s for sure: the WFSA’s annual contests demonstrate that skilled naval architecture is far from at risk of extinction. Anyone concerned about its future should follow these events closely: there’s no shortage of talent out there, and the WFSA deserves the utmost respect for encouraging students to get to grips with the processes of ferry design, from determining weight distribution, depth clearance and construction overheads, to assessing evacuation plans and financial/operational viability. Don’t miss the June issue for an in-depth interview with Team Black Pearl leader Md. Safayet Hossain Shishir, and a comprehensive overview of the winning design – published soon.

MPC Container Ships reports that it has installed Berg Propulsion’s green-fuel technology aboard its 150m, dual-fuel sister vessels NCL Nordland and NCL Vestland. As part of the contract, Berg also acted as “co-designer” for each ship’s engine room layout and propeller arrangement, comments Mattias Hansson, senior global sales manager at Berg.

Built this year by China’s Taizhou Sanfu Ship Engineering, NCL Nordland and NCL Vestland feature a 28.6m beam, a draught of 9.9m and 380 reefer plugs apiece. The vessels have been placed under a 15-year charter to North Sea Container Line (NCL), which will utilise them on a route linking Norway and Rotterdam.

Mattias Dombrowe, business manager for electric system integration at Berg, explains: “The hybridised set-up optimises energy use from gensets, the shaft alternator and 250kWh battery for load balancing during thruster or other peak loads, also accommodating the shore connector for zero emissions when the vessels are in port.” Both 1,300teu vessels can operate on methanol and/or MGO, and come equipped with Berg’s MPP 1410 controllable-pitch props and MTT bow and stern thrusters. Berg estimates that these propulsive systems could slash energy consumption per teu “by 63% per nautical mile compared to their predecessors”.

NCL has also signed a contract with Equinor to bunker bio-methanol, “initially running on a 5% blend, but increasing bio-methanol content over time to support carbon-neutral operations as the supply chain matures”, Berg says.

The UK Government is to build up to a dozen new attack submarines as part of the AUKUS programme, in response to “rapidly increasing threats”. The decision means that the UK’s conventionally armed, nuclear-powered submarine fleet will be significantly expanded.

In a statement, the government said: “The increase in submarines will transform the UK’s submarine-building industry…and deliver on the Plan for Change, supporting 30,000 highly skilled jobs up and down the country well into the 2030s, as well as helping to deliver 30,000 apprenticeships and 14,000 graduate roles across the next 10 years.”

Currently, the UK is set to operate seven Astute-class attack submarines, which will be replaced with an increased fleet of up to 12 SSN-AUKUS submarines from the late 2030s.

The boost to the SSN-AUKUS programme will see a major expansion of industrial capability at Barrow and Raynesway, Derby, with the build of a new submarine every 18 months in the future. To ensure the demands of this expanded programme can be met, government is working closely with industry partners to rapidly expand training and development opportunities, aiming to double defence and civil nuclear apprentice and graduate intakes.

The announcement came as the government prepared to unveil its Strategic Defence Review (SDR), an externally led review expected to recommend that the UK’s armed forces move to warfighting readiness to deter growing threats. Defence secretary John Healey MP said: “We know that threats are increasing and we must act decisively to face down Russian aggression. With new submarines patrolling international waters and our own nuclear warhead programme on British shores, we are making Britain secure at home and strong abroad.” The SDR also calls for significant investment into the UK sovereign warhead programme this parliament, while maintaining the existing stockpile.

As cruise ships grow in size and complexity, digitalizing onboard systems becomes increasingly critical – not only to improve operational efficiency and safety, but also to enhance the working environment for crews navigating these advanced ships at sea.

With the first delivery of its SeaQ Bridge system aboard the cruise vessel Mein Schiff Relax, built by Fincantieri, the subsidiary Vard Electro introduces a fully digitalized and ergonomically optimized solution that sets a new benchmark in bridge design and shipboard operations within the cruise industry. The group’s highest level of bridge integration is a bridge solution with an extended architecture, utilizing a combination of integrated solutions, combined with touch monitors to gather various systems into one operator station.

The project is the result of a close collaboration between shipowner, shipbuilder, technology supplier, navigational officers and the crew, ensuring a seamless integration of design, construction and system implementation tailored for the needs of a modern cruise vessel.

Type-approved design and custom function testing

The SeaQ Bridge is type-approved by DNV, one of the world’s leading classification societies, ensuring compliance with the highest maritime standards. For each project, a separate test is conducted in collaboration with class and ship owners, ensuring that the system meets specific operational requirements. The process has started to have approval in RINA as well.

Expandable integrated applications

What sets the SeaQ bridge as benchmark is its integration of key shipboard systems, including also third-party solutions, into a centralized human-machine-interface (HMI), operable via touchscreens featuring intuitive apps and drag-and-drop functionality.

This setup allows operators to configure personalized layouts, granting immediate access to critical functions. Importantly, the number and arrangement of screens on the bridge are now determined by customer requirements, rather than system limitations, offering a tailored solution that aligns with specific operational needs.

Designed for scalability, the SeaQ Bridge integrates additional applications – such as intercom directories and alarm management – and supports the development of new functionalities as operational needs evolve, while also allowing existing systems to expand.

Extended integration across the ship

The SeaQ Bridge system extends its advanced capabilities to the Safety Command Centre, featuring a large video wall composed of 55-inch multi-displays, each capable of four-way splits, providing operators with a complete overview of critical systems. Dedicated workstations ensure each operator access to essential controls and information.

This integrated SeaQ approach supports coordinated action and faster decision-making across the ship. The same concept is applicable to the Engine Control Room (ECR). All relevant systems from the traditional ECR are now integrated into a common interface. This redundant solution offers user-driven flexibility without compromising system reliability.

In every aspect, this installation demonstrates how digitalization, collaboration, and smart design can transform cruise ship automation and navigation systems. With Mein Schiff Relax, Vard Electro, TUI Cruises, and Fincantieri have created a solution that sets a new standard for future cruise ships.

Also, SeaQ contributes to Fincantieri’s strategy to evolve from Physical vessel design authority to Digital vessel design authority, strengthening its leadership position in technological innovation applied to shipbuilding and to the whole shipping industry.

Zero USV has launched the extra-long-range (XLR) version of its Oceanus12 USV, which is intended to ramp up the 20 days/2,500nm endurance of the original Oceanus12 to 60+ days/7,500nm+.

Zero USV says: “[The XLR Oceanus12] is built for missions in remote areas or regions where access to traditional fuelling points is limited, ensuring that operations can continue uninterrupted.” Other modifications include a lengthening of the USV, from 11.55m to 13m, and the drone’s fuel capacity has been increased, from 1,200litres to 4,000litres.

Matthew Ratsey, Zero USV founder and MD, comments: “Uncrewed vessels are a force multiplier. The ability to conduct sustained operations at sea without the need for regular refuelling or crew-related logistics is becoming increasingly crucial as operational pressure on resources and time become more demanding.”

The XLR Oceanus12 features an aluminium hull with a 2.33m beam. The vessel draws 1.76m, displaces 8tonnes and can accommodate a payload of up to 1tonne – enabling it to carry kit such as Marine AI’s GuardianAI suite, plus an autonomous sensor suite featuring an HD radar from Navtech. Powered by a hybrid diesel-electric powertrain, the USV has a cruising speed of 6knots and a sprint speed of 10knots, depending on payload.

The Naval Architect recently caught up with Mikal Bøe, CEO of CORE POWER, for an exclusive, in-depth interview focusing on the potential adoption of nuclear power within the commercial shipping sector.

Since its formation in 2018, CORE POWER has pushed the development and deployment of advanced nuclear energy technologies, specifically modular molten salt reactors (MSRs) and floating nuclear power plants (FNPPs).

“To save fuel and reduce emissions, the global shipping fleet is sailing at its slowest average speed since the launch of the first diesel engine,” Boe told The Naval Architect. “The fleet is becoming less competitive and, with the increased cost of emissions compliance, it will also become more expensive to run.

“Nuclear-powered ships are not constrained by fuel consumption or emissions concerns; they emit nothing and can operate at their design speed without refuelling, enabling faster transoceanic voyages with minimal downtime. Nuclear-powered ships offer a host of additional benefits, from reverse cold ironing to creating new career opportunities for the next generation of marine engineers and ship’s crews.

“The market opportunity for nuclear-powered ships is nearly US$3 trillion, as the global fleet ages and conventionally powered vessels are replaced by nuclear-powered ships to meet emission-reduction targets of 70% by 2040.”

In the interview, Bøe also addressed areas such as international regulations and insurance, waste disposal and best end-of-lifecycle practice, and especially public attitudes towards nuclear power.

Bøe is resolute in his belief that “fearlessly using nuclear technology is essential to combatting the real dangers we face, including water, food and energy shortages, and maintaining social stability”. Regarding nuclear energy’s relative pariah status compared to other alt-fuels, he added: “The historical record should be re-examined…an important question is how society has persisted with such a gross misperception for 70 years.

“The work to educate the public about the real effects of nuclear energy is not ours alone. We therefore strive to work with organisations and groups that are dedicated to scientific truth and good scientific communication.”

Turkish boatbuilder and tug specialist Sanmar Shipyards has launched what it describes as its first high-performance tugboat for a client in Greece. The newbuild, which was ordered by harbour towage and salvage fleet owner/operator NEMECA, is based on Canadian naval architect Robert Allan Ltd’s (RAL’s) RAstar 2900SX design, which was drawn up exclusively for Sanmar. This class features an overall length of 29.4m, a moulded beam of 13.3m and a moulded depth of 5.5m, and can accommodate a crew of up to 10.

The vessel is equipped to FiFi 1 firefighting capability and powered by a pair of CAT 3516E main engines, each rated 2,350kW at 1,800rpm. The builder says that this is sufficient to guarantee a bollard pull in excess of 80tonnes.

NEMECA’s fleet services Piraeus, Thessaloniki and Kavala, where, in addition to towage and salvage duties, it offers anchor-handling, rig-moving and supply-duty operations.

Rüçhan Çıvgın, commercial director at Sanmar, comments: “This is a relatively compact tug that punches well above its weight…outperforming larger rivals.”

A UK consortium comprising Morek Engineering, Solis Marine Engineering, Tope Ocean, First Marine Solutions and Celtic Sea Power has devised a new class of floating wind installation vessel, primed for energy efficiency and sustainable operations. Having formally unveiled the concept at a Society of Maritime Industries event in London in May, the partners say they are now “advancing toward the next design stage” in the hope of attaining approval in principle (AiP) for the concept from a major class society by December.

Dubbed the Future FLOW Installation Vessel (FFIV) (the ‘FLOW’ standing for ‘floating offshore wind’), the ship would run on methanol and would feature a hydrodynamically optimised hull, azimuth thrusters and a DP2-rated dynamic positioning system. The vessel would also feature expanded mooring line capacity, care of a sizeable below-deck cable tank for synthetic mooring ropes, and lockers capable of holding “kilometres of chain”, the consortium states.

The partners envisage a length of 95m overall (or 88m between perpendiculars), a moulded breadth of 25m and a draught of 8.5m, with onboard accommodation provided for 42 personnel. The FFIV will also feature a tow winch and anchor-handling winch, a work-class ROV and a bollard pull capacity of 104te.

The consortium adds: “[The vessel] will work with any of the three main anchor types for floating wind turbines being considered by the industry: drag embedment anchors, which require installation by high-bollard pull anchor-handling vessels; suction piles; and driven piles, which require large subsea cranes to install them into the seabed. In each case, the FFIV meets the requirements of the next phase by installing the mooring lines onto the installed anchors, enabling quick connection to floating foundations towed to the offshore site.”

The project was conducted as part of the Clean Maritime Demonstration Competition Round 4 (CMDC4), a £206 million initiative to decarbonise the UK domestic shipping sector, funded by the UK Department for Transport and delivered by Innovate UK. Catch the July 2025 issue of The Naval Architect for more on this vessel, including an interview with Bob Colclough, naval architect, MD and founder of project lead Morek Engineering.

Shipyards form green alliance

Four leading shipyards have co-founded the Global Green Shipyard Alliance (GGSA), an international coalition committed to accelerating the maritime industry’s sustainability transition. The alliance aims to fast-track clean technology adoption, improve environmental performance and set unified ESG standards across their global operations.

Dubai’s Drydocks World is one of the four founding members of the GGSA, alongside Astilleros Shipyard Group, Spain; BREDO Dry Docks, Germany; and IMC Shipyard Services Group, which has facilities in Singapore, China and Thailand. By creating a platform for knowledge sharing, joint development and scalable innovation, the GGSA says it seeks to deliver a range of practical solutions, from hybrid propulsion and energy-efficient retrofits to digital optimisation and emissions compliance.

Imran Inamdar, Drydocks World COO, comments: “Through the GGSA, we have an opportunity to work alongside our peers to drive measurable improvements across shipbuilding and retrofitting practices. This collaboration enables us to raise performance standards, improve operational outcomes and bring practical solutions to market faster.”

Seatrium secures FSRU conversion contract

The Singapore shipyard group Seatrium has confirmed a significant contract award from Höegh Evi for the conversion of the LNG carrier Höegh Gandria into a floating storage regasification unit (FSRU). The work scope includes the installation of a regasification skid and integration of critical supporting systems such as cargo handling, utilities, offloading, electrical and automation systems. Engineering work started in May this year, with the 18-month project culminating in the FSRU’s deployment to the LNG terminal at Port of Sumed, Egypt, under charter by Egyptian Natural Gas Holding Company (EGAS).

In recent months Seatrium has also completed six cruise ship retrofits: Norwegian Spirit from Norwegian Cruise Line; Queen Elizabeth from Carnival UK Maritime; Star Voyager from Star Cruises; Le Laperouse and Paul Gauguin from Ponant Explorations Group; and Regatta from Oceania Cruises. In addition to routine docking and maintenance, Seatrium carried out  energy efficiency improvements and enhancements to the underwater propulsion systems.

Colombo Dockyard completes first-ever cable layer repair project

Colombo Dockyard recently completed drydocking repairs for Ile De Brehat, a 139.7m long cable lay vessel owned by Alcatel Marine Networks. The project was initiated by Louis Dreyfus Armateurs (LDA), the vessel’s technical managers.

While this is a first in terms of repairs for the Sri Lankan yard, Colombo Dockyard already has a proven track record in cable layer construction, having delivered two such vessels within the past five years to customers in Japan and France. Beyond routine drydock maintenance, Ile De Brehat underwent cable-laying equipment repairs, the replacement of cable strong points, A-frame and crane cylinder overhauls and the installation of the Nereus active heave compensation (AHC) and offshore burial lay systems (OBLS). Additionally, the shipyard carried out propulsion machinery overhauls and accommodation refurbishments.

As a developer of cruise missiles and recon systems, and with the US government as a key customer, it’s fair to say that Virginia-based Leidos has cut its teeth on defence solutions.  However, the company’s latest unmanned unwater vehicle (UUV), the Sea Dart, is designed to support both naval and commercial customers, undertaking tasks ranging from mine countermeasures and battlespace preparation to undersea asset inspections (including around oil rigs and wind farms) and environmental sensing. The concept is for a modular, payload-agnostic bot, obviating the need to deploy separate UUVs for different applications. 

The UUV is available in two configurations. The 1.63m-long Sea Dart-6, named for its full diameter of 6” (152mm), weighs 29.4kg, can descend to 600m and exceeds 12knots, with an endurance of 11-19 hours. The Sea Dart-9, meanwhile, weighs 54.3kg and features a length of 1.57m, a diameter of 9” (229mm) and a speed of 8knots. This model appears to be the pick for lengthier, higher-payload missions in less remote waters, given its 19-hour+ endurance and depth rating of 300m. 

The Sea Darts are powered by lithium-ion batteries – rated 1.1kWh for the Sea Dart-6, 2.2kWh for the Sea Dart-9 – and each variant incorporates a direct-drive DC brushless motor with a three-bladed propeller, plus four control fins for pitch and yaw. A modular hull section measuring 26.5” (673mm) can be added, should end users require a larger battery spread for an endurance boost. The vehicles come with dual-band 2.4/5 GHz WiFi.  

Dave Lewis, Leidos senior VP of sea systems, adds that the Sea Dart is compatible with the US Navy’s unmanned maritime autonomy architecture (UMAA) – a standardised, modular and scalable software framework designed to support both UUVs and USVs. Leidos’ portfolio includes medium-sized USVs such as the Sea Castle force multiplier and the 40knot-capable Sea Archer, a UUV designed for intelligence, surveillance and reconnaissance (ISR) work in high-risk waters.  

Leidos is particularly keen to stress the Sea Dart’s relative affordability: with a base cost of approximately US$150,000, both variants of the vehicle will cost “up to 80-90% less than other small UUVs with similar performance”, the company claims. This cost efficiency is partly credited to the use of commercial off-the-shelf components to reduce production costs and speed up manufacturing times, and partly to the Sea Dart’s open architecture model, which allows it to integrate with various software systems and payloads without the need for proprietary or specialised hardware. The UUV also uses common tech elements across its two (and future) variants to reduce lifecycle costs and maintenance expenses.  

As a result, Leidos envisages a strategy of high-volume production, stating that it aims to initially produce 180-200 Sea Dart units yearly. This should tie in with the US Department of Defense’s ongoing Replicator initiative, which is focused on the rapid scaling of unmanned systems, including sea drones and minimal-crew/zero-crew vessels, using commercial technologies. Although not explicitly confirmed by Leidos, the Sea Dart’s low cost and UMAA compatibility suggest it could support swarm tactics for operations such as minefield mapping, for example.  

Now, a 12.75” (324mm)-diameter version of the vehicle is “under consideration”, Leidos reveals. 

Having saved more than 6,400 lives in its 130+ year history, the Norwegian Sea Rescue Society (Redningsselskapet) is a cornerstone of maritime safety in Norway. Like many rescue agencies, though, the Society often must negotiate treacherous sea conditions at high speeds, raising the risk of severe slamming – a threat to volunteer first responders, onboard casualties and the boats alike – and this is especially the case off Norway’s rugged coastline. 

Earlier this year, Redningsselskapet decided to make Hefring Marine’s Intelligent Marine Assistance System (IMAS) a staple of its operations, building on a relationship that goes back to 2020, “when the IMAS was still in its infancy” Hefring Marine’s head of sales, Michael Given, tells The Naval Architect. This long-standing partnership has also enabled Redningsselskapet to provide feedback to Hefring Marine, enabling the company to tweak the IMAS in response to end-user recommendations. 

 At the time of writing, eight Redningsselskapet vessels were reported to be using the IMAS, though the Society intends to roll the system out across its entire 50+ vessel fleet between now and 2026.  

The IMAS was developed to undertake multiple human-machine interface (HMI)-related roles, such as helping crew to avoid excessive slamming and to keep tabs on their vessels’ energy consumption. In the case of the Redningsselskapet contract, the emphasis was on crew safety and rescue boat integrity.  

The system’s key features include its ‘safety speed’ predictive AI model. Given explains: “The model captures various types of real-time information – such as the engine data, weather info or any other useful data from the onboard sensors – and then compares that to historical data and decides the safest speed for the vessel, based on the sea conditions it is currently in. This is to avoid high G-force impacts and potential damage to the vessel and people on board.” 

This is important, Given adds, because there is no ‘one size fits all’ approach to determining a safe speed. “Some of the Redningsselskapet boats include ambulance vessels with critically ill patients on board, who really don’t want to experience slamming,” he says. “For these boats, users can set a G-force tolerance limit on the IMAS to minimise impacts at a specific location on board, such as a patient’s bed, using an additional sensor. 

“But, on fast response vessels, crew need to set that limit a bit higher – to, say, 3-4Gs – because those vessels have a different operational profile: they’re going hell-for-leather and can accept a bit more punishment than ambulance boats. They just need to make sure the vessel isn’t damaged and to keep the crew safe.” 

The IMAS console displays two speeds: the vessel’s current speed over ground and the ‘safety speed’ required to keep the boat and crew safe, which is calculated from the abovementioned data. “The safety speed fluctuates in real time,” Given says, “so, if you enter a rough-water area, that speed will come down. If your speed over ground exceeds the safe speed, the whole dial goes red and warns the operator that you need to slow down now or you’re likely to have an impact over your threshold.” 

The alert is sent to the bridge but can also be relayed back to shore, via the cloud. “Red-alert impacts are recorded, so you can look back and see which conditions led to those impacts,” Given adds. “That’s something that can help with insurance concerns – but also can help naval architects and boatbuilders to redesign existing boats, for enhanced safety.” 

As an example, Given recalls an incident off the coast of Iceland, where a search and rescue (SAR) boat was hit on the bow by a freak wave rolling out of harbour. The impact, which was measured at 7.8Gs, broke the boat’s engine mounts and cracked some of its welds.  

“The IMAS was paramount in understanding what happened in that incident,” Given says. Using this info, which included a 3D model highlighting the velocity with which the wave hit the boat, the boatbuilder and naval architect were able to analyse the ‘weak points’ of the current design – in this case, the intersection between the cabin, the stringers and the beam – and to make modifications to refine the design to be more robust.  

While avoiding heavy slamming is obviously a big issue, the IMAS can also help operators to reduce their energy consumption and emissions, care of the system’s ‘eco speed’ functionality.  

Like the safety speed option, the system’s eco speed mode gathers real-time info on the most fuel-efficient speed to pursue in the boat’s current environment. As Given explains, Hefring Marine’s client base for the IMAS includes everything from “large fishing trawlers to small, fast RIBs” – and so, again, determining an eco-friendly speed depends on each individual vessel type and its operational environment. 

Neoline’s dream is taking shape, writes Bruno Cianci. Following the January launch of Neoliner Origin, which took place at the RMK Marine facility in Tuzla, Istanbul, this 136m, sailing and diesel-electric ro-ro cargo vessel will enter service connecting the Atlantic coast of France with the port of Baltimore, making intermediate calls in St. Pierre & Miquelon and Halifax (Nova Scotia). Like the ship in question, this transatlantic route is a first of its kind, offering new destinations and involving a vast spectrum of rolling and non-standard freights, including refrigerated containers and oversized parcels.

The cargo carrier will have a commercial speed of 11knots and a monthly frequency. The distance between St. Nazaire and Baltimore will require 13 days of travel westbound and 15 days eastbound. Thanks to an extra 3knot speed margin to which the operator can resort in the event of delay, Neoline will ensure regularity and punctuality in departures and arrivals, thus meeting clients’ needs and deadlines.

Conceived in 2011, Neoline was born out of the determination of an informal group of nine professionals, led by ro-ro ship captain Michel Péry, all determined to create and optimise new propulsion methods and achieve a substantial drop in CO2 emissions. The team shared a conviction that sails are the only solution: immediately available and powerful enough to propel heavy cargo vessels. As well as exploiting the wind as its primary driving propulsion, though, the vessel is supported by auxiliary diesel-electric power, enabling the vessel to maintain its sailing schedule.

The ship is fitted with twin carbon-mast SolidSail rigs, designed by Chantiers de l’Atlantique, that can be folded down to clear bridges and to access most ports. Each mast can hoist one 1,050m2 SolidSail and one 450m2 jib (by Onesails), totalling 3,000m2 of canvas. Below surface, the ship features deep retractable anti-drift fins, designed by Fouré Lagadec, that prove efficient and particularly useful while sailing upwind.

Equipped with a 12m-wide loading ramp, Neoliner Origin can handle a wide range of parcel sizes and packaging in three loading areas (a 2,100m2 main garage, a 500m2 twin deck and a 950m2 lower garage), all weatherproofed. Its transport capacities are optimised to load both light freight (cars, pallets, etc) and oversized parcels, up to 9.8m high and 200tonnes in weight, without the need for lifting.

Neoliner Origin has two types of propulsion system: sails and a mechanical propeller. The latter comprises a controllable-pitch propeller connected to a PTI/PTO gearbox clutched to a diesel medium-speed, 3,200kW ABC engine and to a 900kW electric motor. This allows the powertrain to work efficiently in every possible configuration, and to integrate batteries in the future. Thus, there are three sail modes: exclusively sails; mechanical propulsion (mainly for manoeuvring); and hybrid.

Neoliner Origin aims to reduce its fossil fuel consumption by more than 80% compared to a same-sized conventional ship operating at 15knots. But there is more to the story, as Neoline technical manager Guilhem Péan explains: “Apart from fuel savings, our ship is much more silent than conventional motorised vessels, and therefore its impact on marine mammals and the environment is drastically lower. And of course, the less the engines and equipment are used, the less maintenance and spare parts or consumables are required. Besides, when the sails are in use, the vessel’s roll motion is dampened, and comfort thus improved.”

Neoline CEO Jean Zanuttini adds: “We are actively working on plans for other versions of Neoliner Origin. Our goal is to scale the concept and increase the capacity for cargo while progressing toward zero-emission shipping.”

From a US$3.5 billion push to become the world’s fully AI-native city by 2027, to this year’s roll-out of a fleet of self-driving robotaxis, tech vibes are strong in Abu Dhabi. Add recent reports of blockchain adoption, quantum research and a large-scale solar energy capture project, and the capital city of the UAE appears to be buzzing with innovation.

This tech-drive includes the launch this year of the UAE’s first dedicated remote operations centre (ROC) for USV testing, hiring and maintenance. Named ‘The Quarterdeck’ and scheduled to commence operations from Q3 2025, the ROC will be located at Addax Tower, a 60-storey commercial skyscraper located on Al Reem Island.

The Quarterdeck is the brainchild of long-term partners Nexus Remote Solutions and Janus Marine and Defense, and its chief aim is to enable start-ups and scale-ups to test-drive both commercial and defence-related USVs and UUVs. Jack Dougherty, owner of Janus Marine and Defense, tells The Naval Architect: “There just aren’t that many public ROCs out there. Currently, the UAE has three ROCs spanning the commercial and defence markets, yet all three are privately owned and closed to external contractors. The Quarterdeck is the first ROC in the UAE that will allow smaller-sized companies to get their hands on the same technology and facilities found in private ROCs, and to utilise a larger USV to its fullest capacity and take it offshore, including the use of satcomms, without having to invest in their own ROCs.”

John Woroniuk, Nexus founder, adds: “We’re open to small-to-medium-sized companies and surveyors who want to innovate USVs: mainly in the oil and gas industry but also the naval sector. The Quarterdeck is like an R & D centre where you can hire high-tech equipment and undertake vessel trials – and we can offer to operate manned or unmanned vessels for you. This enables companies to manage USV operations across the Gulf and beyond.”

What’s more, while attitudes toward USV development tend to vary from state to state in the US, and from country to country across Europe, Dougherty notes that the UAE offers “excellent conditions” for uncrewed vessel operations – most notably, an absence of red tape, while avoiding a literalistic interpretation of the SOLAS requirements. “The UAE government is especially receptive to technology that has the potential to boost health and safety,” Dougherty adds.

Last year saw the launch of the Nexus Janus (NJ) Portal, a hub developed by Janus, Nexus and Current Scientific Corporation to manage and integrate various USV sensors and payloads (including anything from cameras and side scan sonars to machine guns). The NJ Portal was first showcased at 2024 Autonomous Ship Expo and Conference in Amsterdam, where it was used to operate a pan-tilt-zoom electro-optical/infrared (PTZ EO/IR) camera based in Vancouver, plus a 12m USV in Abu Dhabi, simultaneously and in real time from a single laptop at the show. The NJ Portal’s reported benefits include the ability to compress and truncate high-speed data for seamless transfers between the USV and shore-based (or mothership-based) analysts.

The NJ Portal technology will be incorporated into The Quarterdeck. Dougherty explains that the facility will offer three soundproofed pods, each staffed by a trained USV pilot and two sensor operators. The Quarterdeck will also feature a larger conference room, for company presentations and live trials. The sensor operators will look after whatever payload gear needs to be demonstrated, whether that’s gripper tools, weaponry, a long-range acoustic device (LRAD) or a smaller ROV.

Dougherty says that users can either hire Unique’s USVs or run the tests on their own units, adding: “Another reason we established The Quarterdeck was that it seemed a missed opportunity for those companies shipping in their USVs for UAE shows like IMEX. They brought their USVs into the country at great cost but were then unable to test them or demonstrate them to clients – so we thought, you might as well keep them out here for a few months.” Similarly, he highlights: “Nobody in the UAE wants to fly all the way to Glasgow just to see how their USVs and their payloads perform in the North Sea.”

One ongoing issue with ROCs is the absence of international standards for pilots operating USVs remotely from another country. Regarding rules and regulations, Doughtery comments: “Obviously, if a ship is flagged in Panama and being run out of the North Sea, but the ROC is based in the GCC, that creates regulatory issues – but, to be transparent, nobody knows how to get over these yet. It took IMO four years to come up with its ‘four degrees of autonomy’ for maritime autonomous surface ships [MASS] labels, so, for now, I think we’ll have much more luck dealing with the local statutory and regulatory agencies.”

The global shipping fleet must adopt low- and zero-emission fuels to meet the climate goals set by IMO, writes Tore Stensvold. The goal is a 20% reduction in total GHG emissions by 2030, and a 70% reduction by 2040, both relative to 2008 levels, with the end goal of achieving net-zero emissions by 2050.

Ammonia and hydrogen are seen as two likely and possible fuel options. However, the properties of ammonia and hydrogen fuels introduce safety risks related to toxicity and flammability.

In March, DNV issued the whitepaper Safe introduction of alternative fuels – focus on ammonia and hydrogen as ship fuels. Linda Hammer, principal engineer at DNV Maritime, and one of the authors of the whitepaper, tells The Naval Architect that the paper was issued to support and assist shipowners who want to use the fuels before the IMO regulations are in place.

“IMO is working on developing regulations, but it is a long process,” says Hammer. “IMO has issued interim rules for ammonia and will proceed with interim rules for hydrogen. It will take many years before they are mandatory.” She explains that it is still possible to get ships approved with alternative fuels, but the process is more burdensome and time-consuming. One must use the risk-based approval process known as the alternative design approval (ADA) process and the regulatory framework for alternative fuels through the International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels (IGF Code).

Hammer says that the exact requirements for the approval process may vary from case to case, depending on the flag administration’s acceptance of available interim guidelines and classification rules as their approval basis, and on factors relating to the design and its maturity.

DNV has aimed to develop ammonia and hydrogen classification rules with prescriptive requirements as far as possible, acknowledging that this will ensure increased predictability for owners, designers, and shipyards. “DNV issued class rules for ammonia in 2021 and for hydrogen in 2024,” Hammer continues. “If the flag administration agrees, those rules can be applied. It is very important that those who are building early contact the flag state to clarify the approval processes and scope – and whether they can use the classification rules.”

So far, only a couple of tugboats and one deep-sea vessel, Fortescue’s Green Pioneer, have been converted and use ammonia as the primary fuel in a dual-fuel engine. “Fortescue used the ADA process,” says Hammer. “We are also working with Eidesvik on the conversion of the [94.9m] platform supply vessel Viking Energy to ammonia operation, using our class rules for onboard installations and equipment.”

Of the global fleet of around 60,000 ships over 1,000gt, 20% account for about 80% of emissions, according to DNV’s Maritime Forecast 2024. This means the most significant impact will come from measures applied to the 12,000 largest ships. Currently, 98.8% of these ships use combustion engines that burn some form of heavy oil or marine distillates.

“It is extremely important that shipyards and suppliers are involved in the design phase,” says Hammer. “Technical safety barriers and safety margins must be incorporated into the plans as soon as the first drawings are available.” Equally important is that the crew knows how to handle the fuels, is aware of the risks and understands the system well to maintain and operate it. DNV recently issued a competence standard for those operating ships that will use ammonia as fuel.

“It’s not enough to build the ships and equipment safely if the crew doesn’t know how to handle and operate it and what to do in a given situation,” says Hammer. “We have extensive knowledge of ammonia-handling because it is shipped as a commodity on large gas carriers. Ammonia is also used as a refrigerant in refrigerated ships and fishing vessels.”