Events

Damen hybrid-electric tanker takes to the Rhine

Concordia Damen has delivered another vessel in its CDS Tanker 110 class to Dutch inland shipping operator VOF Generation. The newcomer, christened mts Generation, will be used to transport mineral oils on the Rhine River.

The CDS Tanker 110 is a stock Damen design, measuring 110m x 11.45m and featuring a depth of 4.9m and draughts of 1.2m (minimum) and 3.3m (fully loaded). The vessel class has a cargo capacity of 2,868tonnes – which, Concordia Damen claims, is some 200tonnes more than that offered by comparable ship types on the market. Eight onboard tanks permit a combined cargo volume of 3,040m3, and tankage is provided for 1,320m3 of ballast water and 16m3 of fresh water.

mts Generation has been fitted with a hybrid propulsion system, which includes a battery pack, supplied by EST-Floattech, and electrically driven Equadrives, manufactured by Verhaar Omega. Concordia Damen says: “This configuration ensures quieter, cleaner and more efficient operation, with peak loads being smartly managed by the battery capacity.” The vessel has a speed of 18km/hour, or just under 10knots.

Safety on the agenda at Drydocks World

Part of the DP World group, Drydocks World (DDW) in Dubai is one of the Middle East region’s biggest ship repair and conversion yards, and is also expanding rapidly in terms of its newbuilding, offshore construction and EPC activities.

The yard collects various safety-related data, which plays a vital role in evaluating the effectiveness of occupational health and safety (OH&S) programmes. Modelled in accordance with ISO 45001:2018, the DDW OH&S Management System incorporates a Plan-Do-Check-Act (PDCA) concept and consists of OH&S procedures and forms to aid the safe execution of all activities at DDW.

Every project begins with a comprehensive risk assessment. The HSE&S framework ensures risks are identified, assessed and mitigated through monthly safety audits, behavioural observations and detailed incident reviews. Routine tasks are guided by the pre-defined OH&S procedures. The company’s OH&S training matrix ensures that everyone receives targeted training based on their role, and that every worker, from pipe fitters to supervisors, receives targeted safety training delivered by experienced internal instructors.

This commitment also extends to environmental safety. Routine assessments are carried out for air quality, noise levels, wastewater discharge and sediment sampling. Automated hydro-blasting technologies and shore power systems further help reduce emissions and risk, especially in confined or enclosed areas.

Employees at DDW receive hands-on training designed to prepare them for high-risk roles. The company recently integrated cutting-edge augmented reality (AR) and virtual reality (VR) modules into its safety training programme, and these simulations allow workers to safely rehearse scenarios such as confined-space entry or equipment operation, significantly reducing their exposure to risk during real-life tasks. DDW has also conducted VR training sessions covering slip, trip and fall training and manual handling, among others.

Accelerating the pace of digitalisation within the yard has also had some positive benefits in a safety context, and this has included investing in various safety-related digital transformation initiatives. This includes the use of a Cargoes Rostering System (CRS) for workforce allocation, reducing fatigue and improving shift compliance, and robotic tools for blasting and pipe alignment, to minimise manual exposure to hazardous environments. With an asset management and mobile equipment tracking system now in place, through the implementation of CARGOES IoT+, DDW can take advantage of having an Internet of Things (IoT) platform, including improved safety.

In 2024, DDW rolled out its IFS Production & Operations ERP solution, automating workflows across repair, conversion, newbuild and EPC projects. Beyond efficiency gains, the system enhances safety by enabling real-time compliance monitoring, incident tracking, training management and analytics. Supervisors are also now equipped with personal tablets that streamline inspections, audits and safety checklists, reducing the potential for human error and ensuring protocols are followed consistently. The company further deploys predictive analytics to monitor equipment conditions and worker exposure, enabling timely interventions in maintenance and health.

Looking ahead, DDW is increasing investments in frontline engagement platforms, expanded training centres and infrastructure upgrades such as modernised lifting equipment reinforcing controls around high-risk tasks. Mass safety campaigns, joint regulator workshops and internal safety initiatives continue to drive awareness and dialogue across the organisation.

CAD/CAM: following the digital thread

CAD/CAM solutions and digital twin technology, by their very nature, overlap – and this could yield excellent benefits for naval architects, shipbuilders and the owners and operators of new and existing vessels. CAD enables users to create detailed digital designs, and CAM allows them to automate production, making it easier to build complex ships (and offshore platforms) accurately. Digital twins serve as virtual representations of real-world objects, enabling users to monitor, test and tweak them in real time.

As Craig Tulk, product business analyst at CAD/CAM solutions developer SSI, puts it: “A CAD model, whether it contains 2D or 3D info, is a form of a digital twin.” This perspective highlights the foundational connection between CAD models and digital twins but also raises questions about how much detail—or “DNA”—a CAD model needs to qualify as a digital twin. “The question is, what parts of the DNA does it actually need to carry to suit its purpose?” Tulk tells The Naval Architect. “A production-based CAD model design may carry a whole lot of DNA but might not break it down into all of the fine details you might require for a maintenance-based digital twin.

“For example, it would give you details about what engine model/version fits into a particular space and what connects up to it, but it wouldn’t provide specific details about fuel injectors or turbo charger breakdown details in a way that would be specifically useful to anyone who wants to service those engine parts later in the vessel’s life. Yet, it can provide a faster path for them to get to that information through a linked digital thread from that engine model/version that was installed.

“It really depends on the purpose of what you’re using the digital twin for. At the detail design and production stage, it may not be considered worth the money to spend adding details about where every onboard sensor will be located. Similarly, the ship operator may want these sensor details for operational monitoring, but doesn’t need to know how the ships’ block units were assembled.”

Tulk highlights that “we’re seeing a metamorphosis in our industry”, in which clients are extending the traditional use of CAD/CAM as a ship design tool to also cover post-delivery monitoring and maintenance. “CAD/CAM is usually used for production design, which is where the costs are incurred – the cost of building a vessel is about 90% greater than the cost of designing it,” he says. “In turn, the cost of operating the vessel can well exceed the costs of designing and building it, so customers now want to manage and maintain that digital thread from the earliest design stages right through to the operation of the vessel.”

Additionally, using CAD/CAM data to create a digital twin of the vessel is proving beneficial for personnel training, especially in the naval and patrol vessel segments. “The digital twin shows all the compartments of the vessel and what they are purposed for: for example, where fire stations and life rafts are located on the ship,” Tulk says, “so trainers can use that 3D model as a virtual representation for training purposes alone.”

One recent trend is reusing early conceptual and preliminary design data, such as 3D hullforms, to streamline production of similar vessels. “Traditionally, each ship’s design started from scratch – conceptual, preliminary, contractual, then functional and production stages,” Tulk explains. “Now, designers can reuse digital assets from early stages, saving time and costs.” Another trend is hosting CAD/CAM models and digital twins on the cloud, which, Tulk notes, was “unthinkable a decade ago” due to technological limits. Cloud solutions enable real-time collaboration and data access, which in turn permit effective lifecycle management of the asset via the digital twin.

Tulk also highlights finite element analysis (FEA) and component traceability as emerging CAD/CAM and digital twin tech trends. FEA, now fully digital, allows designers to carry strength calculations from early conceptual and preliminary design phases—where hull shape and strength are defined—through to the final build, to help ensure the ship meets its initial performance and safety goals. Additionally, the digital thread can be used to help owners/operators to trace designed parts to their physical counterparts. So, should a plate fail to meet specifications, users can more easily trace it back to its source batch, identifying other potentially faulty components. “People can ask: ‘This piece of steel came from this bad batch of plates—but what else that’s on board came from it?”, says Tulk. “It’s a faster, easier way to verify that what was factored into the design is fit for purpose and is safe.”

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

Repair round-up: Metalock Brasil moves into cell guide repairs

Metalock Brasil diversifies to perform cell guide repairs

Metalock Brasil has been expanding its operations through the deployment of riding teams to carry out complex repairs on the cell guides of container ships. These operations were performed while the vessels were in transit, at the request of a leading European shipowner.

Cell guides are vertical steel structures that extend from the ship’s holds to the deck, playing a critical role in keeping containers properly aligned and secure during transport. Damage or wear to these structures can significantly limit a vessel’s cargo capacity, posing both operational and logistical risks.

Given that container ships make very brief stops at ports, making traditional alongside maintenance difficult, Metalock Brasil has been executing these repairs while the vessels are at sea. The dedicated riding teams comprise welding and platework specialists who operate simultaneously in multiple holds, using scaffolding systems that often exceed the height of seven-story buildings.

In the first half of 2025 alone, Metalock says its teams carried out onboard cell guide repairs while vessels were trading between Santos and Rio Grande, Rio de Janeiro and Santos, and Santos and Santo Antônio in Chile.

Seatrium secures FSRU conversion contract

Singapore-based Seatrium Limited has been awarded a floating storage regasification unit (FSRU) conversion contract by Karpowership’s Kinetics business division. Scheduled to commence in Q3 2025, the project involves the conversion of an LNG carrier into an FSRU named LNGT Turkiye. The scope of work includes the installation of a regasification module and a spread-mooring system, and integration of key supporting systems such as cargo-handling, offloading, utility, electrical and automation systems.

Currently, two more FSRU conversion projects for Kinetics are in progress at the Seatrium yard, with deliveries scheduled later this year and in Q1 2026.

Hafnia drydocks 13 vessels in six-month period

Tanker operator Hafnia has completed the drydocking of 13 of its vessels over the first half of 2025, undertaking various repairs, special surveys and upgrade works. The vessels concerned were Hafnia Amber, Hafnia Falcon, Hafnia Almandine, Hafnia Valentino, Hafnia Viridian, Hafnia Nordica, Hafnia Andesine, Hafnia Bering, Hafnia Aventurine, Hafnia Ametrine, Hafnia Aquamarine, Hafnia Amethyst, and Hafnia Aronaldo. The vessels underwent Special Renewal Surveys in collaboration with classification societies, including ABS, DNV and Lloyd’s Register. For tankers approaching their 15th year of service, CAP Hull and Machinery Surveys were also conducted.

All of the chemical tankers received a full or partial recoating of their cargo oil tanks with Advanced Polymer Coatings’ MarineLine systems, and were upgraded with new stainless steel common, nitrogen and tank washing lines, with a dehumidifier for tank ventilation and the installation of an extra fixed tank washing machine. The vessels also benefitted from the application of high-performance silicone-based hull coatings to help ensure compliance with IMO’s EEXI and CII measures, while other work included propeller enhancements, with graphene coatings, and the installation of energy saving Propeller Boss Cap Fin devices. Additionally, Alfa Laval BWTS units were installed and steam heating coil systems repairs carried out.

A further seven vessels are scheduled to undergo similar drydockings over the next few months. These include Hafnia Axinite, Hafnia Ammolite, Hafnia Azurite, Hafnia Violette, Hafnia Australia,  Hafnia Africa and Hafnia Magellan.

RINA unveils Maritime Cybersecurity Task Force

Maritime cybersecurity has a definition problem: few of us try to define what maritime cybersecurity actually means, writes Dinos Kerigan-Kyrou AmRINA,  co-founder of the RINA Cybersecurity Task Force. The term has become synonymous with computers and IT paraphernalia but, while IT is clearly a critical component of cybersecurity, what is not fully realised – including by many in the ‘cybersecurity industry’ – is that cybersecurity also includes the disciplines of law, criminology, business, politics and international relations, organisational behaviour, psychology and human interactions (aka human factors).  

Cybersecurity can be defined as the security of cyberspace, the online environment in which everyone now lives and works. In the maritime environment, cybersecurity is part of everything we do – in port, on rivers and at sea, within the shipyards and within our supply chains. Cybersecurity also concerns our critical maritime infrastructure, including our underwater critical infrastructure, such as subsea communications and energy cables, offshore energy platforms and underwater sensors.

Nefarious actors – be they hostile states, terrorists, activist extremists or criminals – target the maritime environment in a combination of ways. Firstly, cyberspace is the facilitator for all nefarious maritime activity. Human trafficking, narcotics, wildlife and antiques smuggling facilitates the financing of organised crime and terrorist activity. Cyberspace also provides ‘gateways’ for nefarious actors to target maritime activity. One gateway is the targeting of connected devices – sometimes called the Internet of Things (IoT).

Vessels are increasingly equipped with IoT-enabled control systems connected to online networks. They include: power management systems;  loading, stability and container monitoring systems; alarms and the bridge control consoles; ECDIS, AIS and navigation decision support (NAVDEC); voyage data recorders; computerised automatic steering; and the global maritime distress and safety system (GMDSS). Ports also increasingly comprise multiple examples of IoT, including: port security; access control and ID cards; CCTV; automated cargo-handling equipment; terminal operating centres; cranes; and integrated supply chain logistical systems. Moreover, port IoT devices are directly interacting with vessels’ IoT, including communications, the GPS, lock operations, maintenance and management, pollution and environmental control systems.  

Extensive maritime IoT testing has found significant vulnerabilities, creating a situation where connected devices can be directly targeted. This includes device ‘spoofing’, where vessels’ positions can be faked. For example: the photo below, taken by the author at a European university maritime cybersecurity research lab, shows a buoy fitted with an inexpensive Raspberry Pi computer. This can easily create a fictitious ‘spoof’ vessel wherever the buoy is located. Moreover, the cybersecurity risks created by personal devices – laptops, tablet computers, smartwatches, virtual assistants, and smartphones, all of which have cameras and microphones – can be as great as those of the devices built into vessels.  

So, what is being done? IMO has produced Guidelines on Maritime Cyber Risk Management (updated in 2025), which provides a framework for the maritime industry to progress cybersecurity. This IMO document is greatly expanded upon by the UK and the EU – both of whom are making cybersecurity requirements legally enforceable.  

Legislation in the EU and, soon, the UK is transforming the cybersecurity responsibilities of directors and boards. The EU’s ‘NIS 2’ Directive, EU Cyber Resilience At, and soon the UK’s Cyber Security and Resilience Bill place cybersecurity responsibilities squarely on directors, including for the security of their supply chains (the EU legislation applies to any company with even just one EU / European Economic Area customer, regardless of its global location). In other words, failure of maritime board directors to address their cybersecurity and that of their supply chains in the EU (and soon the UK) is now a criminal offence.  

The Royal Institution of Naval Architects (RINA) is playing an increasingly critical role in developing maritime cybersecurity, having established a Maritime Cybersecurity Task Force in the past year. The group aims to bring together RINA members with world-leading expertise, to share information and make cyberspace safer for everyone in the maritime environment. Crucially important is that RINA supports and endorses the Maritime Cyber Baseline certification established by IASME (a UK cybersecurity certification company that is also the delivery partner for the UK National Cyber Security Centre’s ‘Cyber Essentials’ certification).  

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

Electric CSOV promises an offshore power surge

Offshore wind turbines and battery-powered support vessels seem a perfect match, promising reduced fossil fuel use and a holistic solution for the wind power industry’s success. However, can batteries – whether in a hybrid diesel-electric set-up or installed as a standalone solution – provide enough power for an 80m+ service operation vessel (SOV) to compete with similarly sized, diesel-powered units?

That’s the challenge accepted by offshore services provider Bibby Marine, inspiring the development of its 89.6m electric commissioning SOV (eCSOV) concept. Incorporating dual-fuel engines and possibly the largest battery pack in this sector, the vessel is poised to overturn quite a few assumptions about what batteries can and cannot do in the field. With the ability to operate emissions-free for more than 24 hours in DP mode, and to recharge directly at windfarms in less than five hours, the eCSOV’s goal is to slash CO2 emissions while still effectively competing with traditional, conventionally fuelled SOVs.

Having completed the concept design in partnership with UK-based naval architects Longitude Engineering, Bibby Marine progressed to basic design and model testing with Spanish ship designer Seaplace. The keel for the eCSOV was laid by Spanish shipbuilder Astilleros Armon in July 2025, with delivery scheduled for mid-2027.

Gavin Forward, head of newbuild projects at BibbyMarine, tells The Naval Architect: “The eCSOV has been designed with maximum operational flexibility, capable of running on diesel, green methanol or battery power — and seamlessly switching between them without any loss of efficiency or operability. While electrification may not suit all maritime applications, it aligns exceptionally well with the operational profile of CSOVs, particularly in terms of predictable, daily power demand in-field.”

The vessel’s flexibility in fuel choice is crucial for now, given current gaps in shore-based charging infrastructure. “Once shore and offshore charging become standard, we could put the whole operational envelope under battery power,” says Forward. “Globally, most wind farms are located within 40nm of port and we have a range of over 130nm on battery power. We would never have to use any fuel – but, in reality, we just don’t have that shore power availability in the UK right now. So, the idea is to sail to the windfarm on traditional fuel or green methanol; then operate in-field on electric power, before sailing back to port on fuel; and then conducting all port operations on batteries with zero emissions.”

Key to the success of electrification of offshore wind operations is the ability to charge the vessel directly in-field. Several suppliers are working on solutions, with some prototypes and smaller CTV charging systems having been deployed by the likes of Stillstrom, MJR Power & Automation, Oasis and Seaonics, to name but a few.

Typically, the offshore charging system would be mounted on a turbine, a monopile, a substation or an on-site buoy. Forward reveals: “We’ve been trialling all solutions and approaches, so that we’re prepared for whatever becomes the industry standard. We think installing the charging system on the monopile is going to be the best technical option, but it depends on how developers want to set up their fields.” The eCSOV will remain in DP mode for charging, maintaining positioning on battery power and obtaining a full state of charge in less than five hours, with a once-per-day charging cycle.

The eCSOV is designed to primarily operate on battery power, with the engines only being used to charge the battery pack where offshore charging is not available, or during longer transits. The dual-fuel engines run at a fixed, optimised load and speed, and recharge the batteries when required, rather than directly powering the vessel or using the batteries to supplement engine power, which is a more typical approach in hybrid set-ups. Bibby Marine has calculated that the eCSOV’s 24.4MWh lithium iron phosphate battery pack can run for more than 24hours between charges in calm conditions; for more than 20 hours in a medium sea state; and for more than 15 hours in rough conditions.

For the full, in-depth story and technical particulars, check out the August 2025 issue of The Naval Architect

EV Maritime's EVM200 enables Auckland commuter charge

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. 

Frigate-building first for Colombia

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.  

Foiling into ferry territory

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 PFM crane series: Reaching a New Level in Outreach and Performance

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.