Events

Italy’s Fincantieri, one of Europe’s premier cruise shipbuilders, has achieved considerable success of late in this sector. Recently, its Monfalcone shipyard delivered the 160,000gt Mein Schiff Relax, the first of two environmentally friendly InTUItion-class cruise ships with dual-fuel (LNG and MGO) capability that Fincantieri is building for this shipowner. The sister ship will set sail in mid-2026.

The new design features: catalytic converters meeting Euro 6 emissions standards; a generative turbine, using the residual heat from the diesel generators; and an electrical shore-power connection. The vessel is also equipped with an innovative waste treatment system capable of transforming organic materials into recyclable components through a thermal process.

Fincantieri also confirms that a letter of intent signed with Norwegian Cruise Line (NCL) last year has been converted into a firm order for four new cruise ships, each approximately 226,000gt. These vessels, the largest ever built for NCL, will also be constructed at Fincantieri’s Monfalcone yard, with deliveries scheduled for 2030, 2032, 2034 and 2036. This order strengthens the long-standing partnership between Fincantieri and NCL, with Norwegian Aqua, the first unit in the Prima Plus class, set for delivery in the next few months. Additionally, three other vessels are currently in various stages of design and construction.

Alongside its thriving cruise newbuilding activities, Fincantieri has been busy in recent months with several significant vessel refit and upgrade projects. In September 2024, the company completed an important drydock project, including the overhaul of the davits and thruster, and the refurbishment of the laundry, on the Princess Cruises Island Princess. Then, from October to November, Fincantieri undertook a complex engine room overhaul aboard Caribbean Princess in Palermo. Additionally, it carried out mechanical work on the propulsion system, and significant engine maintenance for Costa Deliziosa in its Trieste yard. Then, towards the end of 2024, Fincantieri completed essential maintenance, and five-year class checks, for Virgin Voyages’ Scarlet Lady in Palermo.

Many of these cruise refit and repair projects have had a clear environmental focus. A notable example involved the installation of the advanced wastewater system for Silversea Cruises’ Silver Whisper in Trieste. Furthermore, on many projects, Fincantieri applied silicone paint to reduce friction, save fuel and make the vessels’ cruises more energy-efficient. Fincantieri also has a contract to implement high-voltage shore connection (HVSC) systems on four cruise ships to enable them to shut down their engines during port stays, and is carrying out engineering studies to assess the viability of retrofitting existing cruise vessels to run on methanol or HVO.

Now, Fincantieri seems set to enjoy another busy year for its cruise refit activities. In March and April 2025, it plans back-to-back drydockings of Majestic Princess and Emerald Princess, including five-year class special surveys, hull blasting and silicone painting, thruster and stabiliser overhauls, scrubber work, steel repairs and the installation of new air lubrication and membrane bioreactor systems. The work will also include Americans with Disabilities Act (ADA)-associated upgrades for cabins and public spaces. All of these work packages will be undertaken at Fincantieri’s Palermo shipyard.

In Q3 2025, MSC Lirica and Viking Sea will visit Fincantieri yards for special class survey renewals and planned maintenance activities, while, in November, Silver Muse will undergo a series of conversions and modifications, together with scheduled maintenance works, in Palermo.

Fincantieri is currently investing to enhance its logistics capabilities for cruise projects in Trieste and Palermo, with the aim of improving warehousing, materials handling, maintenance scheduling and transportation for both inbound and outbound logistics. These investments are expected to lead to greater operational efficiency, minimise waste and ensure timely deliveries for clients and suppliers. Additionally, the company is strengthening its Miami subsidiary, Fincantieri Services USA, to provide cruise operators with quick responses to their specific requirements, including ship inspections and onboard assistance for repair and refurbishment activities in North America.

Damen Shipyards Group has unveiled a new range of naval support vessels. The Logistics Support Ship (LSS) design consists of two vessel types, the LSS 9000 and LSS 11000, which are 127m and 140m in length respectively.

“The vessels will be equipped with NATO-standard replenishment-at-sea technology, and will have roll-on/roll-off capability and substantial cargo transportation capacity,” says Damen. They are designed to facilitate the efficient transfer and transport of fuel, munitions, provisions, personnel and other essential supplies, enabling fleets to remain operational during extended deployments.

Damen adds: “With a modular design, the LSS can be easily and rapidly configured and upgraded for special operational requirements, such as disaster relief, humanitarian assistance and training exercises.

“A key feature of the LSS is the ability to operate in diverse maritime environments, from the open ocean to littoral waters. This versatility arises from an advanced design and engineering process and the combination of both military and commercial technology, a combination that helps to reduce OPEX and CAPEX.”

In addition to operational efficiency, and in line with the ambitions of many navies, the LSS design has a focus on sustainability, with the vessels fitted with propulsions systems that will reduce fuel consumption and emissions.

Damen commercial manager for defence and security Piet van Rooij says: “We have developed the LSS based on discussions with our naval clients around the world. As such, we are confident they represent an appropriate response to the operational challenges they are facing, now and in the future. The LSS offers enhanced capabilities, efficiency and sustainability at a very competitive price.”

A report jointly issued by tech firm CORE POWER, marine insurer NorthStandard and class society Lloyd’s Register (LR) paints an optimistic picture for the safe development and installation of small nuclear reactors aboard commercial ships and floating nuclear power plants (FNPPs) in the UK – provided the government gets behind the effort.

The paper, entitled Advanced Maritime Nuclear: A Unique Opportunity for the UK, argues that the Department for Transport must incorporate nuclear-fuelled vessels and FNPPs into an updated version of its Clean Maritime Plan, to meet IMO greenhouse gas (GHG) emissions reduction targets and to benefit from a £2.5 trillion economic opportunity, potentially revitalising the UK shipbuilding segment.

Over the past five years, attitudes toward using nuclear energy as ship’s fuel have shifted significantly. Since the 1950s, nuclear reactors have powered multiple warships and submarines. However, the concept of installing small reactors aboard commercial vessels, such as ferries, cruise ships, OSVs or superyachts, was generally discounted, largely because of nuclear power’s ‘bad’ reputation.

However, rising energy costs, plus growing doubts about the accessibility of alternative fuels such as hydrogen, HVO, methanol and ammonia, have sparked new interest in nuclear energy for ships. A small but growing band of shipping professionals now view the deployment of small modular reactors aboard commercial vessels as one of the most likely means of meeting IMO’s plan to realise net-zero greenhouse gas emissions from international shipping by 2050.

Additionally, at COP 28, hosted in Dubai in 2023, the UK pledged to triple nuclear energy generation with the launch of its Civil Nuclear Roadmap to 2050 – a publication that included nuclear-fuelled ships on the agenda. In December 2022, the UK’s Merchant Shipping (Nuclear Ships) Regulations came into effect, accompanied by Marine Guidance Note on nuclear ships MGN 679 (M), which addresses areas such as safety assessments, design and construction, radiation safety and reactor installation suitability.

In the foreword to the recent joint paper, British hereditary peer and shipbroker Lord Mountevans writes: “The UK has the skills, expertise and history of innovation to lead the development of nuclear-powered shipping. By leveraging our decades of experience with small reactors for the Royal Navy, we can decarbonise maritime transport, create jobs and strengthen Britain’s position as a clean energy world power. This is a unique opportunity for the UK.”

The paper also proposes that nuclear-powered ships could feed energy back into land-based grids, providing electricity to homes and ports, as well as to areas affected by power blackouts. “FNPPs could also be used to alleviate the issues surrounding shore power and expensive connections to the UK national grid,” the authors state.

Outstanding insurance and regulatory gaps must also be addressed, though, the paper notes. Paul Jennings, MD of NorthStandard, comments: “The ability to commercially insure nuclear-propelled ships will be vital to the success of bringing nuclear to maritime. It is important that governments understand the need for a civil marine nuclear liability convention within the framework of IMO and work towards creating an appropriate liability regime.”

Jennings is echoed by Andy McKeran, LR’s chief commercial officer, who says: “Global regulatory alignment is crucial. Existing frameworks must be updated to reflect modern reactor designs and operational needs. The UK has the expertise to lead these efforts at IMO and with the International Atomic Energy Agency [IAEA], setting the foundation for safe, insurable and scalable nuclear-powered shipping.”

Meanwhile, CORE POWER CEO Mikal Bøe remarks: “Maritime nuclear is the catalyst that can reverse the trajectory of the British shipping sector, creating unique competition to Chinese shipbuilding and ocean transport.” He warns: “Over time, the cost of inaction will far outweigh the cost of being the champion in this rapidly emerging market.”

The March issue of The Naval Architect features an interview with pro-nuclear advocate Dr Jonathan Stephens, manager, core design at BWX Technologies, assessing the current and future viability of small reactor installations aboard various vessel types and FNPPs

The UK shipbuilding sector needs to address significant skills shortages in AI, robotics and automation if it is to thrive in the long term, a report from National Manufacturing Institute Scotland (NMIS) claims.

The report outlines the need to further adopt these three emerging technologies to enhance operations such as welding, joining and inspections in confined or hazardous spaces.

“The roles of some welders will evolve to combine traditional skills with expertise in new technologies and materials, as advanced technologies such as robotics and additive manufacturing are integrated into operations,” NMIS writes.

Greg Cranstoun, industry and skills engagement lead at NMIS, comments: “Scotland has a deep-rooted history of shipbuilding, particularly on the Clyde, but the challenges of a skills shortage apply to the whole of the UK.”

NMIS notes that, in 2022, shipbuilding contributed £3.1 billion to the UK economy, supporting more than 44,600 jobs. That year also marked the introduction of the National Shipbuilding Strategy, which has called for a 50% reduction in the UK sector’s skills shortage by 2030.

“We need to ensure we have the right people with the right skills lined up to meet demand,” says Cranstoun. “Technology is only going to become more prevalent as the adoption of AI and robotics increases in all sectors, and there are significant gains that could come from using advanced equipment to improve both health and safety and productivity in shipyards.

“Manufacturers need to think ahead to the types of roles this will create, and how to equip the current workforce and future employees with the skills to take this forward.”

As for how to get there, the report calls for a “collaborative approach between industry and training providers, to design programmes that prepare workers for these hybrid roles”. This approach would include the updating (and tailoring) of existing training courses for relevance, and the development of new training courses. Stakeholders should also drive new educational standards and targeted curricula while implementing short courses and continuous professional development (CPD) programmes to plug current knowledge and skills gaps.

The report also recommends the creation of new job descriptions, including (but not limited to): quality control inspector in shipbuilding; robotics integration engineer; welding engineer; industrial equipment maintenance technician; and robotics systems design and implementation engineer, for example. These newly defined roles should help manufacturers to evaluate gaps between existing roles and future requirements, the report opines.

NMIS, which is operated by the University of Strathclyde, collaborated with Innovate UK’s Workforce Foresighting Hub to produce the report, drawing on the latter’s advanced AI tools and workshop and survey findings to capture and analyse the data. NMIS adds that these collated insights could also be adopted and acted on by other sectors, including offshore wind and oil and gas.

Meanwhile, Mantas Lukauskas, self-styled ‘AI evangelist’ at neoxis.ai, says that the current “AI gold rush era” has accelerated developments in AI and machine learning to the extent that some companies may struggle to keep up with the pace of change.

“The more models appear, the harder it becomes to keep track of them all, let alone experiment and deploy them effectively,” Lukauskas says. “However, the multi-model ambitions quickly become technically and logistically complex.” He warns that the AI landscape “will only get more crowded” in the run-up to 2030.

Lukaskaus recommends weighing up considerations such as complexity, security and compliance, performance variance and cost before committing to new AI or machine-learning tech. The best solution may be to rely on a centralised platform that can speak to multiple providers via a single interface, he continues, adding: “The real competitive advantage is to stay nimble.”

Ulstein Design & Solutions has been contracted to provide the design for a heavy-lift ship for Japanese contractor Penta-Ocean Construction (POC). The vessel will specialise in offshore wind foundation installation work within the country’s waters, and will comprise a customised version of Ulstein’s HX118 design, which features a length of 215m, a 56m beam and a maximum draught of between 7.5-10m.

The customised design includes a tub-mounted, revolving, 5,000tonne-capacity Huisman main crane, permitting heavy-duty monopile installations. The crane comes with a main hoist and a universal quick connector, and has been designed with a compact tail swing, to optimise available deck space. Huisman will also supply the ship’s monopile-handling system, which features a motion-compensated pile gripper.

Ulstein has also incorporated its U-STERN concept into the vessel’s design. The U-STERN enables longitudinal storage of large components, such as monopiles, meaning these components can be stored along the length of the ship rather than across it, thereby maximising space and preventing overhanging.

When it’s time to install these components, the U-STERN enables them to be upended (lifted vertically) directly along the ship’s centreline. The U-STERN design also allows the ship to face directly into the waves during the installation process, reducing the impact of wave motion on the ship, to make the installation process smoother and safer – as well as to reduce fuel consumption by minimising the ship’s need to compensate for wave-induced movements.

Ulstein comments: “Combining the U-STERN with transverse and longitudinal skidding systems, offshore lifts for monopiles are eliminated as the main crane is only used to support the upending and lowering of the foundation.”

Both Ulstein and POC have been tweaking the ship’s basic design since summer 2024, including a round of extensive model tests. The heavy-lifter will be built by Singapore’s Seatrium Group, with completion scheduled for May 2028 and operations set to commence in the autumn of that year, Ulstein tells The Naval Architect.

The Bundestag and the Federal Government have agreed to exercise an option to procure four more Type 212CD submarines for the German Navy. The contract for the new submarines, which are being acquired by the German Navy and Royal Norwegian Navy under a joint programme, is one of the largest secured by thyssenkrupp Marine Systems.

The deal was initialled by the president of the Bundeswehr Procurement Agency, Annette Lehnigk-Emden, and thyssenkrupp Marine Systems CEO Oliver Burkhard in late December 2024. Germany will now build six Type 212CDs. Norway has also recently signalled its intention to increase the number of submarines it builds under the joint programme from four to six.

Speaking as that deal was confirmed, Burkhard said: “A turning point in history is finally arriving in the maritime sector. We are delighted at the trust that the German government has once again placed in us with the additional order. We are making a decisive contribution to Germany’s response to changing times and strengthening our defence capabilities with this strategically important project between Germany and Norway.”

The Type 212CD submarines will be significantly more capable than the German Navy’s existing Type 212A boats, with enhanced situational awareness, superior networking with allied units and a reduced signature.

In advance of the construction of the submarines, thyssenkrupp Marine Systems has invested more than €250 million at the company’s yard in Kiel, including a new shipbuilding hall. The group has also acquired additional shipyard capacity at the former MV Werften site in Wismar, to be able to build submarines and surface vessels there at the same time.

“Our order books are well-filled and we are strongly positioned nationally and internationally,” said Burkhard, noting that now that the number of Type 212CD submarines on order has been increased, other countries could join the project in the near future. “Our strong position has now become even stronger,” he concluded.

A team-up between boatbuilder/USV manufacturer Tuco Marine and maritime survey tech company EIVA aims to establish an all-in-one autonomous package for subsea asset inspections, matching a Tuco-built ProZero 8m Naval Intelligence USV to EIVA’s ViperFish remotely operated towed vehicle (ROTV).

In practice, the USV would sail to an area of interest, towing and remotely launching the ViperFish. The ViperFish would be equipped with sensors and survey software, and would undertake high-resolution seabed imaging, with area coverage rates of 1.6km²/hr,  while using magnetic signals to monitor subsea assets, such as power cables.

Jonas Pedersen, MD of Tuco Marine, comments: “By combining…our ProZero with EIVA’s ROTV, it’s possible to monitor the conditions of critical subsea infrastructure much more thoroughly and frequently than with conventional set-ups.”

Launched in 2023, the ViperFish measures 3,200mm x 1,300mm x 620mm and is rated for depths descending to 200m. The ROTV is designed for surveys at 2-10knots, and has a reported target positioning accuracy of 1m. EIVA suggests that, when integrated with an USV, the ViperFish can also be used for mine countermeasures, rapid environmental assessment, surveillance and salvage missions.

The commissioning this week of three frontline naval vessels by the Indian Navy marks a “significant milestone in India’s shipbuilding and design capabilities”, according to analytics firm GlobalData.

January 15 saw the entries of INS Surat (163m), the fourth and final unit of the Visakhapatnam class of stealth guided-missile destroyers; INS Nilgiri (149m), the lead ship of the Nilgiri class of stealth guided-missile frigates; and INS Vagsheer (67.5m), the sixth of six Kalvari-class diesel-electric submarines. The vessels were constructed by Mazagon Dock Shipbuilders Limited (MDL), Mumbai.

Rithik Rao, aerospace and defence analyst at GlobalData, writes: “Armed with advanced weaponry such as BrahMos and Barak 8 missiles, both INS Surat and INS Nilgiri provide the Indian Navy with enhanced anti-surface and anti-air warfare capabilities, excelling in both offensive and defensive roles.

“INS Vagsheer excels in a range of operations, including anti-surface and anti-submarine warfare, intelligence gathering and area surveillance. Together, these domestically built platforms demonstrate India’s growing competence in developing cutting-edge naval technologies, thereby strengthening its maritime security and reinforcing its strategic autonomy in defence production.”

Rao adds that India has felt the need to step up its naval defence capabilities due to “the increasing maritime presence” of the Chinese People’s Liberation Army Navy (PLA Navy) in the Indian Ocean Region. “[India] is trying to catch up with its Chinese counterparts in terms of quantity and technology advancements,” Rao says. GlobalData has forecast that India will spend just over US$35 billion on various domestically built naval vessels and subs in the run-up to 2029.

“Shipbuilders such as MDL stand to benefit significantly, leveraging the expertise gained from constructing complex naval platforms,” says Rao. “Such advancements will lay a strong foundation for future collaborations between major domestic defence contractors and many small and medium suppliers in upcoming next-generation submarine and naval vessel construction programmes, ensuring the Indian Navy remains well-equipped to meet evolving challenges in the upcoming decades.”

Speaking at the commissioning ceremony, Indian prime minister Narender Modi commented: “I am happy that our Navy has expanded the ‘Make In India’ campaign to a great extent. In the last 10 years, 33 ships and seven submarines have been inducted into the Indian Navy. Out of these 40 naval vessels, 39 have been built in Indian shipyards.

“Along with increasing the strength of the Indian armed forces, ‘Make In India’ is also opening new doors of economic progress. The shipbuilding ecosystem is an example. Experts also say that the more investment is made in shipbuilding, the more positive impact it has on the economy.”

The International Association of Classification Societies (IACS) has published a new recommendation, titled Rec. 182, to provide a “comprehensive framework” to support the adoption of onshore power supply (OPS) systems.

Rec. 182 was drawn up to provide “detailed guidance for ship designers, builders, operators and owners on integrating OPS systems into both newbuilds and retrofits, while addressing the technical and operational challenges associated with its implementation”, IACS states. The recommendation is intended to complement IMO’s MSC.1/Circ.1675 – Interim Guidelines on the Safe Operation of OPS Service in Port for Ships Engaged on International Voyages, IACS adds.

Subsequently, Rec. 182 outlines aspects such as: ship requirements for OPS; ship-to-shore connection protocols, with an emphasis on safe connection and disconnection; and testing procedures, for both the first connection and periodic check-ups. IACS states: “At the first call at a shore supply point, ships should undergo mandatory tests, including visual inspections, insulation resistance measurements, functional tests of protection devices and integration tests, to ensure proper operation between ship and shore installations.

“If the time between repeated port calls does not exceed 12 months and no modifications have been made, only limited verification tests are required. However, if the interval exceeds 12 months, comprehensive testing as outlined in the document should be conducted.”

Rec. 182 also covers operational safety measures, including the use of suitable PPE, plus ensuring “effective communication” between shipboard crew and shoreside personnel during connection/disconnection procedures. Documentation of OPS operation procedures – which would include circuit diagrams, compatibility assessments and emergency shutdown protocols – is also underscored in the recommendation, as is a pre-connection safety checklist.

IACS says: “The shift towards decarbonisation has placed a spotlight on reducing emissions from seagoing vessels while at ports, where vessels often rely on auxiliary engines that contribute to greenhouse gas [GHG] emissions. OPS, commonly referred to as ‘cold ironing’ or shore-to-ship power, has emerged as a promising solution, allowing vessels to connect to a land-based electrical grid while at berth, enabling their onboard generators to be switched off.” Cold ironing has been credited with significantly cuttting NOx and SOx emissions, plus particulate matter (PM) levels, in port areas, enabling the future development of sustainable ports.

Rec. 182 can be accessed at the IACS website.

Damen Shiprepair Oranjewerf is strengthening its commitment to green ship repair, maintenance, conversion and refit projects with a recent shore power installation. The yard had already installed a shore power unit which was suited to many of its projects. However, with this latest installation, developed by Elma Systems, the availability of clean onshore power, converted to 60Hz, has been widened to cover all types of vessel that call at the yard.

Commercial manager Jeen van der Werf explains: “Previously, we were able to provide shore power at 50Hz. However, we get a lot of offshore, navy and fishing vessels come to the yard for work, and many of these vessels operate on 60Hz.” As a result, he says, the yard often had to hire in a diesel-powered generator; something the company was keen to avoid.

Damen Shiprepair Oranjewerf began discussions with Elma Systems to address this issue. Together, the two companies set about the development of a solution that was more in tune with the yard’s needs, and Elma came up with a rotary convertor, which converts the shore power to the desired 60Hz rating.

The shore power system, which is installed on the yard’s floating dock, can support up to 250kVA. Should more power be required, there is an option to add a battery or secondary power source. The Elma-designed rotary converter is therefore also equipped with a load sharing system.

With this new shore power system now fully operational, Damen Shiprepair Oranjewerf expects to significantly reduce its carbon emissions. As an additional benefit, the wider use of shore power means that the yard no longer has to hire in costly diesel generators, and is, therefore, able to offer its clients a more competitively priced project.