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As vessel designers push the boundaries of space and efficiency, the humble anchoring system is increasingly caught in the squeeze.
DNV’s senior principal engineer, Hasso Hoffmeister, examines the evolution of wind-assisted propulsion systems, and what comes next.
Welcome to the latest edition of The Naval Architect. Eight months into my tenure as CEO, my initial focus has been on strengthening RINA’s foundations and accelerating delivery of the strategic changes required for our next exciting phase, outlined here.
UK’s first commercial biomethanol bunkering service launches at Port of Immingham.
Examining how energy saving devices have helped Odfjell slash its fuel costs across its chemical tanker fleet.
China is moving with unusual institutional weight to position itself at the centre of the global maritime energy transition. A blueprint backed by 10 central government ministries has set Shanghai on course to become a leading green bunkering hub by 2030.
RINA speaks to Edwin Pang, founder of consultancy Arcsilea, about his career to date and notable role as RINA IMO Committee chair.
Study shows how wedge-shaped vortex generators reduce drag in ship hulls, which could help in the drive to decarbonise the shipping industry.
Khaled M Karmous explains his patented high-pressure water jet system that is showing promise as a new class of active friction-reduction technology, designed to cut fuel consumption by reducing hull drag.
RINA’s conference brought together industry leaders to examine how wind propulsion technologies are moving from concept to fleet-level implementation.
From flagship international conferences to specialist technical seminars, RINA events bring together experts, innovators, and professionals to share knowledge and shape the future of naval architecture.
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With more than 1,000 newbuilds and decades of high-speed action under its belt, sports boat brand Performance Marine is celebrating its 40th anniversary this year with the launch of the Performance 90X: a design intended to comprise a “perfect fusion of brute force and absolute control”, the company says.
Getting to this stage has been quite the ride; the company and its various designs passed through several hands over the years before reaching its current German owners, Frauke and Stefan von Klebelsberg, who are now restructuring operations to future-proof Performance Marine’s output.
The 90X is heavily influenced by the hull of the group’s previous, 9m-long Performance 907 sports cruiser: a planing design, built in PVC. The revamped 90X was handled by German yacht design and engineering studio iYacht, which was responsible for both the design and the engineering of the new boat. iYacht encountered a few challenges – not least being the deck, an intricate structure comprising nearly 20 moulded parts.
Udo Hafner, iYacht CEO, tells The Naval Architect: “The deck itself is highly sophisticated, incorporating a wide range of functional and comfort elements. To ensure both safety and stability, our team of designers and engineers worked in close collaboration throughout the entire process, synchronising all aspects of the design.
“We were directly involved with the tooling company, ensuring that every detail was meticulously refined to meet the highest standards. This hands-on approach allowed us to optimise the modular construction, guaranteeing precision and structural integrity while maintaining the performance and aesthetic that define the 90X.”
The 90X boat’s propulsion system offers several options, including inboard Mercury MerCruiser engines with power outputs ranging from 430-1,130hp (approximately 320-843kW), coupled with a Bravo One XR drive. The variations include: two MerCruiser V6, 4.5litre-displacement models, with a total output of 500hp; two V8, 6.2litre-displacement models with a total output of 700hp; two V8, 8.2litre-displacement models with a total output of 860hp; or two V8, 8.7litre-displacement units with a total outputof 1,130hp.
The boat’s top speed comes to an eye-watering 70knots. “The Mercury Zero Effort DTS system replaces traditional throttle and shift cables with cutting-edge digital precision, delivering instantaneous throttle response,” iYacht adds. “This advanced technology ensures an unmatched driving experience with ultra-fast performance.” Future customers can opt for a joystick piloting system, integrating engines, gearboxes, steering and thrusters into a single unit, for greater ease of handling and, especially, docking.
The 90X cockpit was designed with a keyless ignition system that doubles as a wireless engine cut-off switch in an emergency. The onboard infotainment system includes multiple screens across the boat, enabling passengers, the driver and co-pilot to check the vessel’s speed, while a dedicated boat app enables users to remotely monitor battery and fuel levels, or to even change the lighting and start cooling onboard drinks, using smart devices on shore.
As part of its design remit, iYacht also optimised the available onboard space, allowing the designer to produce a cabin with a net headroom of 1.75m and a king-sized bed. iYacht designer Joachim Benders comments: “I spent a great deal of time focusing on ergonomics—exploring the relationship between function, space, and people. I carefully analyse how guests move onboard, and assess how the design translates into real-world experiences for users.”
TECHNICAL PARTICULARS: Performance 90X
Length, oa: 9.15m / Breadth: 2.6m / Draught: 0.43m / Max power: 832kW / Max speed: 70knots / Fuel capacity: 600litres / Water capacity: 117litres / Passengers: 8 / Design category: B
The three new surface effect ships (SES) recently delivered by Strategic Marine to Angola’s Energy Craft fleet are remarkable in more ways than one: sea trials demonstrated a top speed of 53knots but at a similar nautical-mile fuel consumption as far slower boats, writes Stevie Knight. The Crewliner 35 also delivers personnel without making them feel as if they’ve been travelling by cocktail shaker. However, the design’s inception was actually sparked by two dramatic crashes.
First, in 2014, came the sudden decline of the global oil and gas market. This meant day rates dropped like a stone for most vessels, says Eduard Ercegovic, technical director and co-founder of Aircat Vessels – who was then managing a fleet of chartered vessels for an offshore support company. The second was the 2016 Super Puma helicopter disaster in Norway, which claimed the lives of all 13 on board. This was followed by a sudden fall in helicopter availability.
Further, in the background was the ageing state of the long-range, 60-90-pax fast crew vessel (FCV) fleet – the vessel types that Ercegovic often chartered. The speed asked of FCVs means they can’t run forever, he explains: “They just get exhausted.” That left a niche in the market: what was needed was a more cost-effective alternative to helicopter transport and a more efficient, faster boat than a standard FCV.
So, Ercegovic and his colleague, Aircat Vessels managing director Jérôme Arnold, partnered with Norwegian naval architecture firm and SES specialist ESNA to create the Aircat 35 Crewliner. These vessels are basically a cross between a hovercraft and a catamaran; they generate an air cushion between the hulls to reduce resistance by lifting up to 80% of the boat’s weight out of the water. The effect is to reduce the vessel’s draught from 2.4m to a mere 0.8m.
This is achieved by a pair of large, 478kW fans, integrated into the forward half of the hulls. “These are not really custom-made – they’re actually the same blowers that you use for factory ventilation,” Ercegovic reveals. The dual fans push the air into the cushion that’s captured between two skirts; one fore, one aft of the boat’s high tunnel – but these have quite different characteristics. The forward skirt matches the bow angle and is made up of seven vertical, finger-like folds all nestled together, rather than a single sheet. If one of these fingers gets damaged, it will naturally deflate – but its sisters will automatically crowd in to take up the space, providing redundancy.
The rear skirt is very different and better described as a tiered structure of horizontal bags, maintained at just a little more pressure than the main cushion. These stern lobes, with the help of two vents, passively adapt to the waves by forming and reforming around the waves, to reduce pitching and a certain amount of roll – although that’s also minimised by the vessel’s 13.9m beam.
However, the main cushion is more actively modulated by four damper cassettes (vents) controlled by a computerised SES management system, which gathers data from multiple pressure sensors in the tunnel and from a motion reference unit (MRU). Since the electric actuators that open and close the dampers allow instant adjustment, the result is high-speed ride control.
“You can change the setting to maximise the lift and minimise the draught when you are going full speed in relatively calm seas,” says Ercegovic, adding that this leaves just enough draught for the propulsion and cooling to be effective. It’s also possible to dial it down since different, preset modes allow the crew to choose a ‘ride control sensitivity’. “There is some penalty to the speed if you increase the comfort, but it’s usually just a few knots,” Ercegovic says.
Canada’s minister of national defence Bill Blair has announced the award of an implementation contract to Irving Shipbuilding for construction of a new class of destroyers, to be known as the River class. The River-class destroyers will replace the Royal Canadian Navy’s now-retired Iroquois-class destroyers and 12 Halifax-class frigates with a single ship that can handle multiple threats. At present, 15 examples of the vessels are expected to be built.
The design is based on BAE Systems’ Type 26 warship, which is being built by the UK for the Royal Navy, a variant of which is also being built for Australia as the Hunter-class frigate. The first three Canadian ships will be named Fraser, Saint-Laurent and Mackenzie.
The new vessels will have a length overall of 151.4m, a beam of 20.75m and a speed of 27knots. They will displace 7,800tonnes, have a maximum navigational draught of 8m and a range of 7,000nm. With accommodation for 210 personnel, they will have the capability to embark a CH-148 Cyclone helicopter, plus space for embarking remotely piloted systems.
The new destroyers will use a variant of the Aegis combat system with Cooperative Engagement Capability, and will be equipped with lightweight torpedoes, the Rolling Airframe Missile air defence system, two stabilised rapid-fire 30mm naval gun systems and surface-to-surface anti-ship missiles. Their primary air defence system will take the form of vertical launch systems for the Raytheon Standard Missile 2 and Evolved Sea Sparrow missiles. They will have reconfigurable mission and boat bays and a combined diesel-electric or gas (CODLOG) propulsion system based on a Rolls-Royce MT30 gas turbine, four Rolls-Royce MTU diesel generators and GE electric motors.
The initial implementation contract is for an agreed contract period of six years, with a contract extension to follow as the successful construction progresses.
The Government of Canada has established the cost to build and deliver the first three ships at C$22.2 billion (US$15.4 billion). This estimate includes the costs that will be paid to Irving Shipbuilding through the implementation contract, as well as costs associated with the delivery of the equipment, systems and ammunition that Canada will acquire to bring the first three ships into service. It is estimated that the implementation contract will contribute C$719.3 million annually to Canada’s GDP and create or maintain 5,250 jobs annually between 2025-2039.
“By investing in our own industry, Canadian workers are helping to build the fleet of the future, equipping the Navy and our members in uniform modern and versatile ships they need for Canada’s important contributions to peace and security at home, and abroad,” said Blair.
To help bring the River-class vessels into service and support them throughout their lifecycle, the Department of National Defence (DND) is building a land-based testing facility on a portion of DND-owned land in Halifax, Nova Scotia. Construction is expected to begin this summer, with completion expected in 2027.
The Offshore Renewable Energy (ORE) Catapult, UK and the Japanese Floating Wind Technology Research Association (FLOWRA) have signed a memorandum of understanding (MoU) to work towards reducing risks and costs related to floating offshore wind.
The MoU, signed in Tokyo on 7 March, follows nine months of collaboration between ORE Catapult and FLOWRA. The initiative will cover areas such as personnel exchange, standardisation of component technologies and the creation of a “test and demonstration alliance” to develop technology on a large scale, ORE Catapult says. The MoU coincides with a wider recent co-operation between the UK and Japanese governments with regard to the development of these turbine types.
Jonathan Reynolds MP, UK secretary of state for business and trade, comments: “This partnership with Japan will turbocharge the development of this vital renewable energy. International partnerships like this will attract investment and deliver long-term, stable growth that supports skilled jobs and raises living standards across the UK, making our ‘Plan for Change’ a reality.”
The UK government’s Plan for Change aims to “make Britain a clean energy superpower” while kickstarting new economic opportunities for domestic businesses. The ORE Catapult-FLOWRA MoU will ultimately combine “UK R&D capability” and “Japanese industrial manufacturing capacity” for a surge in floating offshore wind technology development, ORE Catapult adds.
As well as providing economic benefits for each country, a robust offshore floating wind capability will bolster energy security for the UK and Japan, while assisting both to pursue their decarbonisation goals, adds Dr Cristina Garcia-Duffy, director of research and technical capabilities at ORE Catapult. For example, the Japanese government has set ambitious targets of 10GW of offshore capacity by 2030, increasing to 45GW by 2040. Floating wind turbines are expected to play a significant role here, due to Japan’s limited availability of shallow-water sites for fixed-bottom turbines.
Additionally, the UK government’s British Energy Security Strategy, rolled out in 2022 in response to gas supply disruption in the wake of the Russia-Ukraine conflict, aims to generate 60GW of electricity from offshore wind sources by 2030, an estimated 5GW of which would be supplied by floating offshore wind turbines.
Norway-based Kongsberg Maritime has secured a leading role in a project to convert the double-ended car ferry MF Hamlet to battery-powered operation. The conversion of the 111.2m ferry, which is operated by Öresundslinjen on the route between Helsingør, Denmark, and Helsingborg, Sweden, will include the installation of battery packs and new permanent magnet motors for the azimuth thrusters.
Kongsberg says: “The primary goals of the project include achieving zero emissions, enabling full electric operation with batteries and having mechanical propulsion redundancy. The ferry will utilise high-voltage charging in port, taking only eight to 12 minutes, with low-voltage charging via gensets as an alternative.”
Kongsberg will also rebuild the existing thrusters and convert them to electric operation, installing new permanent magnet motors for each of the four main azimuth thrusters, each rated 1,530kW. The company adds that it will “provide a comprehensive energy, automation and control package, which includes interface to the main switchboard, retrofitting the K-Chief 600 to the new K-Chief system with an energy management system, and implementing Mcon thruster control with control chairs on the two bridges”.
Energy storage systems will be supplied by Echandia directly to the owner, while the Oresund Drydocks shipyard will handle the mechanical aspects of the conversion. The installation company, SH Group, will produce and install new deck houses and handle the cabling and wiring work.
The conversion job is scheduled to start in November this year at Oresund Drydocks, but the vessel will visit the yard later this month for preparation work during a scheduled maintenance docking.
IHC Dredging has been contracted to supply two Beaver 65-class cutter suction dredgers to PT. Dua Samudera Perkasa, a subsidiary of Indonesia’s Jhonlin Group.
PT. Dua Samudera Perkasa previously took delivery of a Beaver 65, Jhoni 59, in August 2024. That vessel is now working at the coal transport and biodiesel terminal at Batulicin, South Kalimantan, alongside the Beagle 4-class dredger Samson, which IHC delivered to Jhonlin Group in 2023.
The Beaver 65 design features a length overall of 58m, a 12.4m beam and a depth of 2.97m. The dredger type has an average draught of 1.9m (max 2.02m) and more than 2,800kW of installed power.
Like other vessels in the Beaver 65 class, the new duo will be equipped with 650mm-diameter suction/discharge pipes. However, while these dredger types typically have a maximum dredging depth of 18m, this has been extended to 25m max for the new pair.
IHC Dredging adds that each new dredger will be equipped with upgrades including: a fuel separation system; a “state-of-the-art” radioactive production measurement system; and a dredge track presentation system (DTPS) with an accuracy of up to 20mm, providing the dredge operator with a digital overview of the hopper, cutter, excavator, clamshell and bucket line dredges. The two newbuilds are scheduled for delivery in September this year.
Classification society Lloyd’s Register (LR) says it plans to use Microsoft’s Azure OpenAI Service as a tool to accelerate licensing processes for nuclear in maritime applications.
The idea is to use the Azure OpenAI platform to analyse historic nuclear licensing data, which should help licensing engineers to draft new permit documents far more quickly, LR anticipates. The platform will also enable engineers to search for “regulations, precedents and other valuable information buried in large regulatory datasets” in a comparatively timely manner, LR says.
Jeff Scott, LR deputy chief technology and innovation officer, comments: “Regulations shouldn’t be a roadblock to innovation—they should be a launchpad. By teaming up with Microsoft, we’re using AI to cut through the red tape and fast-track the future of nuclear in maritime. It’s an exciting step toward making clean energy a reality on the water.”
Mark Tipping, LR’s global offshore power-to-X director, adds: “We have a large data source from decades of regulatory applications, which these AI capabilities can interrogate swiftly to identify good practice and lessons learned. Together, we’re tackling one of the biggest challenges in deploying nuclear technology, which is navigating complex, slow and costly licensing processes.
“Collaborating with Microsoft provides us with an excellent opportunity to combine two very different areas of expertise: their AI capabilities; and our vast history and knowledge of maritime and nuclear safety.”
One claimed benefit of the Azure OpenAI Service is the ability for end users to ask direct questions instead of writing complex database queries. When used in conjunction with Microsoft’s Azure AISearch, users can search through vast repositories of historic data, including documents, PDFs and databases, using keyword and semantic search capabilities.
Meanwhile, the Japan Society of Naval Architects and Ocean Engineers has launched its Review Committee of Nuclear Energy Utilization in Maritime Industries. Set to run for two years, the Review Committee, headed by Taiga Mitsuyuki, associate professor at Yokohama National University, will analyse the various barriers to maritime nuclear (including technical challenges, public acceptance and financial viability) and how to overcome them, using domestic and international case studies for reference.
The domestic case studies will include input from persons involved in the development of the 130m, nuclear-powered Japanese vessel Mutsu, which was launched in 1969. Built by Ishikawajima-Harima Heavy Industries (now IHI Corporation) and originally powered by a pressurised water reactor (PWR), Mutsu was subject to criticism, and particularly so from local fishermen, after a minor radiation leak during its first test run in 1974. The programme was shelved, and the PWR removed in 1995, with the vessel being repurposed as the oceanographic research ship Mirai.
The Review Committee says it will wrap up its work in November 2026.
Singapore shipyard group Seatrium has turned in an impressive set of results in its first full year of operations since its creation, following the merger of the Sembcorp Marine and Keppel O&M shipyard operations in April 2023. The company achieved an underlying net profit of S$200 million (US$148.3 million) in 2024, compared with a loss of $S28 million in 2023. Revenues surged 27% year-on-year to S$9.2 billion.
One of the driving forces behind the improved results was the performance of its ship repair division, which achieved a 7% increase in revenues to S$1.1 billion. The company worked on a total of 231 ship repair and refit projects during the year, compared with 291 in 2023, thereby achieving a significant increase in the average value of work per vessel.
Chris Ong, Seatrium CEO, says: “Marine decarbonisation and fleet rejuvenation continue to drive demand in this part of our business.” The company recently completed a contract to retrofit the first onboard carbon capture and storage system (CCSS) on board the 160m LPG tanker Clipper Eris for Solvang, as a result of which the vessel will be able to store up to 70% of its carbon emissions on board. Seatrium has recently secured a second CCSS retrofit contract for Mitsui OSK Lines.
Seatrium has also taken steps to strengthen its repeat customer base with regard to ship repair and retrofit work. Over the past year, the company has signed or renewed four favoured customer contracts (FCCs), taking the number of such agreements in place to two as of March 2025. Ong adds: “These FCC contracts are important as they provide us with revenue visibility and enable forward capacity planning.”
Oil and filter changes at 250 or even 500 hours, as recommended in manufacturers’ maintenance manuals, make for a demanding service schedule. However, the introduction of the Fleetguard filtration monitoring system, FleetguardFIT™, proved service intervals could safely be extended to 1500 hours for M/S Hendrika, a dry cargo vessel. This reduced engine maintenance costs by approximately half for ship owners, the de Boer family, based in the Netherlands. Prior to the FleetguardFIT installation, the de Boers serviced the engine oil and filters every 800 hours.
FleetguardFIT, which stands for Filtration Intelligence Technology, monitors filters and engine oil health in real time using smart sensing, state-of-the-art algorithms, cloud computing, and on-board diagnostics. Developed by Atmus Filtration Technologies, this system optimizes filter and oil life. Servicing only when needed saves time and money and avoids unnecessary downtime. In addition, the de Boers discovered that the increase in efficiency provided by FleetguardFIT reduced environmental impact which could help them win more business.
M/S Hendrika
| Vessel type | Dry cargo transportation |
|---|---|
| Length | 85 meter |
| Tonnage | 1438 ton |
| Built | 1981 |
| Operating hours | 10-12 hours, 6 days a week |
Engine
| Manufactured | 2005 |
|---|---|
| Type | Cummins KTA38M |
| Horsepower | 1000 HP |
| Displacement | 38 liter |
| Operating hours | 8-12 hours, 6 days a week |
M/S Hendrika is the first marine vessel in the Netherlands with FleetguardFIT. Installed on the 1,000 HP engine are two LED air filter restriction indicators, an oil quality sensor, and differential pressure sensors for the lubrication filter and the fuel water separator.
Following installation, the de Boers have been able to monitor oil and filters through the FleetguardFIT portal. The color-coded dashboard displays any actions required and the remaining useful life of all monitored consumables. For fleet owners, equipment status can be viewed per vessel, enabling them to track maintenance events and consumable performance over time. One notable aspect of the portal is its critical alert feature. M/S Hendrika avoided costly downtime thanks to a critical air filter alert from FleetguardFIT.
FleetguardFIT can also provide third parties, such as insurance companies, with proof that oil and filter changes have been carried out on time, critical alerts have been responded to promptly, and oil quality has always been correct during the engine’s operating hours.
Paul Louwe, senior technical support engineer for Atmus Filtration Technologies says, “The right filters on high horsepower engines can last two to even eight times longer than manufacturer’s recommendations. Furthermore, predictive maintenance based on real-world conditions can save thousands in unplanned downtime per vessel per year, which can be significant for a fleet owner.”
Although not part of a fleet of vessels, for M/S Hendrika, the benefits of the condition-based monitoring system are clear. As well as meeting the original goal of reducing maintenance costs by extending the life of the oil and filters, it has helped extend equipment life and maximize uptime, while lowering the environmental impact of the business.
FleetguardFIT is suitable for air, oil and fuel filters, and lube oil on diesel and natural gas engines and can be used on other types of non-classed inland-waterway vessels, such as passenger ships and carriers of other types of cargo.
For more information about FleetguardFIT, visit Fleetguard.com
Fleetguard, a brand of Atmus Filtration Technologies Inc., is a leading brand in advanced filtration solutions, offering a wide range of products such as fuel filters, lube filters, air filters, crankcase ventilation, hydraulic filters and coolants.
As something of a stellar year for ship production, 2024 saw a 38% year-on-year increase in orders for alternative-fuelled newbuilds, totalling 515 ships, according to data released by DNV’s Alternative Fuels Insight (AFI) platform.
The AFI data suggests that container ship orders led the charge, with 69% of these orders opting for alt-fuels, predominantly (67%) LNG. Container vessels and car carriers accounted for 62% of all green-fuel orders last year, indicating that the maritime sector is taking decarbonisation seriously. The data also shows that 166 new orders opted for methanol as a fuel, comprising 32% of the AFI order book. Of these methanol orders, 85 were placed in the container ship segment.
Ammonia-fuel vessel orders were also on the up, increasing from eight in 2023 to 27 last year. However, the AFI data underscores that LNG emerged as the industry’s alt-fuel of choice in 2024, accounting for 264 orders; a significant increase on the 130 orders recorded in 2023. The data also highlights that the number of LNG-fuelled ships in service increased to 641 by the end of 2024, with a record number of deliveries (169) of these vessel types recorded in this period. DNV anticipates the number of LNG-powered ships in operation to double by the end of the decade.
This growth has been accompanied by an expansion of LNG bunkering infrastructure, with the number of LNG bunker vessels increasing from 52 in 2023 to 64 last year. However, DNV notes, there is still a demand-supply gap, which is “expected to widen over the next five years, based on the orderbook”. The class society adds: “With the EU regulatory package ‘Fit for 55’ setting requirements on a large network of ports to have LNG bunkering infrastructure, it is expected that the availability of LNG in ports will increase.”
Knut Ørbeck-Nilssen, CEO, maritime at DNV, comments: “While recent figures are promising, we must keep pushing forward. The technological transition is underway, but supply of alternative fuel is still low. As an industry, we need to work with fuel suppliers and other stakeholders to ensure that shipping has access to its share of alternative fuels. It is also important that the safety of seafarers is ensured as we make this transition. This will require investment in upskilling and training.”
DNV shortly followed up on its AFI findings with the publication of a white paper entitled Biofuels in Shipping, in which it assessed biofuels such as fatty acid methyl ester (FAME) and HVO. This paper concludes that both biofuels have significant potential for reducing GHG emissions, thereby aiding compliance with CII, EU ETS and FuelEU Maritime. However, the paper warns, widespread adoption of biofuels is limited by the availability of sustainable, affordable biomass and competition from other sectors.
In 2023, the paper notes, biofuels constituted just 0.3% of shipping’s total energy use. The paper highlights the need for shipowners to consider alt-fuels alongside biofuels, given that biofuel use in shipping mostly involves blending with traditional fuels. Going forward, it will also be important to develop technical and operational considerations for using biofuels as drop-in fuels, accounting for factors such as fuel quality, system compatibility and performance monitoring, the paper cautions.
Coincidentally, 2024 saw Singapore record a surge in alternative fuels adoption, with sales of alt-fuels surpassing 1.3 million tonnes for the first time. Figures released by the Maritime & Port Authority of Singapore (MPA) reveal increases in bunkering sales for biofuels (up 68.5% to 883,000tonnes), LNG (up 318.9% to 464,000tonnes), methanol (2,000tonnes) and ammonia (9.74tonnes).
The MPA is proactively pushing decarbonisation in its waters. For example, under the terms of the Maritime Singapore Green Initiative (MSGI), the MPA has pledged to provide up to 100% port dues concession to any oceangoing vessel calling at the Port of Singapore that uses zero-emissions fuels and technology (including battery power), zero-carbon fuel or certain low-carbon-content fuels and biofuels, until 31 December 2027.
Orkney-based Green Marine is expanding its range of in-house subsea O&M services by investing an undisclosed but seven-figure sum into the creation of a Subsea Services Department, focused on underwater maintenance across UK offshore wind farms.
The new department, which will open in late spring, aims to meet growing demand in an O&M market projected to reach £270 million by 2030, Green Marine says. The department will introduce a range of services, including: general visual inspections; 3D surveys, incorporating real-time simultaneous localisation and mapping (SLAM) analysis; evaluations of the physical, biological and geological conditions of specific marine sites; and O&M monitoring, with a focus on subsea cables/pipelines and offshore structures.
Jason Schofield, Green Marine MD, says: “While this entails an initial seven-figure capital investment, the longer-term company strategy is to continue investing and expanding way into the future. We benefit from a strategic location in Orkney with the world’s second-largest installed offshore wind capacity on our doorstep.” He tells The Naval Architect that a new team will be employed to support the rollout of the department, adding at least three to four full-time jobs. “This will expand quickly as the department and equipment utilisation grow too,” Schofield says.
Green Marine recently received a cash injection from Highlands and Islands Enterprise, which will be used to purchase subsea technology like ROVs and sensors. For example, the company has invested in the VALOR ROV, supplied by Rovtech (which acquired the VALOR line from Seatronics in January). This 860mm-long ROV is rated for a depth of 300m and has a maximum payload capacity of 21kg. Green Marine also intends to shop for tech from companies such as Sonardyne, Norbit, Voyis, Tritech, Digital Edge Subsea and EIVA.
Elaborating on the Subsea Services Department’s purpose, Myles Metson, Green Marine operations and technology director, says: “Ultimately, this means we are not reliant on equipment availability or unknown personnel. We can ensure rapid mobilisation and reduced overheads during off periods. It also relieves a major headache for our clients when reliant on a multitude of equipment, operators and expertise to deliver complex services.”
Green Marine has previously been involved in projects across offshore wind farms including Dogger Bank, Moray East and Triton Knoll, among others. The company also provides crew transfer and dive support services.
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.
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The anchoring and mooring equipment sector has developed a troubling tendency in recent years, according to Muir, a company based in Hobart, Australia. More and more equipment suppliers are adopting what the company describes as a “hands-off” approach to system integration and layout: hardware is specified, priced and delivered, but meaningful guidance on how it should be installed and arranged within the vessel is absent. For a naval architect or design engineer already managing competing pressures across a complex project, that gap in support can have real consequences, it says.
The firm says the issue is compounded by the direction contemporary vessel design is taking. Whether in the superyacht sector, commercial shipping or defence procurement, designers are under constant pressure to save space and reduce topside weight, while simultaneously minimising the exposure of crew and operators to mechanical hazards. These are entirely legitimate design objectives, but they are reshaping the environments into which anchoring systems must fit, often without adequate consideration of the implications for the systems themselves.
The shrinking foredeck
The superyacht sector offers perhaps the starkest illustration, says Max Buckley, general manager at Muir. The trend towards enclosed or semi-enclosed mooring decks, designed to present a cleaner aesthetic and reduce operator exposure to deck hazards, has dramatically reduced the working area available for anchoring equipment. Muir estimates that mooring island footprints on some modern yachts have contracted by as much as 50% compared with earlier generations of vessels of similar size.
What was once a relatively open deck area, the company says, where a windlass could be positioned with generous clearance and access for installation and maintenance, has become a tightly choreographed space in which every component must earn its place. Chain stoppers and rollers must now sit far closer to windlasses than was historically standard. Hawse pipes and spurling pipes, the conduits that guide chain from the deck to the chain locker below, must navigate far more aggressive angles to connect all the equipment within the constrained footprint. The tolerances that experienced riggers once relied upon have, in many cases, been engineered away.
Commercial and defence projects present a parallel set of challenges, says Muir, though driven by different forces. Safety regulations and risk assessment requirements are increasingly dictating where operators can stand in relation to moving chain and rotating equipment. Chain stopper handwheels and windlass brake controls must now be positioned at specified distances and angles from the equipment itself. These requirements are sensible in isolation, but when they are layered onto a layout that was designed without them in mind, the entire anchor island may need to be rearranged, with consequent knock-on effects for chain run angles, equipment heights and deck penetrations.
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The cost of poor layout
The consequences of inadequate attention to anchoring system layout are not merely theoretical. Muir’s field experience points to a recurring set of problems that emerge during commissioning, sea trials and early operation, issues that are invariably more expensive and disruptive to fix at that stage than they would have been to prevent on the drawing board.
⦁ Chain whip during deployment, caused by misalignment between hawse pipe geometry and the windlass gypsy, can create dangerous conditions on the foredeck and accelerate wear on both chain and equipment.
⦁ Excessive chain twist, which often arises from incorrect geometry in the chain path, can cause jams and require time-consuming manual intervention at sea.
⦁ Wear on chain and equipment is accelerated wherever hawse and spurling pipe angles have not been properly matched to chain stopper and roller positions, leading to premature replacement of expensive components.
⦁ Noise and vibration from misaligned equipment generate owner and captain complaints that ultimately reflect on the shipyard, not the equipment supplier.
⦁ New pinch points between handwheels and adjacent structure, created when equipment is reshuffled to meet safety siting requirements, can introduce new hazards even as they resolve existing ones.
⦁ Impact damage to vessel structures can occur where poorly arranged chain runs allow chain to strike hull or deck elements under load.
⦁ Access and serviceability are often severely compromised in reduced-footprint anchor islands, making routine maintenance difficult and driving up the cost of ownership over the vessel’s working life.
Many of these problems share a common root: they arise when each component in the anchoring system has been considered in isolation, without modelling the full chain path from locker to gypsy and confirming that geometry, clearances and alignments are consistent throughout.
Getting it right in the design phase
The good news, Muir emphasises, is that most of these issues are preventable, provided the right questions are asked at the right time. The anchoring system should not be the last item considered on a foredeck layout; it should be integrated into the design process from the outset, with its geometry informing decisions about deck penetrations, locker volumes and equipment siting in the same way that other critical systems are treated.
Key considerations that designers should work through with their anchoring system supplier include:
⦁ Chain alignment in both horizontal and vertical planes, including confirming that the chain run matches the pitch circle diameter of the windlass gypsy and that sufficient wrap is provided for reliable chain-to-gypsy engagement.
⦁ Angular compatibility between chain stopper positions and the angles of hawse and spurling pipes, ensuring smooth chain passage without stress concentrations.
⦁ Chain locker volume, which must be sufficient to accommodate the anticipated chain pile without causing windlass jams or inducing chain twist as the locker fills.
⦁ Lead-in angles on capstans, which must be controlled to prevent overwrapping of rope or wire.
⦁ Unsupported chain run lengths between components, which should not exceed manufacturer-specified maximums – and where they do, chain guides must be incorporated into the design.
⦁ Safe positioning of all handwheels and manual controls, away from chain firing lines and the arc of any moving components.
⦁ Correct alignment of chain strippers with chain paths, to prevent fouling during retrieval.
Putting experience to work earlier
To help bridge the gap between system supply and system integration, Muir has developed a comprehensive design guide for anchoring and mooring systems, aimed at naval architects and project engineers working through the early stages of vessel design. The guide addresses the full chain path in detail and provides reference data to assist with system sizing and space allocation.
The company also offers full three-dimensional drawing packages for its equipment, allowing designers to import accurate geometry into their models at an early stage, before deck penetrations are cut and structural commitments made that are difficult to reverse. The goal, Muir says, is to shift the conversation about anchoring systems from the commissioning dock back to the design office.
Six decades of watching vessels leave the shipyard and return with avoidable problems has given the Tasmanian manufacturer a clear conviction: the anchoring system that nobody thinks about until the foredeck is almost finished is the one most likely to cause trouble. In a discipline that prides itself on rigour and systems thinking, that is an oversight the industry can ill afford.
“Our core philosophy is on ‘inherently safe design’,” says Buckley. “While effective maintenance regimes can mitigate wear interface risks, failures in the actuation and retainer systems require a more fundamental engineering solution.”
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There are few manufacturers that can claim their founding location sits quite as close to the action as Muir. Established in 1968, the company’s original workshop was positioned on the finish line of the Sydney to Hobart Yacht Race in Hobart, Tasmania, close enough, the company says, that crews could watch the fleet arrive from the slipway next door. Tasmania’s rich maritime heritage provided a fitting cradle for what would become one of the world’s most experienced anchoring system specialists.
Over the past 60 years, Muir has designed and manufactured anchoring systems for a remarkably diverse range of vessels: from 5m aluminium plate runabouts built in backyards to 120m superyachts, and from commercial workboats to 80m offshore patrol vessels for defence clients. That breadth of experience, the company says, has given it an unusually clear view of where the industry is going wrong, and how relatively straightforward design decisions made early in a project can prevent significant problems down the line.
Andrew Buckley, Muir’s executive chairman, says: “One of the things that sets Muir apart is the fact we’ve been able to build a culture and team of people who are really proud of what they do. We are proud to say we build something in Tasmania, Australia, that is used on some of the top superyachts in the world.”
This article appeared in Features, TNA Mar/Apr 2026
Only a few years ago, wind-assisted propulsion systems (WAPS) were considered pioneering technology, but they have now matured into reliable and commercially viable solutions.
WAPS providers have been gathering extensive operational experience and, based on the lessons learned, are ready to deliver their second-generation products, focusing on improved performance, higher reliability and better system integration. System builders are also continuing to invest in upscaling their capacity to deliver, which will not only meet the current demand but predicts continuing growth.
In 2026, we will almost certainly see 100 vessels equipped with WAPS globally, which will be a significant milestone and signal strong growth for the years ahead. Today, 77 ships have installed modern wind-assisted propulsion systems, with 62% of the vessels retrofitted. And while this is still only a small fraction of the global fleet, recent uptake has been rapid.
Setting standards
One key enabler of this development has been the evolution of technical standards. By reducing uncertainty in the viability of the technology, they have built up market acceptance. From the DNV side, we have released the first WAPS-ready notation, published a new white paper, and a new recommended practice to assess the performance of WAPS. We’ll be working with industry to make sure this reflects their needs – and we hope it will be a big step forward in building confidence in the systems, by providing a new, transparent methodology, backed up by verifiable data.
DNV’s rules and guidelines have supported providers, designers and shipowners by offering structured tools to confirm operational safety and to evaluate performance, both at the design stage and during operation.
Designing for WAPS
When assessing the feasibility of a specific WAPS installation, it is important to identify the design and operational challenges that must be addressed for the successful implementation of the system. The ship type and size, along with the main particulars, choice of technology, newbuild or retrofit will all affect the range of feasible solutions and dictate the technical considerations and constraints.
Additionally, the desired level of supplemental wind power for ship propulsion will determine the scale of the sail unit and the complexity of the machinery systems. Finally, the operational trade routes, including the prevailing winds, weather patterns and local regulations, also need to be taken into consideration.
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• Free air and deck space • Structural integration • Intact stability • Installation in hazardous zones • Added weight • Air draft • Obstruction of mooring configuration • Performance optimisation • Navigational: line of sight, navigation lights, radar sector |
• Robustness / reliability / operational safety • Interference with deck/cargo handling • Engine and propeller derating • Impaired manoeuvrability • Crew education • Port operations, pilots, towage, channels, locks • Interference with helicopter/evacuation procedures |
Safe and efficient integration
Installations will generally require class approval. For major retrofitting projects, a comprehensive risk assessment is generally advisable and, in many cases, will be required by class or the authorities.
WAPS change the loads acting on the vessel structure as well as the ship’s aerodynamics and manoeuvrability significantly.
Furthermore, they have an impact on port operations and may interfere with overhead structures such as bridges when operating in coastal areas. Ensuring the ship’s structural fitness for WAPS and the chosen system’s robustness, reliability and operational safety in harsh marine environments is critical, requiring thorough testing.
WAPS can interfere with the line of sight and the visibility of navigation lights, and affect the radar blind sector, all of which have implications for compliance with statutory requirements. In some cases, WAPS may result in noise and vibration, which can affect crew comfort and vessel integrity.
In operation, navigating a ship with active WAPS typically requires updates to on-board practices, safety protocols, maintenance routines and equipment. Control systems for the propulsion engine and WAPS should be integrated to allow the efficient coordination of both. Comprehensive crew training is essential to ensure safe and efficient WAPS and vessel operation.
Verifying fuel savings
Verifying the fuel-saving performance of wind-propulsion solutions at full-scale is essential for both shipowners and technology providers. Knowing the actual performance helps to predict fuel savings and cost, can be shared with charterers and cargo owners, and help to determine future investments.
A dedicated sea trial under controlled conditions can offer a cost-effective and fast way to verify performance immediately after installation. DNV recommended practice, DNV-RP-0686 ‘Performance of wind assisted propulsion systems’, aims to set a standard on how to measure, evaluate and verify the power saving of WAPS from long-term, in-service measurements by so-called on-off tests.
Pure wind future
In the past few years, vessel concepts designed to rely on wind as the main source of propulsion have been gaining momentum. A good example is the upcoming Oceanbird wing sail installation onboard the Wallenius Wilhelmsen vessel Tirranna. These tests are setting a platform for the first fully wind-powered vessel – hopefully a milestone we will see soon. And the potential here is for fuel savings and emissions reductions of more than 50%, although their application is likely limited, at least initially, to lighter vessels.
WAPS are rapidly becoming one of the default technologies shipowners consider when planning newbuilds – at least for certain vessel types and routes. Their modular nature allows shipowners to achieve immediate fuel and emissions savings while maintaining flexibility for the future.
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This article appeared in Features, TNA Mar/Apr 2026
Three energy companies and Associated British Ports have joined forces to establish the UK’s first commercially ready biomethanol storage and bunkering service for shipping. It marks a significant step in the sector’s transition to low-carbon fuels and signals growing industry confidence in alternative marine fuels as a practical, near-term solution.
Exolum, Methanex Corporation and Ørsted announced the initiative at the Port of Immingham, the UK’s largest port by cargo volume and a key hub for energy and bulk materials. Exolum will provide storage and fuelling infrastructure, Methanex will supply the biomethanol and Ørsted will be the first customer, bunkering vessels that support its North Sea offshore wind farm maintenance operations.
These offshore support vessels are well suited to early adoption: their frequent port calls and predictable operating patterns make bunkering availability the critical constraint rather than tank range. The arrangement represents a fully integrated supply chain delivered through commercial partnership rather than public subsidy.
The launch comes amid ongoing uncertainty at the IMO, which recently deferred its vote on implementing its Net Zero Framework, a package of measures – including a global fuel standard and carbon pricing mechanism – designed to put shipping on a trajectory to net zero by 2050. The deferral had prompted concern that decarbonisation momentum could stall without a clear international framework, though the partners said it had not diminished their own commitment to action.
The collaboration demonstrates how existing energy infrastructure can be repurposed for emerging alternative fuels, reducing the capital cost and complexity of transition for ports and ship operators alike. Domestic shipping accounts for 4.7% of the UK’s transport-related CO₂ emissions, more than buses, trains and domestic aviation combined, while international shipping contributes roughly 3% of global greenhouse gas emissions, a share expected to grow as other sectors decarbonise more rapidly.
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The ISCC-certified biomethanol is produced at Methanex’s Gulf Coast facilities from waste-derived feedstocks and reduces lifecycle greenhouse gas emissions by up to 80%, compared with conventional marine fuels. Biomethanol is liquid at ambient temperature and pressure, and is chemically identical to fossil methanol, meaning methanol-capable vessels require no modification to use it.
The fuel’s growing commercial availability has tangible design implications. Biomethanol’s lower energy density, compared with heavy fuel oil means larger tank volumes are needed for equivalent range, with direct consequences for hull form, internal arrangement, stability, and the trade-off against cargo capacity. An orderbook of methanol-ready newbuilds, spanning container ships, offshore support vessels and ferries, reflects increasing owner confidence.
Vessels involved on these projects must also comply with the IMO’s IGF Code, which governs tank location, double-wall piping, ventilation, gas detection and emergency shutdown systems. Retrofit work presents additional complexity, requiring structural modifications, upgraded fuel handling systems and reassessment of stability and freeboard, an area of growing demand as bunkering infrastructure such as Immingham’s comes online.
The UK’s Department for Transport has published a roadmap targeting a 30% reduction in shipping emissions by 2030, 80% by 2040, and zero emissions by 2050, with biomethanol increasingly regarded as one of the more viable near-term pathways, particularly where hydrogen and ammonia remain constrained by infrastructure and technology readiness.
Steven Clapperton, head of marine (Humber) at Associated British Ports, says: “This initiative marks a significant moment for the Port of Immingham and the wider maritime sector. By enabling biomethanol bunkering, we are taking practical steps toward decarbonising one of the hardest-to-abate industries.”
Stuart McCall, vice president, low-carbon global market development, at Methanex, says: “As the world’s largest producer and supplier of methanol, Methanex is committed to developing and supporting innovative solutions that accelerate the transition to low-carbon shipping.”
This article appeared in In depth, TNA Mar/Apr 2026
Edwin Pang describes himself as a ‘regulatory repairman’ on his LinkedIn page. Perhaps not surprising for someone who chairs RINA’s IMO Committee, and has been the Institution’s representative to the IMO since 2018. Like all those who serve on RINA’s committees, Edwin is a volunteer. His day job is running a niche consultancy business, Arcsilea, which he founded in 2018 and which focuses on greenhouse gas (GHG) reductions, decarbonisation, alternative fuels and energy efficiency, with a particular specialism in regulatory impact analysis.
“I came to RINA somewhat late in my career, having spent the first decade or so in a rather peripatetic existence,” says Edwin. “But I’d always been involved in regulatory policy development, so it was a natural progression. It has been a real honour and a privilege to have been elected by my peers to serve as chair, and to be the Institution’s representative to the IMO.”
After university, Edwin held naval architect roles with Three Quays Marine Services, Knud E. Hansen and Herbert Engineering Europe. Much of this early work concentrated on passenger ship design, covering ferries and cruise ships, with a focus on safety issues, especially stability. In time that experience widened to cover a broader range of vessel types, and other segments such as ballast water and offshore wind.
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FOUNDER |
Arcsilea |
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CHAIR |
RINA IMO Committee |
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EMPLOYMENT AND EDUCATION |
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2018-present |
Founder at Arcsilea Ltd |
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2016-2018 |
Herbert Engineering Europe (UK) |
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2012 |
UCL APMP |
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2005-2015 |
Senior naval architect at Knud E. Hansen, Copenhagen and London |
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2000-2005 |
Project naval architect at Three Quays Marine Services, London |
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1997-2000 |
University of Strathclyde, B.Eng 1st Class Honours, Naval Architecture and Offshore Engineering |
One of the highlights of Edwin’s early career was as on-site project coordinator on a nine-month lengthening project for a 220m-long ro-ro passenger ship at Lloyd Werft Bremerhaven. “The floating calculations for the fore and aft sections of the vessel lengthening project were especially significant,” he says. “Effectively, this was a detailed estimate of weights and centres of gravity, with a limited amount of documentation, after the ship had been cut in two, which showed we needed to weld a barge to the aft part of the ship, to enable it to have a reasonable trim to minimise draught.”
Edwin also singles out his important work with the Lloyd’s Register Foundation-funded FerrySafe team, looking at improving domestic passenger ship safety in developing countries. The team tried to understand what the Philippines had done to improve its overall safety record so that these measures could be replicated elsewhere.
“Regulations can be somewhat theoretical,” he says, “especially if the issue is complex, and you need real-world maritime industry feedback to make them usable. That is what I have ended up doing – taking practical examples of what happens in reality and then assessing how to develop regulations properly based on that experience.”
In the past eight years, Edwin has undertaken a series of projects in energy efficiency and GHG reduction. This has included an analysis of the Energy Efficiency Design Index (EEDI) for new and existing ro-ro cargo and passenger ships for Interferry, leading to a revision of EEDI reference lines for both ship types at MEPC 72. He also helped develop and finalise Energy Efficiency Existing Ship Index and carbon intensity indicator regulations at IMO, working for the European Commission as well as industry, carrying out impact assessments on ships based on analysis of fuel consumption data and acting as joint coordinator of the IMO Correspondence group developing those measures.
As chair of the RINA IMO Committee, Edwin is responsible for the Institution’s submissions to the organisation, determining positions to take on key issues, discussing regulatory developments with member states and other NGOs, and much more.
“RINA plays a key, and perhaps unique, role at the IMO as one of the few organisations whose membership comes from right across the maritime industry value chain,” he says. “In many ways, RINA is in an ideal position to be the ‘honest broker’, presenting technical advice in a balanced way. Other parties appreciate our input, which is not constrained by political or commercial considerations. We are not a lobby group, and don’t stand to gain one way or another. We are there simply to represent what we think is right or technically justified.”
Over the past decade, Edwin says RINA has achieved a lot with IMO. “There is a fair amount of regulatory drafting that has our fingerprints on it, as we have made the case for sensible regulatory changes. Also, we have been adept at finding technical compromises to get different parties onboard and regulatory initiatives over the line.”
Currently the RINA IMO Technical Committee is involved in a number of areas, with a heavy focus on work relating to the revision of SOLAS Chapter III, which governs life-saving appliances, biofouling, the safety of new fuels and energy efficiency, among others. Edwin says: “Over the past few years we have submitted 10-20 papers a year to IMO. This is quite exceptional for any organisation, let alone one run by volunteers.”
RINA’s contribution to the IMO was recognised by the IMO secretary-general, Arsenio Dominguez, at the 2024 Annual Dinner. In his speech, he said that he had asked his team to summarise RINA’s work, and they sent him pages and pages of information, which he flipped through on stage. He reiterated to his team that he just wanted a summary, to which the reply was: “That is the summary!”
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In the alternative fuels space, RINA, heavily supported by the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping, is helping to develop a global maritime fuel certification system through the IMO to provide assurance on the GHG credentials of alternative fuels supplied as bunker fuels. Edwin says: “We took on the responsibility for coordinating the drafting of a certification framework even though it isn’t core naval architectural competence, simply because it needed to be done. When we first flagged it, there were very few who recognised the importance of such a framework and were willing to engage.”
Draft guidelines will be presented to the IMO’s MEPC Committee in April, now with widespread input from many member states and NGOs, and hopefully will enable certification schemes to be audited and recognised by IMO in due course. “This broadly sums up the approach that RINA has taken at the IMO – identifying needs and proposing solutions,” Edwin says.
The emergence of alternative fuels as part of the industry’s drive to net zero is a significant challenge. “The technical and safety issues are solvable,” says Edwin, “but there is such a rush to embrace new fuels and associated technology that perhaps the rules and regulations as well as crew training have some way to catch up. The pressure to achieve rapid change is in itself a risk.”
Some of the key things that Edwin says he has learned in his career include the importance of connecting practice with theory, the necessity of compromise in design and the need to see the wider picture. “Naval architects often think of safety in terms of design and hardware, but the role of the human element is equally, if not more, important. Issues such as crew training are certainly something we need to remember when we are regulating in an era of new fuels.”
Looking back on his 25 years of experience in ship design, what advice would he give to anyone starting out in naval architecture? He says: “There are so many aspects to naval architecture, so be curious and gain experience in as many of them as you can. Just because you have specialised in something for 10 years doesn’t mean you might not do something else later. It is important to get a range of experiences and to achieve a balance between generalist and specialist.”
This article appeared in Professional Profile, TNA Mar/Apr 2026
Researchers at MIT have demonstrated that small wedge-shaped vortex generators fitted to a ship’s hull can reduce drag by up to 7.5%, offering a practical and potentially low-cost route to cutting fuel consumption and emissions.
The findings were presented at the Society of Naval Architects and Marine Engineers’ Maritime Convention in Norfolk, Virginia. The research team, drawn from MIT Sea Grant, the Department of Mechanical Engineering, and the Center for Bits and Atoms, used a combination of computational fluid dynamics, AI-assisted optimisation and physical scale model testing to identify the most effective vortex generator geometry.
The process began with extensive parametric analysis through computational fluid dynamics to establish design trends, before multiple hull variants were produced through rapid prototyping and tested experimentally to validate the computational results.
Three configurations were evaluated: a bare hull tail, a tail fitted with delta-wing vortex generators, and a tail fitted with wedge vortex generators. The wedge design emerged as the strongest performer, achieving attached flow along the hull with a lower skin friction coefficient than the delta variant.
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By delaying turbulent flow separation, the devices help water travel more smoothly along the hull, significantly reducing the size of the vessel’s wake. The resulting uniformity of flow also allows the propeller and rudder to operate more efficiently, compounding the overall performance benefit.
Lead researcher Michael Triantafyllou, professor of mechanical engineering and director of MIT Sea Grant, noted it was the first time a fuel reduction from vortex generators had been demonstrated experimentally on a ship hull. While vortex generators have been used for decades in aircraft wing design to maintain lift and delay stalling, their application to commercial shipping had not previously been validated at this level.
The team estimated that retrofitting the devices to a 300m Newcastlemax bulk carrier operating at 14.5knots on a trans-Pacific route would yield fuel savings of approximately US$750,000 per year, alongside a meaningful reduction in emissions. The modular nature of the wedge generators means they could be applied across a broad range of hull forms, including tankers and bulk carriers, and are compatible with existing drag-reduction technologies such as pre-swirl stators, which they could complement or, in some cases, replace.
The practical appeal of the technology lies in its retrofit potential. Rather than requiring newbuild designs, the vortex generators could be integrated into existing vessels, offering shipowners a relatively straightforward path to improved efficiency at a time when the IMO’s target of reducing carbon intensity by at least 40% against 2008 levels by 2030 is placing the industry under growing pressure to act.
The research was supported by the CBA Consortium in collaboration with Oldendorff Carriers, which operates around 700 bulk carriers worldwide, with further work backed by the MIT Maritime Consortium, established in 2025 to drive interdisciplinary research into the modernisation of the commercial fleet.
This article appeared in Features, TNA Mar/Apr 2026
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For most commercial vessels, frictional resistance accounts for between 50 and 92% of total hydrodynamic resistance, a figure that has defined naval architecture for generations. Hull-form refinement, low-friction coatings and reduction of wetted surface area have all pushed that figure down, but each successive gain is harder won. As designs approach established practical limits, the engineering community is looking elsewhere.
The regulatory context sharpens the urgency. The Energy Efficiency Existing Ship Index and the Energy Efficiency Design Index are demanding measurable, demonstrable gains. Even a 5-10% reduction in skin friction translates directly into reduced propulsion power demand, lower specific fuel oil consumption and improved headroom against compliance thresholds, figures that fleet operators and designers are watching closely.
Active flow control, techniques that modify boundary-layer behaviour dynamically rather than passively, represents one of the most technically promising avenues remaining. It is in this space that a new approach, based on a well-known but underexploited fluid dynamics phenomenon, is attracting attention.
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The Coandă effect in water
The Coandă effect describes the tendency of a fluid jet to adhere to an adjacent curved or flat surface. The mechanism is well understood in aerodynamics: entrainment of surrounding fluid by the jet creates a localised pressure drop between jet and surface, bending the jet toward the surface and sustaining its attachment. What is less commonly exploited is that the effect operates in liquid flows as well as gaseous ones.
The system described here, protected under US Patent 12,280,854 B2 (2024), directs high-velocity water jets along the hull surface at shallow incidence angles, with jet momentum sufficient to dominate the local near-wall flow field. Under these conditions, the jet adheres to the hull surface and travels with it, the precondition for everything that follows.
The low-pressure region is generated dynamically by the jet, not imposed by hull geometry. That distinction is fundamental.
From surface attachment to vacuum air sheet
As the surface-attached jet travels along the hull, entrainment continuously reduces static pressure in the near-wall region, forming a sustained low-pressure line. This low-pressure region is not a consequence of hull form – it is generated dynamically by the jet–surface interaction, and it persists as long as the jet operates. The distinction matters: it means the air entrainment mechanism is active and controllable, not a fixed function of hull geometry.
Before crossing the waterline, the free jet naturally entrains atmospheric air through its shear layer. As the jet penetrates the free surface and travels down the hull, it carries this entrained air with it, forming a submerged vacuum air sheet, a continuous, surface-attached layer of air between hull plating and the surrounding water. Computational fluid dynamics (CFD) analysis using volume-fraction contours confirms that this sheet achieves near-complete air coverage (volume fraction approaching 1.0) over substantial hull areas.
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Where the system departs significantly from conventional air lubrication systems is in the character of the air layer itself. Pressurised bubble injection produces buoyancy-dominated bubbles that migrate vertically and disperse away from the hull surface, requiring continuous replenishment and exhibiting inherently inconsistent coverage. The vacuum air sheet produced by jet-induced entrainment is flow-controlled rather than buoyancy-dominated. Because the entrained air moves with the hull-mounted jet, and therefore at vessel speed, it remains attached to the hull surface, resisting the rapid vertical migration that compromises conventional systems.
Pressure mechanics and operational stability
Pressure distribution measurements across the air sheet, perpendicular to the hull, reveal a distinct negative pressure peak near the hull surface, recovering toward ambient conditions further out. This sub-atmospheric core is the entrainment-driven vacuum that holds the sheet in place. On the outer boundary of the air sheet, the vessel’s passage through the water creates a relative flow that acts as a pressure barrier, further resisting disruption of the layer.
Longitudinally, the air sheet exhibits a pressure gradient: lower at the forward end, recovering towards the stern. Importantly, the sheet conforms to hull form contours irrespective of local curvature, which has direct implications for applicability across vessel types. Nozzles can be positioned along bow, midship, bottom, and stern sections; pump configurations can be selectively activated; and jet incidence angles and operating pressures are adjustable to optimise the balance between power input and air-layer behaviour.
Retrofit potential and practical implications
The system’s surface-following character, combined with its independence from hull-integrated air plenums or distribution networks, makes it technically suitable for retrofit. The nozzle assemblies attach to existing hull structure; no cavity machining or major structural modification is required. This is a meaningful practical advantage over cavity-based air lubrication systems, which typically require dry-dock integration during newbuild or major conversion.
Where the air sheet achieves full coverage, the system offers zero skin friction in that region, and the hull is effectively isolated from the surrounding water. The question of net energy benefit, however, requires careful analysis: pump power demand must be offset against propulsive power savings, and this balance is expected to be vessel-type and speed-dependent. Also, when the entire wetted area of a vessel is covered with vacuum air sheets, a feasible objective, then vessel speed can be increased dramatically. The Coandă effect fluid jet system can be fitted to any size vessel.
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Figure 3: CFD analysis for the generated air sheet represented by contours of volume fractions, 0 being water and 1 being 100% air |
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| Figure 4: Single jet fixed below waterline contours of volume fraction (left) and isosurface of 0.5 volume fraction (right) |
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| Figure 5: Pressure distribution across the air sheet (perpendicular to the hull) showing the negative pressure region |
Open questions and the road ahead
We are transparent about what remains to be characterised. Scaling behaviour from model to full-scale needs to be established systematically. Interaction of the air sheet with surface roughness and biofouling, which alter near-wall turbulence structure, requires dedicated study. Long-term operational stability under varying sea states, trim, and loading conditions represents another gap in the current dataset. However, since the air sheet adheres to the hull, then we believe this system will perform best-in-class when it comes to vessel motions.
The most technically intriguing near-term development is the investigation of pulsed Coandă jets as an alternative to continuous operation. Evidence from related flow-control research suggests that pulsed jets preserve momentum more efficiently and reduce average power consumption, while potentially improving air transport across the air–water interface. Future CFD work is being planned in this area.
As a concept, Coandă-based jet-induced air entrainment occupies a distinct position in the friction-reduction landscape: neither a passive surface treatment nor a conventional pressurised air system, but a form of active multiphase boundary-layer manipulation with its own physical principles. Whether it can deliver net energy gains at operational scale, and at what cost per vessel type, will determine its place in the toolkit available to naval architects navigating an increasingly demanding regulatory environment.
Note:
Khaled M Karmous is the named inventor of US Patent 12,280,854 B2, System and Method for Reducing Drag on the Hull of a Vessel, 2024.
Khaled M Karmous is a mechanical engineer, who graduated from North Carolina State University. He has more than 30 years' experience in oil and gas drilling operations and engineering, and now focuses on developing and advancing practical engineering inventions.
With thanks for the help of Mohamed Hussain, PhD, PE, who specialises in marine hydrodynamics, multiphase CFD, and innovative energy-saving concepts, with a focus on reducing hull drag and improving energy efficiency solutions for the shipping industry.
This article appeared in Features, TNA Mar/Apr 2026
*This is an extended version of the RINA Event article by the same name, first published online 27 Feb 2026.
“Wind propulsion technologies are the only solution that actually pay for themselves,” said Gavin Allwright, secretary general of the International Windship Association (IWSA), during his keynote speech at Wind Propulsion 2026. The statement captured the commercial logic increasingly underpinning wind propulsion technologies.
Held on 17–18 February at Convene 133 Houndsditch in London, the conference opened to a sold-out audience, a clear sign of the growing centrality of wind propulsion within maritime decarbonisation strategy.
Hosted by RINA in association with the IWSA, the event continues to serve as an important early-year marker in the decarbonisation calendar, setting context ahead of further debate at gatherings such as RINA’s Ship Energy Efficiency Conference in Athens.
Gold sponsorship came from DNV, with silver sponsors including Lloyd’s Register and Vaisala, underscoring the degree to which wind propulsion is now embedded within mainstream classification, verification and risk management frameworks. Bronze sponsorship was provide by Mitsui O.S.K. Lines.
Still optimistic
An underlying theme on the first day of the conference was the industry’s response to the recent impasse at the latest IMO MEPC meeting. Conference attendees remain optimistic that it would not prevent wind-propulsion technology from developing apace, despite a hoped-for consensus on mid-term greenhouse gas measures not being reached in 2025.
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In one of the conference’s opening speeches, Aakash Dua, regional business development director at DNV, framed the broader challenge that new fuels and technologies are introducing uncertainty into the system, but that also provides new opportunities to evolve. Decarbonisation, he argued, is not a “chicken and egg” dilemma but a full-system transformation requiring early dialogue rather than competition between sectors. The pathway must be “safe, scalable and irreversible”.
That framing set the stage for the keynote from David Osborn, director, Marine Environment Division, IMO, whose remarks carried particular weight given the recent regulatory turbulence (see ‘The wind is with us’, page 38 TNA Mar/Apr 2026, for more).
In the technical streams, presentations examined verification methodologies, digital twins and performance modelling, all essential for translating projected savings into bankable outcomes. The integration of wind systems into hull design, manoeuvring standards and structural assessments featured prominently. Post-presentation panel discussions agreed that as installations scale, wind devices must be treated as part of vessel architecture rather than appendages.
The Policy and Regulation roundtable that followed also revealed a more candid assessment of the current moment. Chaired by Stefano Scarpa, director of maritime decarbonisation, ABL Group, the discussion began with what he described as the “big shock” of the most recent MEPC meeting. Regulations had not been approved; consensus had fractured. Yet, he argued, work on practical implementation must continue regardless.
Decarbonisation is a matter of “when, not if,” argued David Connolly, head of operations, UMAS, who also suggested the outcome of the previous MEPC meeting was less surprising than some perceived. Connolly stated that while the regulatory trajectory may be uneven, directionally it remains clear.
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John Taukave, policy advisor, Micronesian Center for Sustainable Transport, provided a stark reminder of the stakes: “Every delay is an existential delay for the communities of the Pacific.” He made it clear that for small island developing states, wind propulsion is not merely a commercial efficiency tool but part of a broader zero-carbon transition framework, and one that also reconnects with long maritime traditions of wind-powered navigation.
The concept of a just and equitable transition surfaced repeatedly. How does wind propulsion contribute not only to emissions reduction but also to inclusive decarbonisation pathways? The Marshall Islands’ historic and cultural relationship with wind-powered vessels was cited as a powerful symbolic and practical reference point.
Connolly argued that a “fundamental reset” may be necessary: newbuilds should be prepared for wind in the same way they are increasingly designed to accommodate alternative fuels. Wind should not remain an afterthought retrofit, but a design consideration from the outset.
Parallel presentation streams throughout the first day demonstrated that scaling wind propulsion requires more than aerodynamic efficiency.
The letter of the law
Elsewhere, legal and contractual risk was scrutinised. Professor Orestis Schinas, specialist in ship finance, HHX.blue, chaired a roundtable on how construction contracts, charterparty arrangements and insurance frameworks must evolve.
Dr Pia Rebelo, legal analyst at Stephenson & Harwood, noted that contractual obligations will require reshuffling as wind propulsion becomes embedded in design and regulatory compliance. New areas of risk, performance guarantees, downtime exposure, repair and logistics must be allocated clearly.
The complexity of maritime contractual relationships, voyage charters, time charters, sale contracts and bills of lading remain “incredibly antagonistic” in places. Introducing new propulsion technologies adds further friction.
François Luigi, client director, Filhet Allard, observed that insurers do not fear risk; they fear uncertainty. The challenge lies in limited repair infrastructure, sparse spare parts networks and geographically dispersed manufacturing. Data, therefore, becomes central to risk assessment and premium stability.
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Wind takes off
Gavin Allwright’s keynote on the morning of the second day placed wind propulsion within a pragmatic commercial frame. Ninety-three large vessels are now operating with wind systems, representing around 5 million dwt, with a further 120 installations in the pipeline, the majority expected in 2026. The sector, he suggested, is “rapidly approaching an inflection point,” where operational data, production capacity and commercial familiarity begin reinforcing one another.
Framing wind not as a novelty but as continuity, he observed, “we are coming back to an energy source that has been there forever – we’re just doing it better.” At the same time, he was clear that integration matters: “If we take energy efficiency, voyage optimisation and wind together, cumulatively, we’re getting close” to longer-term decarbonisation targets.
“If the shipping industry doesn’t see a way to make money, these will fail,” he cautioned. But, wind propulsion’s distinguishing feature is its ability to deliver measurable savings now, he stated, layered alongside CII compliance, FuelEU Maritime incentives and EU ETS exposure.
The Shipowners’ Debate, overseen by Dimitris Monioudis, Technical Committee chair, INTERCARGO, reinforced that this is no longer theoretical.
“It’s quite complex to really put the two lines under the answer of how much you’re saving,” observed Jan Opedal, project manager, Odjfell Tankers, who described a decarbonisation journey rooted in fuel efficiency long before regulatory compulsion intensified. With incremental measures largely exhausted, suction sails were introduced as a next step. Yet quantifying savings precisely was noted as still being complex.
Union Maritime’s commercial performance manager, Jesse Bryce, described a portfolio approach across vessel classes, embedding flexibility into newbuild foundations. “If things look good, the price looks good, the performance looks good, and we can get it on the ship, why not?,” he stated.
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Sights set on safety
Concluding the conference, the roundtable on safety and hazards reinforced that scaling must not outpace safeguards.
The panellists explained that crew require understanding of wind dynamics; and simulator training and updated company procedures must align with regulatory development. Again, focus was placed on the IMO, which faces a deadline to produce a dedicated safety code for wind-assisted propulsion, and has acknowledged gaps in expertise. Collaboration between class, insurers and owners was also emphasised as essential.
Redundancy, including retention of conventional propulsion systems, was framed as reasonable and necessary. Commercial realities, cargo considerations and operational risk must be balanced carefully.
Wind Propulsion 2026 demonstrated the scale and industrial growth of the segment within the maritime sector, technically, commercially and institutionally. While regulatory uncertainty remains, deployment across the global fleet continues.
The narrative has shifted from “if” to “how”.
As Osborn cautioned, maintaining course matters. But as Allwright argued, commercial logic must underpin ambition.
This article appeared in Conference News, TNA Mar/Apr 2026.
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