Events

Downloadable directory from The Hovercraft Society

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

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

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

Geopolitical instability still big trouble for shipping, ICS report notes

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

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

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

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

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

Design of FFG-62 frigate further behind schedule than realised

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

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

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

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

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

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

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

'Naija Spirit' wins WFSA contest for a safe Lagos ferry

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Tailor-made transfers for Japanese wind parks

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

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

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

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

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

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

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

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

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

UKNEST focuses on material risks

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

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

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

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

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

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

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

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

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

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

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

Fresh firefighting tactics urged for alt-fuels

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

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

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

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

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

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

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

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

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

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

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

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

Greener bulk runs for the Great Lakes

Defence duo under construction for Montenegro

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Kongsberg's K-Sail aims to bring it all together

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