Events

CII: Striking the right balance

The IMO Carbon Intensity Indicator (CII) gives ship operators wide freedoms on how to reduce their vessel and fleet carbon intensity. However, according to recent analysis carried out by Wärtsilä Marine, 47% of the global merchant fleet will need to upgrade its emissions performance to avoid slipping into the C to E CII bands across their expected lifetime.

Companies can choose to change the fuels they use, implement operational measures such as reducing speed, or install one or more of the 44 energy-saving measures listed in IMO’s fourth Greenhouse Gas Study. The key challenge for owners and operators, then, is not just to familiarise themselves with these measures – a daunting task given the number available – but also to decide when it makes sense to invest in them.

According to Peter Hanstén, director for business development at Wärtsilä Marine: “The question of timing is key because CII compliance requires only a few percentage points in improvement each year. That means, for many vessels, the targets could be met by installing new technologies or employing operational solutions every year or few years, to deliver incremental gains.

“Alternatively, several years’ worth of targets could be banked in a single jump – for example, by switching to clean fuels.”

Which options work best for a company will depend on many factors, says Hanstén, not least the vessel’s current carbon intensity, its remaining lifetime and the operator’s ability to invest. Considerations will also need to include fuel availability and market expectations. It is clear, for example, that reducing reliance on fossil fuels and substituting them with alternative fuels will be the big change needed for vessels to meet the long-term carbon intensity reductions required by CII. But that shift will be expensive and its timing uncertain, as the widespread availability of alternative fuels remains unsettled.

Similarly, reducing vessel speed may be an effective way of conserving energy for some vessels, but will be impractical for the many that rely on speed to fulfil contracts and remain competitive. Hanstén suggests: “On the other hand, stacking marginal energy gains from other measures can keep ships compliant with short- and medium-term targets. These can be planned in advance so that investments are made in line with the required stepped improvements.

“Beyond compliance, these measures cut current fuel costs and give operators an optimised baseline of vessel efficiency that will minimise future fuel costs once vessels do make the leap to cleaner power. This also needs to be factored into calculations of return on investment [ROI].”

The starting point for developing a longer-term CII investment plan needs to involve a rigorous analysis of the existing fleet. “This is the approach adopted by Wärtsilä Decarbonisation Services when supporting shipowners including Princess Cruises, Dubai-based Tristar Eships and Brazilian energy company Raizen,” says Hanstén. “Together, we build a complete picture of the current state of play by gathering data from a variety of sources, including vessel operational profiles, technical characteristics and fuel consumption reports, or from Wärtsilä data collection units installed onboard. Machine-learning techniques are then used to process this data and predict how vessels’ emission performance will degrade over time.” Once processed, the data can be used to build a digital model of each vessel, which is used to simulate the effects of different energy saving measures, or different combinations of technologies and how they interact with each other.

Big efficiency gains can come from some surprising areas, which are sometimes overlooked, Hanstén points out, one example being the propeller. He says: “Propellers are typically designed at newbuild stage to meet a single speed point that may not remain optimised to the vessel’s operating profile in later years. A new propeller design, along with reduced vessel speeds and engine power, can lead to combined propulsive efficiency improvements of up to 15%.” Another high-gain area that Wärtsilä believes is often overlooked is the harnessing of wind power to assist propulsion. Rotor sails, for example, can reduce a vessel’s fuel consumption and associated GHG emissions by up to 30%, based on Wärtsilä’s experience through its license and cooperation agreement with Anemoi Marine Technologies for the latter’s Rotor Sail system.

Repair round-up: LNG retrofits on the up

EGCS retrofit combines carbon capture technology

Value Maritime (VM) has installed its combined exhaust gas cleaning system (EGCS) and carbon capture unit aboard the 75,000dwt Nexus Victoria, an LR1-type product tanker owned by Mitsui O.S.K. Lines (MOL).

VM’s 15MW next-generation EGCS Filtree system can filter sulphur and ultra-fine particulate matter, and can capture 10% of the vessel’s CO2 emissions, with the potential to further increase this to 30% if needed. The retrofit installation of the technology was completed in Singapore under the supervision of VM’s technical team.

LNG retrofits surge 

Lloyd’s Register’s (LR’s) Engine Retrofit Report 2025 highlights a resurgence of LNG retrofits in 2024, as shipowners sought immediate carbon reductions to navigate regulatory requirements. However, while LNG offers a near-term compliance solution, the report warns that deeper emissions reductions will be necessary beyond the next decade.

Supply chain readiness is another important factor highlighted in the report. It warns that, without improved coordination between engine manufacturers, fuel system suppliers and shipyards, lead times for conversion projects could stretch beyond 18 months.

Another significant issue identified in LR’s initial report, published in 2024, was the limited capacity of shipyards capable of undertaking alternative fuel conversions. While the number of capable yards has increased, the latest report identifies that current retrofit capacity is still only approximately 465 vessel conversions annually, well below the projected peak requirement of more than 1,000 conversions a year.

The LR Engine Retrofit Report 2025 can be downloaded from www.lr.org

FPSO refurb contract secured by Drydocks World

Drydocks World Dubai has been awarded a contract for the refurbishment and life extension of the FPSO Baobab Ivorien by Modec Management Services. Scheduled to commence in May, the eight-month project will involve 1,000tonnes of steel renewal, 250,000m² of tank coating, and 11,500m of new piping.

The work scope also covers enhancements to crew living quarters and the integration of technologies to enhance its operational efficiency and reliability. Upon completion, the vessel’s lifespan will be extended by 15 years on its return to deployment offshore West Africa.

REACH for a remote-controlled future

Demand for dependable research, survey and intervention vessels is booming, positioning this sector as one of the fastest-growing in the maritime industry. This demand is being driven by numerous factors, including: a surge in offshore wind farm projects, necessitating detailed seabed mapping and environmental impact assessments prior to turbine installations; ongoing exploration needs within the oil and gas sector; and the growing requirement for vessels capable of supporting research projects focused on ocean health, climate change and biodiversity.

Formed in 2008, Norwegian operator Reach Subsea specialises in deploying work-class ROVs to gather ocean data for clients. “We were looking for something that could make us a bit more competitive in this market,” Bjørg Mathisen Døving, VP for the REACH REMOTE fleet at Reach Subsea, tells The Naval Architect, “and we also wondered why we were utilising a big vessel for what were quite easy ROV deployment tasks.” An encounter with Kongsberg Maritime in 2015 led Research Subsea to consider the use of a remote-controlled USV.

This uncrewed craft would not only taxi a work-class ROV from site to site, but also act as an ‘energy carrier’, providing the power required by the ROV for its offshore tasks. The USV and ROV would be operated from remote operations centres (ROCs), on land or on another ship. This concept would evolve into Reach Subsea’s REACH REMOTE 1 USV, which was launched in January 2025.

“We started off with a pilot programme, using a pool at the Norwegian University of Science and Technology in Trondheim, where we tested the vessel’s hull and the ROV, and their movements,” says Døving. “From there, we worked with Kongsberg on a field study. At Reach Subsea, we have years of experience and knowledge of ROV operations, so we were able to add a lot of details for the final concept, especially regarding the onboard ROV launch and recovery system [LARS].”

For Døving, the vessel offers numerous benefits compared to traditional crewed vessels. For instance, the smaller overall vessel size (think no need for heads, crew berths, fresh-water tanks or a galley), combined with the use of hybrid electric propulsion, spells lower rates of fuel consumption per operation, minimising the boat’s environmental impact. Reach Subsea and Kongsberg restricted the USV’s length to just under 24m, to meet the UK Maritime & Coastguard Agency’s (MCA’s) Workboat Code 3 requirements.

From a safety perspective, moving operations to onshore ROCs also removes the dangers faced by human crews in rough offshore environments. Additionally, as smaller, quieter vessels, USVs significantly reduce underwater noise, minimising disturbance to sea life.

There is also the benefit of reducing unplanned downtime by using shipboard predictive maintenance technologies to keep tabs on the performance of vital equipment and systems. Moreover, remote-controlled operations open up new job opportunities for a more diverse workforce, including people who may be restricted from travelling offshore, due to disabilities or family commitments, for example.

Kongsberg then contracted shipbuilder Trosvik Maritime to fabricate the USV. This was an unusual arrangement for Kongsberg. As Marthe Kristine Sand, Kongsberg senior project manager, explains: “Normally, Kongsberg would supply the systems directly to the yard for outfitting – but this time, the yard acted as our subcontractor. This meant we were able to offer REACH REMOTE 1 as a complete package, including the vessel, its systems and navcom package.” Sand, Døving and Kongsberg senior ship designer Erik Leenders (who headed up the USV’s design) oversaw the development of the newbuild from the earliest design phase to the fabrication stage.

REACH REMOTE 1 isn’t just dependent on its ROV for underwater tasks; the USV can also perform its own surveys, using two Kongsberg EM2040 multibeam echosounders and a Topas PS120 sub-bottom profiler, which can gather data up to 500m-deep. The ROV is an electric work-class ZEEROV model, produced by Norwegian tech specialist Kystdesign. Rated 150hp (112kW), the vehicle measures 2.75m x 1.7m x 1.69m, weighs 3,800kg and can carry up to 600kg of sensors and scientific equipment. The ZEEROV can descend to depths of 2,000m, and has been specially developed for 30 days’ worth of prolonged immersion, matching the USV’s range.

Described by Leenders as “the heart of the vessel”, the ROV LARS has been customised for crew-free operations, deploying the ROV beneath the surface through a 5m x 3m moonpool. Døving adds: “The umbilical that runs with the ROV is also a lifting umbilical with a SWL of 8.6tonnes. So, in principle, it acts like a winch. We could use the LARS with any drone or underwater vehicle that fits.”

The engine room houses two Volvo Penta diesel engines with permanent magnet motors, which provide power for both the vessel and the ROV. Kongsberg supplied the USV’s two lithium-ion battery banks, which can be used for peak shaving and added redundancy in the event of engine failure, or to power the vessel in pure-electric mode. Running solely on batteries would limit the vessel’s endurance somewhat – perhaps to between half a day and a day, Leenders estimates – but this is an important feature should the boat have to enter eco-sensitive areas. The USV uses two ZF azimuthing thrusters, one fore and one aft, to maintain its DP2 dynamic positioning capability.

Rise of the reactors: could commercial ships benefit from nuclear power?

One of the most significant shifts in the maritime sector has been the consideration of nuclear energy as a potential fuel for commercial vessels. In just six to seven years, this idea has transformed from an unlikely prospect to one gaining considerable support in various circles.

A fuel energy comparison produced by class society Lloyd’s Register has concluded that uranium and thorium, both potent nuclear fuels, can generate over 80.6 million MJ and 79.4 million kilojoules (KJ)/kg respectively, compared to 142KJ/kg for hydrogen, 46KJ/kg for diesel fuel and 19KJ/kg for liquid ammonia. In the energy stakes, nuclear power clearly has a lot to deliver to an industry that’s up against fast-approaching emissions deadlines and, in many cases, tight budgets.

One expert watching these developments closely is Jonathan E. Stephens, professional nuclear engineer and manager at BWX Technologies (BWXT), who delivered a presentation, Nuclear Technology for Commercial Maritime Propulsion, at the RINA President’s Invitation Lecture in London in November 2024. For Stephens, it’s not a case of whether the wider maritime sector embraces nuclear power, but when.

“We’ve seen a definite shift in civil maritime, driven by the IMO decarbonisation mandates,” Stephens tells The Naval Architect. “A lot of shipping companies are looking at ways they can meet the 100% decarbonisation target and concluding that there are no other viable options.

“The only ways operators can meet that target is either with e-fuels, such as hydrogen and ammonia, or an onboard nuclear plant. With the former, you need to show that you’re generating those fuels with emissions-free sources of energy – and that’s an entire other challenge. So, many ship operators are concluding that it’s at least worth looking at onboard nuclear plants, especially as this technology has been installed on vessels before.”

Nuclear power at sea is nothing new, of course. Navies have been tapping this energy source to fuel submarine and aircraft carrier operations since the 1950s. It’s not as simple as transferring submarine reactor tech to the ferry, cruise ship, yacht and container ship sectors, though. Stephens explains: “Naval vessels can run on nuclear plants for a very long time without refuelling – up to 20 years, typically – but that’s because they are using highly-enriched uranium [HEU].” In fact, he adds, most of these military ships use what we might call ‘weapon-grade’ uranium, having been enriched to contain more than 90% of the uranium-235 (U-235) isotope. “That’s the type of stuff that, if you have the wherewithal to do so, you can use to build a bomb,” Stephens says, “so, for proliferation reasons, it’s not really on the table for commercial use.”

In contrast, most commercial powerplants on land use low-enriched uranium (LEU), which usually features U-235 isotope content as low as 5%. For commercial vessels, though, Stephens sees highassay low-enriched uranium (HALEU) as the most viable option. This is uranium that has a U-235 content higher than 5% but lower than 20%, which can be added to the ‘Gen-IV’ range of advanced reactors and small modular reactors (SMRs).

“HALEU is enriched to just under 20% because that’s the threshold at which it’s considered a proliferation issue,” says Stephens. “So, most of the advanced reactor concepts out rely on the use of HALEU. The downside is that HALEU features one-fifth of the enrichment of HEU, so you’re also going to get shorter cycle lengths out of it.” While not widely used commercially yet, HALEU is steadily being adopted by various industries; to produce medical isotopes, for example.

A major advantage of nuclear power for ships is that once a nuclear reactor has been installed on board, the ship has enough fuel to last for the entire operational lifespan of the reactor’s design cycle, Stephens says. This contrasts with sourcing e-fuels such as ammonia and hydrogen at regular intervals, as the supply chains for these alternative fuels are still underdeveloped in places. “For the earlier reactors that are out there, I would guess we’re talking five-year cycles,” he adds. “Ideally, you would line that up with the vessel’s overhaul schedule anyway, and either replace the reactor’s entire core or refuel the core – but you wouldn’t need to do anything fuel-wise in the interim.”

Stephens is especially excited about some of the opportunities that the emergent Gen-IV reactors may offer. “Some of the advanced reactor concepts out there aren’t quite ready for prime time yet,” he says, “but we envision that one day we’ll have reactors capable of continuous online refuelling.” This is a design feature where the operator can keep the reactor running at full power while adding new fuel and removing spent fuel, thereby avoiding downtime. It would also enable users to extend the reactor’s operational cycle – just as one tops up a car with diesel as required, without first draining the whole tank.

“These reactors would either take fuel in the form of billiard-ball-sized pieces, or in a liquid form,” Stephens predicts. However, he concedes, continuous online refuelling at sea would be a technically challenging process, and comes with safety and training issues. “I think we’re years away from that at the moment,” he says.

Another key issue for shipowners considering nuclear power is deciding from where they would obtain the nuclear reactors or fuel. As Stephens points out, this would largely depend on each shipowner’s location and their country’s government policy, in the absence of an international regulatory framework. “There are still a lot of unanswered questions,” says Stephens. “This is why we’re trying to push this first inside the US or UK; it’ll be easier than trying to figure out how this will work internationally, especially when you start talking about countries that don’t even have a nuclear regulator.”

Additionally, he sees the reactor installation process as being hassle-free. “The thinking is, you would build the vessel without the nuclear reactor in it, then bring the vessel to either an existing port in the US or UK that has been outfitted to support it – or maybe to a special port built specifically for the purpose of installing nuclear reactors,” he says. “These advanced reactors are largely factory-manufactured, so it wouldn’t take a big construction effort on site.

“The manufacturer would make the package and then you would ‘drop it in’ to where it’s going to go aboard the vessel. So, it’s a relatively straightforward operation, especially given what these vessels and shipyards are used to doing in terms of handling installations. There’s no radioactivity in a fresh reactor core, so there would be no real problem regarding exposure to radiation.”

Performance is key for new 70 knot hotshot

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

A touch of SES know-how for offshore Angola

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 gears up for River-class destroyers

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.

UK and Japan unite to fine-tune floating offshore wind future

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.
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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.

All-electric overhaul for car ferry 'MF Hamlet'

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 secures Indonesian order

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.