Warship 2025: The Future Fleet: Smart Technology, Sustainability and Autonomy
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Welcome to Warship 2025: The Future Fleet – Smart Technology, Sustainability, and Autonomy
Step into the future of naval defence at Warship 2025: The Future Fleet. This year’s conference will explore critical challenges and emerging opportunities in the field, with a focus on cutting-edge technology, autonomy, and sustainable solutions. This event will bring together global leaders, defence specialists, and technology innovators to explore the evolving landscape of Warship fleets.
Optional Workshops:
18th June 2025: Optional Workshops and Activities – Save the date for additional workshops and activities as part of the Warship 2025 Conference! Details will be announced soon.
Warship 2024 Success Sets the Stage for 2025
Building on the momentum of last year’s remarkable event, attended by over 230 delegates and hosted in Adelaide, Australia, the 2024 conference set new standards for naval defence collaboration and knowledge-sharing. Anchored by keynotes from influential voices such as Rear Admiral Rachel Durbin and Austal Limited’s Glenn Callow, the event covered a broad spectrum of topics, from autonomous vessel design to disruptive technologies, and drew registrants and speakers from across the globe, including the UK, Canada, the US, Denmark, Sweden, and beyond. Exclusive shipyard tours and dynamic panel discussions solidified the event’s reputation as a critical forum for naval innovation.
What to Expect at Warship 2025
Returning to the United Kingdom, Warship 2025 is set to be our most ambitious conference yet. With the theme “The Future Fleet: Smart Technology, Sustainability, and Autonomy,” the event will offer a rich agenda featuring insightful presentations, dynamic panel discussions, and hands-on workshops. This year’s sessions will explore core themes that are essential to the advancement of modern fleets:
- Technology to improve availability
- Glide path to level 4 autonomy
- Drive toward net zero
- Blend of crewed/uncrewed – Do future vessels need crews?
- Lean crewing
- Tech advancement
- More sustainable build techniques
At Warship 2025, you’ll have the opportunity to collaborate with thought leaders, participate in hands-on activities, and contribute to the ongoing transformation of naval defence. Don’t miss your chance to be part of this landmark event, where the future of Warships takes shape.
Registration
The registration is now open! Click “Book Now” to get your ticket.
Before 1 March 2025 | From 1 March 2025 | |
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RINA Member | £800 + VAT | £900 + VAT |
RINA Non-Member | £900 + VAT | £1000 + VAT |
Authors | £200 + VAT | £200 + VAT |
Co-Authors | £800 + VAT | £800 + VAT |
Group Fee (3+ Attendees) – fee per ticket | £700 + VAT | £700 + VAT |
Concession (Navy / Ministry of Defence) | £700 + VAT | £700 + VAT |
Concession (Recent Graduates / Masters and PhD Students / Retired) | £350 + VAT | £350 + VAT |
RINA Student Members (Undergraduates)* | Free | Free |
* Please note that RINA Student Members can attend the conference free of charge but the ticket availability is limited. If you would like to become a RINA Student Member and register for the event, please contact RINA Events Team at events@rina.org.uk
Preliminary Programme
View the Preliminary Programme - Day 1 - 16 June 2025
View the Preliminary Programme - Day 2 - 17 June 2025
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Topics
We invite papers on all related topics but not limited to:
- Technology to improve availability
- Glide path to level 4 autonomy
- Drive toward net zero
- Blend of crewed/uncrewed – Do future vessels need crews?
- Lean crewing
- Tech Advancement
- More sustainable build techniques
Abstracts
View All Abstracts
Support to Concept Analysis and Requirement Development Through Wargaming
David Manley, University College London
Evaluation of potential solution spaces for novel concepts and the application case for new technologies can prove daunting, especially in the early stages of a project where up front funding for operations analysis is short. The paper discusses the application of manual wargaming techniques as an aid to this work, serving as a precursor to more focussed OA as a project develops, enabling an early evaluation of a "system of systems" approach and informing the development of system, platform and force requirements. The processes involved are illustrated by examples of recent work at UCL covering seabed security and the protection of critical undersea infrastructure, application of autonomous systems to anti submarine warfare in congested environments and early stage consideration of alternative future fleet composition
Validating Operational Scenarios Through Simulation
Jakub Orłowski, Damen Naval
This paper proposes a framework designed to integrate naval operations simulations into the early stages of vessel design, serving as a tool to evaluate the operational capabilities of proposed designs. The aim of this study is to support designers in making informed decisions during the initial phases of design, where insights into potential impacts of decisions on operational effectiveness are often lacking. This is particularly true for novel and complex projects, such as remotely operated or autonomous vessels.
The primary intention behind the framework is to ensure applicability for various design cases and processes, including a link with model-based systems engineering (MBSE) approach and tools. To achieve this, the study provides a standardized and unified description of the framework. The process begins by analyzing key requirements and existing standards to guide the selection of suitable simulation software. The subsequent phase focuses on accurately identifying and detailing the intended flow of information, as well as establishing the interactions among the various stakeholders involved in the evaluation process.
The framework was validated through a case study that evaluated the operational capabilities of three different unmanned surface vehicle (USV) designs under various conditions. The tasks assigned to the USVs included protecting critical underwater infrastructure (CUI) and conducting search and retrieval operations. These scenarios were chosen to reflect the growing importance and uncertainty associated with such missions, as well as the suitability of USVs for these roles.
The case study explores established the framework and highlights areas for further improvement.
A global view of the implications of climate extremes on sustainable ship design and operability.
Claire Earlie, BMT
Under a changing climate, with the potential for increased storminess and the likelihood of more extreme atmospheric temperatures, it will become increasingly prudent to consider the implications of extreme wave and weather conditions on maintaining safe and effective operations for the required lifespan of a vessel. In this paper we firstly explore the current status of operational design versus oceanographic and meteorological variables within ship design and operability. We then illustrate the latest IPCC (AR6) projections and provide evidence from scientific literature for oceanic extremes (wave climate, storm intensity, storm frequency, wave/wave interaction, extreme/rogue waves, extreme high and low temperatures and wind speeds) across the globe for the typical lifespan of a vessel. By comparing existing approaches to the use of oceanographic variables in ship design criteria, with how these variables may change under future climates, we will provide recommendations on potential new approaches for maintaining safe (structural and stability) and effective (energy efficient/economical) operations within the context of the physical effects of climate change.
Sustainability of next generation power plants of defence assets
Panagiotis Karvounis, University of Strathclyde
The growing demand for energy efficiency and sustainability in defence assets necessitates advancements in power plant technologies. Traditional power systems for defence platforms often fail to incorporate waste heat recovery and energy storage technologies, resulting in substantial energy losses of up to 30–40% of fuel energy. This research aims to enhance the energy efficiency of next-generation power plants for defence assets by integrating advanced WHR and ES technologies tailored to their unique operating conditions and profiles. A key objective is to identify and customize the most efficient and feasible WHR and ES technologies capable of achieving efficiency gains exceeding 10%. To address this, a systematic methodology is adopted. The study involves comprehensive taxonomy and evaluation of WHR and ES technologies, based on determined KPIs, focusing on those with high potential. Individual and hybrid solutions, such as high energy-high power ES systems combined with high-temperature and low-temperature WHR systems, are investigated. The study identified the 8 WHR and 6 ES technologies that can be tailored for defence asset integration. Extensive mathematical models for WHR and ES technologies are developed and their integration revealed significant efficiency savings in the magnitude 5–20%, depending on the specific platform and operational profile. These results provide a pathway for the design of sustainable and efficient power systems, addressing the energy demands of future defence platforms while reducing their environmental impact.
A Grey Funnel is Still an Exhaust, the Greenhouse Gas Emissions of Warships.
Stewart Downie, Babcock International & the University of Edinburgh
In the commercial world there is a strong justification for the existence of shipping, with greater than 80% of world trade being delivered at a cost of less than 3% of Global Greenhouse Gas (GHG) emissions. There are three statutory requirements from the IMO, which are designed to reduce the GHG emissions of shipping: EEDI, EEXI, and CII. However, a general exemption is made for warships, justified by fact that they make up only 3% of the world fleet.
When comparing the two types of ship: commercial ships tend to travel a set route at a relatively constant speed and spend 95% of the year at sea, whereas warships spend only a third of their time at sea, with significant variation in their speed and route dependant on the mission and circumstance. These among other variables associated with their GHG emissions make warship behaviour different and not suitable for commercial GHG models.
With very efficient build-to-print shipbuilding and high repeatability/optimisation of process, along with the relative simplicity of a commercial ship, mean that 80% of their emissions are expelled during the in-service fuel use phase of its lifecycle. However, for warships it is necessary to take account of the protracted design and build phase of a bespoke product, a supply chain sourcing the best components not the: cheapest, greenest, or the closest. With that and more considered, the in-service fuel emissions, as used for the commercial world, is no longer the clear area for reduction or comparison.
This paper discusses differences between warships and commercial ships, the life cycle assessment that this research is undertaking, and how the warship design and build community may reduce GHG emissions for the better.
Recoverability of Alternative Fuels
Thomas Beard, BMT
As navies prepare for the future, they will inevitably encounter alternative fuels, either directly onboard naval vessels or when interacting with commercial vessels. This paper delves into the recoverability implications of three anticipated long-term alternative fuels: ammonia, methanol, and hydrogen. It examines the challenges associated with these fuels, including fire hazards, toxicity, and other risks arising from accidental or hostile damage. The paper also discusses suitable mitigation strategies, detailing how these challenges can be effectively managed and addressed in the event of damage.
Balance of Survivability for Large Uncrewed Surface Vessels: Elucidating the requirements and possibilities
Daniel Patten, BMT
This paper explores the overall Survivability requirements that will be demanded of Large Uncrewed Surface Vessels (LUSVs) in the 60m or 600Te size range and then continues on to examine how that survivability can most effectively be delivered across the disciplines of Susceptibility Reduction, Vulnerability Reduction and Recoverability.
Firstly, a representative LUSV concept is generated using BMT’s concept design tools for each of the mission profiles the LUSV is required to undertake, including representations of geometry, mission payload, systems block diagrams and major equipment sizing.
Then, to deduce the overall level of survivability required of a LUSV, capability tools including Operational Analysis, wargaming, vignette studies and Concepts of Employment are used to establish mission success criteria for several roles in which LUSVs may be employed, including:
- Mine warfare
- Anti-Submarine operations
- Intelligence gathering
- Seabed infrastructure warfare.
The outputs of these are then used to determine the required overall mission survivability level, in terms of Psurv (probability of survival), factoring in required coverage in terms of area and duration.
Finally potential survivability measures that could be applied to LUSVs of 60m, are compiled into a matrix and assessed using a mix of quantitative and qualitative approaches including modelling of susceptibility, Purple Fire vulnerability analysis and recoverability analysis.
This establishes both the survivability requirements for mission success and the 'art of the possible' for applying survivability measures to a range of LUSV concepts.
Using this process, a representative and achievable survivability requirement for the vessel size in question is created.
Next Generation Manned and Unmanned Boat / Vessel for Superiority Operations
Maurizio de Giacomo, Aviomarine Corporation
The paper describes the Hydrodynamics characteristics of a novel type of Fast Displacement hull called DYNAc Hull – Dynamic Natural Air-cushion, which exceeds the critical speed of the typical displacement hull. The Technology begun with Experimental Test in Naval Tank and after results of 3-dimensional CFD code have been compared with the towing tank data and a follow up with full scale test models of 14.5 m and 9 m. The scalability of the new design is analyzed for a range of ship lengths, and compared with reference displacement and planing hulls. The study aims to demonstrate the advantages of the design for a wide speed range => 0 to 40-:-50 kts with optimum seakeeping, from Boat/Vessel of 3,15 m up to 200 m.
An important improvement is that the Vessel Lift/Heave Up.
The main focus will be on substantial fuel savings of about -40% compared to actual Vessels, due to significant reduction of Hydrodynamics resistance, adding important available space improvement that count about +25%.
A very important application concern the USV – Unmanned Surface Vehicle, that gives an impressive advantage in comparison to what is produced all over the world.
Other important aspects such as the reduction of wave making and noise signature, will be presented.
Advancing Smart, Sustainable, and Autonomous Fleets with Digital Innovation Tools
Rodrigo Perez Fernandez and Marc Shipley, Siemens Digital Industries Software
The maritime industry is undergoing a profound transformation driven by the integration of smart technologies, the pursuit of sustainability, and the development of autonomous operations. Advanced digital tools and platforms are enabling shipbuilders, operators, and designers to address these challenges and opportunities through innovative solutions. This paper explores how digital twin technology, advanced simulations, and lifecycle management systems are empowering stakeholders to design energy-efficient, low-emission ships equipped with cutting-edge automation. The discussion also highlights the role of predictive analytics and artificial intelligence in optimizing fleet performance, meeting stringent environmental regulations, and ensuring safety. By leveraging these technologies, the maritime sector can achieve a future of enhanced operational efficiency, reduced environmental impact, and revolutionary advancements in autonomous navigation.
On the Benefits of Adjustable Stern Energy Saving Devices for Fast Warships
Stefano Brizzolara, Fincantieri Marinette Marine
This paper presents the main results of a theoretical investigations based on and virtual/physical data aimed at quantifying the advantages of stern energy devices on fast warships, such as corvettes, frigates or cruisers. The goal of the study is well defined and motivated by the following fundamental questions:
- What is the sense of energy saving devices on warships?
- Why focusing the attention on the ship stern?
- What advantage do adjustable devices have on fixed ones?
From the analysis of a systematic set of virtual towing tank tests, obtained by high fidelity computational fluid dynamics simulations, and from their comparison with experimental results available in the open literature, the above questions will be critically addressed.
A brief summary of the solution to the above open problems are given here:
- US naval vessels spend a considerable amount of time crossing the oceans to address the ever-increasing needs of peace keeping and war deterrence operations around the world. The fuel burnt at sea represents a quite significant portion of the running cost. Reduction of fuel cost and carbon emission are gaining importance among the various design optimization objectives, also for high-speed naval combatant crafts.
- Almost all class of warships hull are of transom stern type. The flow leaving the transom contains a useful amount of vertical momentum which can be used to correct dynamic stern sinkage at high displacement speeds (corresponding to Froude numbers range [0.35:0.55]) by appropriate stern energy saving devices, such as wedges, flaps, and interceptors (intruders).
- The amount of time that a fast warship spends at full speed amounts only to few percent points of the whole operational time. Navigation at sea happens for the most part at low or medium speed. A fixed (non-adjustable) energy saving device would reduce fuel consumption only in a narrow speed range around the design speed, either penalizing the maximum ship speed (which is not an option for a warship).
Conclusions on which device is able to provide the biggest energy saving across the whole ship operational profile, while ensuring the best performance at full speed, will be drawn at the end.
Technology Innovation for Defence-Platform Energy Efficiency (TIDE): A Holistic Approach to Naval Energy Optimisation
Tahsin Tezdogan, University of Southampton
Future warships like commercial ships need to urgently consider their impact on greenhouse gas emissions. As any future fuel choices are likely to result in increased operational expense it is even more imperative that ships make a step-change improvement in their energy efficiency. The TIDE (Technology Innovation for Defence-platform Energy-efficiency) project is a collaborative research partnership between BAE Systems, Universities of Strathclyde and Southampton, aimed at significantly enhancing the energy efficiency of naval defence platforms. Launched in 2023, this three-year project addresses key challenges in energy optimisation across three research areas: hydrodynamic-based energy efficiency, waste heat recovery (WHR) and energy storage (ES) technologies, and a decision-modelling framework.
In the domain of hydrodynamic efficiency, research is focused on optimising hull forms, air lubrication system and advanced rudder designs, with a target energy savings potential of up to 30%. Experimental and computational studies are underway to investigate the effects of air lubrication and bio-inspired surfaces on drag reduction. Innovative propeller control methods in waves are explored to reduce energy demands. The WHR and ES components aim to identify the most effective combinations of technologies to increase system efficiency by at least 15%.
Finally, the decision-modelling framework offers a comparative analysis of technology options, enabling informed decision-making to meet future energy efficiency standards. The TIDE project’s approach aims to deliver robust, sustainable and adaptable solutions for the next generation of naval platforms. This paper will present the content of the TIDE project, discussing the technical work undertaken in each of these areas.
Future Battery Protection strategies for Naval vessels
Tania Berry, BMT
Thermal runaway is always a concern when considering Energy Storage Systems, battery technology and the use of Lithium-ion battery modules. Within the maritime industry, existing cooling methods and battery monitoring systems monitor the risk of thermal runaway and where possible provide mitigation, however, there is an additional cooling method to be investigated to ensure that the risk becomes as low as reasonably practicable (ALARP). Within the automotive industry and within data centres, immersion cooling is being explored as a cooling medium. The evidence gained so far has demonstrated the benefits of immersion cooling, reducing the impact of a single module going into thermal runaway by eliminating a chain reaction allowing the incident to be managed. This paper explores the research undertaken so far, how this would work for the cell chemistry available, integration considerations, how this can support a de-centralised Energy Storage System and how this can be applied to a Naval application.
Advanced numerical simulation of hydro-elastic vessel structural response to assist sustainability assessments
Martin Renilson, Australian Maritime College, University of Tasmania
Naval and other vessels critical for defence activities may from time to time be subject to unexpected, possibly extreme, sea-state or operational conditions that potentially have adverse effects on vessel safety and continued operational effectiveness. In order to ensure effective sustainment of the fleet, the degree to which this may occur requires accurate tools for the assessment of structural effects, not easily obtained using either conventional physical modelling such as that done in wave tanks or conventional numerical simulation done with Computer Aided Engineering software tools. Herein a novel approach is described for numerically simulating sea-state conditions using Smoothed Particle Hydrodynamics (SPH), interacting directly with conventional but detailed elastic Finite Element analysis (FEA) for simulating the often non-linear vessel structural response. Various calibration studies showed good correlations against results from physical models in towing tanks and against conventional numerical models. On that basis, SPH-FEA simulations for frigate-type vessel responses under head-on sea-states with wave heights to 6m and 10% steepness were performed. Some typical results are presented. Although quite computationally-intensive in its current development form, on-going studies indicate that significant savings in computational time can be achieved with appropriate refinement of the SPH modelling parameters.
Getting the balance Right - how Future Digital Tools can Support the Generation and Validation of Submarine Crewing.
Harriet Morley, BAE Systems
Despite recent advances in autonomy and artificial intelligence, the human remains an integral part of any underwater (UW) platform capability. It is therefore critical to account for people related characteristics relating to performance and the safety case throughout the design lifecycle. The Human Factors 'toolbox' does already include digital tools and digital tools have been developed to support naval domain experts and stakeholders understanding of crew role, size and performance, for example: the Canadian Simulation for Crew Optimisation and Risk Evaluation (SCORE) tool, and the Complement Generation Tool (CGT). However human data capture technologies, bio-mathematical modelling and associated methods of monitoring cognitive and physical performance over the potential to provide evidence based crewing models. In fact with digital tools now enabling at sea data collection this opens up opportunities to develop predictive human movement and performance modelling which enables efficient and valid ways of identifying performance issues with crewing roles, numbers, works systems and watch schedules. For example psychophysiological measures can now be collected that provide data on crew fatigue, stress levels or cognitive load. This paper presents a practical commentary on the potential value these tools offer, helping to support a focused approach to the development and uptake of these tools.
Model-Based Sustainment: Digital Solutions for Improving Asset Availability
Simon Crook, SSI
Modernizing the sustainment of the future and existing naval fleets through digital solutions is critical to ensuring long-term readiness, operational efficiency, and cost-effective lifecycle management. This paper examines the implementation of shipbuilding-specific Product Lifecycle Management (PLM) systems to configuration-manage naval assets across the program lifecycle. Examining strategies deployed in Canadian, Australian, New Zealand, and US Navy programs that leverage model-based sustainment and the digital twin to improve asset availability.
By integrating engineering, procurement, production, and in-service support (ISS), a model-based approach establishes an accessible digital thread and maintains digital twins for both new-build and in-service vessels. This enables comprehensive Maintenance, Repair, and Operations (MRO) through intelligent data capture, precise configuration management, and improved information flow across stakeholders. We demonstrate how this strategy reduces total program lifecycle costs.
Key challenges in modernizing legacy fleets and new builds include fragmented data silos, complex maintenance planning, and aging equipment. Our approach emphasizes a central, shipbuilding-specific PLM environment to unify and connect data sources, ensuring a single, accurate source of truth for asset condition, configuration changes, and maintenance planning.
We highlight a case study involving collaboration between SSI and a prime contractor, including the capture of the as-is configuration of the vessel to support repair and refit activities, Predictive Failure Analysis (PFA) based on changes to operating conditions, the management of all changes to the vessel, and tracing design through the digital thread back to requirements. This approach supports the current fleets of the world’s navies while preparing for emerging mission and technological demands.
What risk to life?
Paddy Osmond, RPS Group
How do we ensure we understand risks to life posed by new systems where the main focus is removing the people? Autonomous systems will still need to interface with people, not always through obvious or established mechanisms. Military systems still need to follow the chain of command. How will learning systems distinguish between benefits to themselves and to their masters?
The focus of many discussions on autonomy, Smart technologies or AI has been how to deliver these technologies safely. How to remove humans from dangerous or high risk aspects of tasks without introducing additional or unacceptable risks? We often hear Asimov’s 3 laws of robotics, or tram conundrums, but fundamentally we need to recalibrate how we understand, measure and manage risk.
How can we identify potential causes of hazardous situations and the journey to undesirable outcomes when we still think in terms of our own perception of risk? How do we distinguish between no harm to these people, but support harm those people?
We understand how humans perceive risk and tolerability to it, however, as machines take more control of their own actions and step away from their programmers initial application of knowledge, developing their own, we need to understand how machines perceives risk, how do machines learn of harm when they feel no pain.
When applied to the military context, how do we ensure machines deliver desired effects and cannot be corrupted through its own learning or interventions by others.
This paper investigates how we might identify and manage risk to human life with foreseeable future technologies in the military context.
A risk aggregation approach to support risk assessment for future crewed and uncrewed vessels
Alexander Barker, Safeguard Engineering Ltd
Duty holders and Accountable Persons must consider individual and overall risk in the decision-making process. The combination of individual risks to present an overall risk is referred to as risk aggregation. While sectors like finance have incorporated risk aggregation standards, incorporation into safety management frameworks remains limited. In safety management, risks are typically considered individually and isolated by type (e.g., safety, environmental and operational).
This paper explores risk aggregation in the context of maritime vessels and firstly defines two types - 1) aggregation of individual safety risks, and 2) aggregation of different types of risks. Following this definition, this paper establishes a theoretical framework for risk aggregation and provides guidance on practical approaches to type 1 and type 2 aggregation. Both are considered relevant to the increased adoption of uncrewed maritime vessels, which, through their operational nature, reduce first-party safety Risk to Life (RtL) but may conversely increase third-party safety RtL and other risks (e.g. environmental and operational) due to the absence of human intervention in hazardous scenarios.
To demonstrate the practical approaches to type 1 and type 2 aggregation, this paper then derives conceptual requirements for, and presents, a theoretical comparison of a crewed and uncrewed vessel in a specific operating context, identifying and assessing example risk types for each. The individual risks and risk types are aggregated to present an overall risk picture for each vessel to support the decision-making process for Duty Holders and Accountable Persons. Areas are identified for further research and development.
A Comprehensive Human Factors Analysis of the Helge Ingstad Sinking
Yaser Farag, University of Strathclyde
Human Factors (HF) analysis in naval operations accidents is a critical area of study, addressing the complex interactions between human behaviour, organisations, and operational environments in maritime contexts. Research consistently identifies human-related errors as the primary contributors to marine incidents, emphasising the need for an HF approach in analysing and mitigating these underlying factors.
The collision and subsequent sinking of the Royal Norwegian Navy frigate Helge Ingstad in November 2018 exemplifies these complexities. This study proposes applying the SHIELD Human Factors Classification System (SHIELD-HFACS) in combination with the Systemic Occurrence Analysis Methodology (SOAM) to investigate the incident. SHIELD-HFACS captures and categorises human and organisational factors across four levels—human acts, preconditions, supervision, and organisational influences. Meanwhile, SOAM complements this approach by visually linking these factors to highlight safety gaps and reveal systemic issues within the broader operational context.
Preliminary findings indicate that factors—such as the bridge team’s failure to visually detect the tanker Sola TS and the resulting impact on their ability to initiate timely corrective actions—were exacerbated by systemic preconditions, including ineffective communication under stress and inadequate adaptation of team performance under high-pressure conditions. Supervisory failures in risk management and training preparedness further compounded the incident. Ultimately, organisational deficiencies—such as weak safety culture and critical equipment failures—revealed deeper systemic vulnerabilities, underscoring the importance of an integrated human and organisational factors framework to prevent similar incidents in future.
Modular naval vessels and the impact on the design and effectiveness
Micha Stam, Delft University of Technology
Modularity is often mentioned as a method to make a vessel’s design flexible during its lifetime. However, literature often focuses on ways to apply modularity to naval vessels instead of asking if modularity improves the vessel, or the operational effectiveness, at all. This paper aims to build a framework to give the naval architect valuable insights into the possible benefits and the technical impact of modularity application. When a system is deemed a feasible module, a final evaluation is performed to assess if the modular variant of the system actually improves the vessel or the operational effectiveness.
This research presents a framework consisting of a Modular Function Deployment (MFD), Analytical Hierarchy Process (AHP), and Knowledge Based Engineering (KBE) model to assess the suitability and technical feasibility of modular systems. The framework gives the naval architect valuable insights in the potential benefits and costs of modularity. A case study will be presented on a landing platform dock and the future air defender (FuAD) of the RNLN. Results show the FuAD has higher-potential systems for modularity, so the KBE model is applied on only the FuAD. This model results in a technical feasible module for the air surveillance radar and Laser-Directed Energy Weapon (LDEW). The final effectiveness assessment results in a preference for a non-modular air surveillance radar and a modular LDEW. This shows that modularity does not necessarily improve the system and a structural way to approach modularity and compare it to a non-modular variant is required.
Multi-Attribute Decision Making For The Design Of A Naval Surface Combatant
Liam Patrick Nugent, University of Strathclyde
The modern warship is often designed for the multi-purpose role within a strike group as opposed to a traditional single objective design. Complex mission objectives can lead to difficult design questions needing to be answered objectively. To combat this, the authors explore the use of decision-making processes to enable designers to efficiently quantify design changes and any benefits or concessions that accompany the change. The authors integrate Multi-Attribute Decision Making (MADM) processes, such as the hierarchical decision-making frameworks and the TOPSIS method to evaluate trade-offs among competing design attributes, resulting in a balanced, multi-role naval platform. Operational roles include Anti-Air Warfare (AAW), Anti-Submarine Warfare (ASW), and Anti-Surface Warfare (ASuW). Using a novel hull form as a baseline, the study employs computational tools such as computational fluid dynamics (CFD), radar cross-section (RCS) analysis, and seakeeping evaluations to propose the redesigned vessel. Key innovations include modifications to the hull and superstructure for reduced RCS, enhanced seakeeping characteristics via adjusted propulsion and sonar systems, and improved survivability through increased freeboard and minimised RCS. The outcomes demonstrate that the new design achieves significant improvements in hydrodynamic efficiency, radar stealth, and operational versatility, highlighting the value of utilising structured decision-making in naval architecture. Recommendations for further refinement include exploring additional survivability metrics and expanding the application of MADM techniques to individual vessel systems.
Adapting Commercial Hybrid Propulsion Solutions for Naval Vessels: Challenges and Opportunities
Ishaq Sayed Makkar, Indian Navy
The paper explores the potential of hybrid and electric propulsion systems for naval vessels, with a focus on the evolving landscape in Indian maritime ship-building sector. As global naval operations increasingly prioritise sustainability, energy
efficiency and reduced environmental impact, the role of advanced propulsion technologies - particularly hybrid and electric systems becomes more critical. The paper discusses how commercial hybrid propulsion solutions can be adapted and scaled for naval applications, drawing from India’s experience in the commercial maritime sector, particularly through Cochin Shipyard Limited (CSL), a premiere ship builder for the nation - spearheading this green revolution. It examines CSL’s work on electric powered ferries, support vessels, autonomous vehicles and their pioneering efforts in all-electric naval vessel design, alongside global trends in hybrid-electric systems for both commercial and naval ships.
The paper emphasises the growing relevance and challenges of hybrid propulsion in non-combatant naval platforms, such as Yard Crafts, Auxiliaries, Offshore Patrol Vessels (OPV), Survey ships and other support crafts. These vessels with unique operation specific dynamic operating regime and sized for maximum propulsion speeds, spend majority of their service life in low part load efficiency regimes, resulting significant loss in endurance. Hence, these platforms are ideal candidates for hybrid propulsion, as they typically operate in low-speed, quiet regimes and have substantial hotel load demands, making hybrid solutions and efficient and effective alternative.
Key benefits highlighted include reduction in acoustic signatures, which are crucial for stealthy operations and the potential for smaller/lighter propulsion systems towards design flexibility. Additionally, these solutions offer increased endurance, as they enable more flexible operational profiles and reduced reliance on fuel consumption.
Beyond the environmental and operational advantages, the paper also outlines the strategic opportunity for the global maritime industry to leverage the growing expertise in hybrid-electric propulsion in India. The nation is uniquely positioned to provide cost-effective, sustainable and high performance propulsion systems for a range of naval applications, based on the expertise gained in hybrid solutions by Indian shipyards and niche capabilities developed by a range of Indian industries.
The UK's certified glidepath to autonomy
Allan Bain, MoD
While many others will discuss the technology and design challenges needing to be faced to achieve IMO level4 autonomy, and others will fear regulatory barriers raised to protect the public from unfettered autonomous leviathans, created by irresponsible (or naive) manufacturers, this paper will describe the pathways and standards that can help and are all ready available to anyone in the UK Defence Enterprise. It will explore how we have negotiated regulatory spheres of authority, with the UK MCA, through the office of the DMR to allow a legal baseline, touching on other legal principles that are unchanged. The approach leverages the benefits returned by goal-based thinking that has already enabled progressive certification of IMO level 3 systems and discuss how these early experiences are helping unravel the challenge that certification is to agreed standards, published to address known risks and technology. It will show how the Naval Authority is adapting to the problem that all hazards and risks are dependant on a specific context of use, making agility to new uses, technologies and architectures. As missions and ways to use this technology are shifting with that technology and since autonomous machines are expected to think for themselves, the paper will explore how it is possible to regulate and certify when there are shifting foundations of what is safe to operate and can be operated safely.
Every frigate a squadron: Studies of Large Uncrewed Surface Vessels
Rachel Pawling, University College London
Uncrewed Vehicles (UXVs) are increasingly becoming a key component of military operations, and the maritime domain is no exception. Uncrewed Surface Vehicles (USVs) have been used operationally by various forces, but to date these have generally been around the size of existing Rigid Inflatable Boats and workboats. The main exceptions to this are the US Navy’s Medium Displacement USV (MDUSV), in the form of the trimaran Sea Hunter and monohull Nomad craft. These experimental vessels have displacements of hundreds of tonnes and are being used to develop both single role large USVs (Sea Hunter) and the concept of a general purpose MDUSV as a kind of “force adjunct”.
This paper will describe a UCL study into the use of MDUSV to support a range of naval tasks in mixed forces of crewed and uncrewed vessels. Of particular interest is the relationship between size and capability for future medium and large displacement USVs, as the removal of spaces and systems associated with the crew may be partially offset by other considerations such as seakeeping and survivability of expensive payload items. The study examines the question both from the perspective of the individual USV sizing and design, and also the overall fleet composition and affordability, with the MDUSV offering additional endurance and magazine depth to crewed vessels.
A Vision or Reality
Bernard Twomey, Kongsberg Maritime Ltd
There are several claims relating to the benefits of using autonomous functions within the maritime sector. These range from a reduction in the human contribution to system hazards, enhancing safety, improving efficiency through optimisation of the ship design, and reduction in operating cost associated with a reduction in on board personnel. Unfortunately, there is very little evidence to support the above claims. What we can say with certainty, is an autonomous ship with no personnel on board will remove people from harm. What we cannot claim is autonomy will ‘enhance safety’, as there are currently no defined ‘levels of safety’ within the International Maritime Organisation (IMO) instruments, so a claim of ‘enhanced safety’ would be difficult to verify.
This paper will explore the principles of ‘Inherent Safety, Fault Tolerance and Layers of Protection’ in the context of the Maritime Autonomous Infrastructure (MAI), and how these principles influence the design within a dynamic safety case, challenging legal framework and changing stakeholder community depending on the operational requirements of the MAI.
We will explore the concept and production of a ‘Compelling body of evidence, that without bias, makes a claim for both the ‘safe and unsafe’ characteristics of a system when used for a defined use case in a given environment’.
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