Stormer Marine Rescue 75
SPECIFICATION RESCUE 75 OUTOARD
- AluminumSeawater resistant ( code 5083)
- Length overall: 7,70 m
- Length of hull:7,0 m
- Beam max: 2,64 m
- Beam hull: 2,50 m
- Drought max: 0,46 m
- Min Freeboard: 0,75 m
- Seating capacity: 2 + 4 persons
- Dry weight: 1850 kg
- Storage bow: 0,7 m3
- Storage stern: 0,45 m3
- Drainage: Self draining floor
- Engine: single or twin outbourd
- Certification: Ce-C
- Class Notification: on request
Ophardt Maritim – Prototype SF9
This new and revolutionary hull concept with Various Deadrise was never built like this before in aluminum. It was developed in cooperation with Norson Design Works.
The deep V hull has been given an extreme deadrise which allows extended and comfortable trips in the open sea and enables the boat to smoothly ride even with stronger wind and waves.
So the hull performs perfectly even in troubled waters at 60 knots
Our goal is to have our industry’s highest customer satisfaction. By building the strongest, safest, and most robust boats, along with a high degree of product customization according to customers’ needs, not to mention first-class service, we aim to make our customers the most satisfied group in our market.
Read more about Aluventure here
||0.66 m (fully load; no engine)
Engine: Yanmar 6LP-315 Diesel with Alamarin 245 WJ
Seating: 6 x Ullman Compact Seats
SEAL Carrier is an 8-man swimmer delivery vehicle designed for the covert insertion and extraction of combat diver units.
Example applications for a SEAL Carrier include:
- Delivery of 6-man combat team
- Host platform for autonomous underwater vehicles
- Remotely operated weapons platform
- Harbour patrol vessel
- Rapid-response anti-piracy craft
- Mine countermeasure operations
- A built in breathing system adds extra safety for the divers and enables an extended underwater range
- Several quick mounts for a variety of weapon systems transforms the craft in to a combat craft
On board sensors and navigation systems work together to provide safe transit and accurate positioning day and night, above or below the surface of the water, regardless of vehicle speed or environmental conditions.
In addition to divers and their personal equipment, SEAL Carrier accommodate additional mission equipment such as sensor and radio equipment, ammunition and explosives, survival equipment and supplies. For operations requiring extended range, the craft can carry additional fuel stored in a separate fuel tank or additional battery packs.
Read more about the SEAL Carrier here
Hydrolift P42 SAR
Dimensional strength: 7G
Length: o.a. 12,6 m
Beam: o.a 3,9 m
Draft: 0.82 m
Speed: 45+ knots
Weight: (full tanks and equipment) 11,2 ton
Bollard pull: 2,4 ton
Hull material: Vacuum infused vinylester and
RS Class: Staff Class
Fuel: 700 l
Freshwater: 48 l
Main engines : 2x FPT N67 500HK
Reduction gears : 2x ZF 280
Water-jets : 2x Rolls-Royce 25A3
Bow thruster : Sleipner SEP150 8,8 kW 150kg
Interceptors: 2x Humphree X450
Salvage pumps : 1 x 830 l/min (petrol) 1 x 300 l/min (electric)
Towing : 1 x Disc type hook 2,34 ton
Search light : 1 x 350W EmArc Metal Halide
IR/video camera : 1 x FLIR
PWC (Personal Water Craft) : 1 x SeaDoo Spark
Rescue Frame (from sea) : 1 x Dacon
Hydrolift P42 SAR – Test run from Eker Design on Vimeo.
Norsafe Magnum 850 Twin Jet
Rescue boat designed and manufactured according to the latest SOLAS Classification Society and National Authority requirements.
||2x BUKH VGT 450
|LOA (length, m)
|BOA (width, m)
|Dry Weight (kg)
Read more about the Norsafe Magnum 850 here
Norsafe Munin S-1200 Open
The design and construction of the open Munin S1200 meets the need for reliable, low maintenance standby and operation. The boat is designed to operate away from land based installations or mother ship for extended periods of time, with sufficient range for long time operation.
A large walk around cabin provides a protected and comfortable environment for crew and passengers. Seats are purpose built with shock absorbing capabilities to provide comfort, and are equipped with 4-point safety belts.
The layout of the boat allows it to perform a broad range of duties as ambulance transport, navy patrol, light combat, police and security patrol, dive support, inspection, border patrol, anti-drug intervention and survey and work boat duties.
Hull and deck
The Munin S1200 is fabricated with multi axial hybrid kevlar reinforced vinylester (GRP) and divinycell sandwich. Longitudinal box stiffeners and transverse bulkheads provide structural strength. The hull is a two stepped deep-V type with transom, providing optimal sea keeping ability at all speeds and in all conditions.
A heavy duty polyethylene fender protects the hull by absorbing impacts. The foam fender is protected by a double skin of reinforced PVC, secured with sail tracks at gunwale and chine level. The deck has an anti-slip surface. Lifelines and grab handles are fitted on the gunwale and cabin sides.
- The high speed patrol craft is fitted with twin or triple inboard engines and suitable surface drives, with the following features:
- Electrical starter with two independent batteries for each engine
- Fresh water engine cooling with heat exchanger to seawater cooling
- Fuel tanks located forward of the engines and filled through fittings on the cabin side
- Engine shut off system in case of capsize, provided by mercury switches
- Engine air intakes designed to prevent water ingress in case of capsize
- Wet exhaust system, with outlet at the transom, which expels water from the seawater engine cooling system
||Patrol / Interceptor
||Vacuum infused fire retardant GRP
||3x Mercury Verado 400R
|LOA (length, m)
|BOA (width, m)
|Dry Weight (kg)
||Gasoline inboard or diesel inboard
||Waterjet, surface drives or stern drives
Read more about the Munin S-1200 Open here
Rafnar Leiftur 1100
||40 – 50 knots
||2 x 300 litres
||500 – 800 HP
|Range @ Crusing Speed
||Lloyds Registered Special Service Craft
Rafnar’s Leiftur 1100 is a third-generation tactical RIB that has been thoroughly tested and developed in close co-operation with the Icelandic Coast Guard, who carried out extensive sea trials that played a critical in the successful development of the vessel. This 11 meter craft has been designed to operate safely and comfortably in the worst weather and sea conditions. The craft’s documented reliability and safety underline the ÖK Hull design’s proven capabilities.
During the final development phase, the Icelandic Coast Guard sailed a prototype of the craft some 3,000 nautical miles around Iceland. The specially designed and crafted ÖK Hull cleanly cuts through the sea and waves, resulting in significantly improved seakeeping and maneuverability, as well as a safer and more comfortable ride for the crew. The ÖK Hull design generates greater grip and traction at low and high speed, and slices through sea and waves. The unique keel prevents drift and eliminates the typical bounce and slam experienced in conventional crafts.
In June 2017, Rafnar’s Leiftur 1100 demonstration boat, Embla, turned one year old. In June 2016, Embla set off from Iceland and sailed to Gothenburg, Sweden, to attend the HSBO forum. In the one year that she has been operational, Embla has sailed approximately 4,500 nautical miles and has been transported many thousands of additional miles on top of that between Europe, Iceland, the United States, the Caribbean, and back. Despite heavy usage, Embla has not had a single fault or problem.
The Leiftur 1100 is a versatile work boat designed to perform a variety of functions and roles and comes with a multitude of capabilities. It is designed to be the optimal search and rescue craft, coastal patrol and security vessel, and pilot boat. The Leiftur 1100 work boat is also ideally suited as a multi-functional work boat or as a press and photography RIB for marine sporting events.
The Leiftur 1100 series will remain a benchmark for radical changes for some time to come in the RIBs market, and Rafnar will continue to develop further models built on this very successful vessel.
Aluminium catamaran landing craft
Alamarin-Jet Intelligent Operation control system with fully integrated Unmanned and Autonomous control system
Twin Steyr SE266E40 Engines with ZF63C Transmissions 1:1 Ratio
AJ 245 Waterjets
Shoreside control station for USV and Autonomous operation demonstrations
Alamarin A25 Cabin
Vessel Type: A25 Cabin
Length (m/f): 7.95 m / 26′
Width (m/f): 2.85 m / 9′ 4″
Weight (kg/lbs): 2700 kg / 5512 lbs
Engine: Volvo Penta D6 435WJ
Alamarin Jet Model: AJ 285 Combi Frame Waterjet
Speed: 44 knots
Notes: Alamarin-Jet demo vessel designed for SAR and commercial operations Single jet Intelligent Operation System.
Length variants: 9,5m | 10,5m
Max speed: 55-60 knots
Max load: 2000kg
D-TUBE & FOAM BOW SECTION – Three piece tube consisting of inflatable Hypalon side tubes and foam bow section. D-tube provides additional deck space while still maintaining extreme performance in rough seas. Heavy duty rubbing strake protects the tube on the whole length. Additional storage compartments are also added on the sides of the deck.
TELESCOPIC MAST – Aluminium telescopic mast for radar, thermal imaging camera and antennas. Hydraulic height adjustability allows lowering the mast by 50 cm with a push of a button. For example in a boarding situation, in the lower position, expensive radar and comms antennas are protected from hitting the side of the ships. Also low bridges can be driven under with no tools needed to lower the mast.
ALUMINIUM CONSOLE – Ergonomic aluminium console with tilting steering wheel and precisely positioned control units in the middle console allow driver and navigator to take advantage of the latest technology while providing excellent visibility and situational awareness. Grab rails and adjustable foot rests allows comfortable ride even in the hardest environments
SEATS Shock mitigating seats are attached to deck rails with quick release system to allow easy modifications to the deck arrangement even during operations. Ullman Atlantic Fold Up seats for driver and navigator allows semi-standing position for slow speeds and extreme suspension in hard seas. Ullman Jockey seats for crew allow versatility for passenger arrangement with excellent shock mitigation performance.
DECK & RAILS – Boat is equipped with deck rail system and anti-slip covering mat between tracks to provide flat deck surface. Rail compatible plates and racks are available for gun mounts, ammunition and diving gear, for example. Bow box and other storage compartments provide excellent space for equipment while maintaining maximum deck space.
NAVIGATIONAL & COMMUNICATION EQUIPMENT Simrad 16-inch multi-touch screens allow customisation for displaying engine data, charts, radar and thermal image for both the driver and the navigator. The new 4G radar offers sharper beam and dual range radar usage simultaneously. Savox IMP intercom system allows easy communication inside the boat and with radio equipment
CONTAINER TRANSPORT SYSTEM – Boomeranger C-950D Special Operations Boat fits inside a 40 ft sea container. Custom cradle with wheels is available to allow fast and easy loading and unloading.
AIRDROP CAPABILITY & 4-POINT LIFTING Hull is ready to be equipped with airdrop lashing points to allow aerial delivery of the boat with the MCADS system. 4-point lifting points are ready and heli-underslung option is available. Single point lifting system is also available on special request.
The Boomeranger Special Operations Boats are customized according to the requirements of the customer for troop transport and insertion, boarding, fire support, diver, kayak and inflatable operations, helicopter-underslung, air-drop and transport by road, sea and air for world-wide deployment. Cargo rails on the deck allow mission specific arrangement of seats and equipment.
United States Navy – Naval Special Warfare Combatant Craft Division, Norfolk Detachment
Michael Riley, The Columbia Group
Kelly Haupt, NSWCCD Det Norfolk
Donald Jacobson, NSWCCD Det Norfolk
Timothy Coats, NSWCCD Det Norfolk
This brief presents an analysis of the acceleration response motions of a high-speed planing craft in waves. These motions are of interest because a broader awareness and a better understanding of cause and effect physical relationships in high speed wave impacts could be applied in craft design or comparative craft system evaluations to address multiple factors associated with seaworthiness, including hull design loads, stability, component ruggedness, and crew or passenger comfort and safety.
The paper builds on lessons learned from historical stochastic analysis methods that transition the randomness of ocean waves and full scale trials data to useful peak acceleration values. Parameters such as the average of the one-tenth and one-hundredth highest peak acceleration values are discussed, and the root- mean-square acceleration value is explained and applied in a new procedure for estimating the average acceleration amplitude for each wave slam event. The limitations of statistical approaches related to user subjectivity are summarized, and a new deterministic analysis methodology is presented that characterizes the rigid-body responses of the craft in terms of acceleration, velocity, displacement, and rotation motions during each wave impact event. Time-history comparison plots of various individual wave impact events are presented, new wave impact parameters and types of impacts are defined, and the results of regression analyses are presented. The results demonstrate that peak rigid-body acceleration values are repeatable and scalable. The limitations of these results are summarized and further research is suggested for achieving a broader level of knowledge for future applications.
Current hull design methodologies and seakeeping criteria are based on the solid foundation of understanding related to the randomness of ocean waves. It is envisioned that these methods coupled with the new analysis approach presented in this paper could help researchers, designers, engineers, builders, and operators increase their awareness and understanding of the dynamics of high-speed wave impacts in planing hulls. The increased awareness and understanding could have broad applications for improved standard processes, including structural design, correlation with computational modeling and simulation methodologies, correlation of full-scale and scale-model test data, comparative evaluations of different craft, and development of criteria for improved ruggedness and personnel comfort and safety.
High speed craft (HSC) operating in a seaway are likely to produce injuries among operators as craft are prone to slamming. Navatek Ltd. has been working for decades to reduce at-sea motions and increase efficiency on all sizes of marine vehicles. Recently, the Aft Lifting Body (ALB) motion control device has been demonstrated to significantly reduce slamming on a number of high speed craft, including the Sea Blade 40. Several recent ALB projects will be discussed to highlight the current state-of-the-art in ALB technology. Significant improvements in maneuverability with an ALB and decreases in installed weight have been demonstrated. In-house CFD and simulation tools like Aegir and NavaSim have been benchmarked against real-world sea trial data and can be used to quickly evaluate improvements in HSC motions and accelerations as well as optimize ALB size and performance.
Chief, Naval Architecture Section
U.S. Coast Guard Surface Forces Logistics Center, Engineering Services Division
The U.S. Coast Guard operates approximately 1800 small boats. Many of these are high-speed craft used for multiple missions including Search and Rescue, Law Enforcement and Port Security. Most of these boats are based at coastal and inland Coast Guard Stations located throughout the United States. However, a significant number are based onboard cutters and some are assigned to mobile units that are intended to be transported over land, by air or by ship.
This presentation will provide an overview of the missions for Coast Guard high-speed boats and a discussion of how required boat characteristics vary for the different types of operations. Examples will be provided for four current new-boat programs including two shore-based boats and two cutter-based boats. Requirements for each of these programs will be discussed and the resulting designs will be reviewed. Finally, some of the lessons learned during these programs and previous programs will be discussed.
Background Information: Frank DeBord
Frank DeBord is Chief of the Naval Architect Section at the U.S. Coast Guard Surface Forces Logistics Center, Engineering Services Division. This Section is responsible for providing Naval Architecture Subject Matter Expertise for new boat procurements and sustainment of the existing fleet. Mr. DeBord is a licensed Professional Engineer with 35 years of experience completing experimental, analytical and numerical boat and ship design projects. He holds a Bachelor’s Degree in Mechanical Engineering and a Master’s Degree in Ocean Engineering, both from the Stevens Institute of Technology.
Albert Nazarov, Ph.D.
Albatross Marine Design
Catamaran concept provides certain advantages for pleasure, small commercial and special craft in terms of ride quality, usable deck space and safety. Meanwhile, those advantages are not always fully understood by special craft operators, also taking into account known weak points such as higher costs and lower load carrying capacity. The presentation will include discussion of catamaran design features and some catamaran designs samples.
Stefan Gustafsson Colonel Ret. Sw. Marines
To take and maintain control in congested coastal areas, harbour areas, narrow straits and archipelago´s
This lecture exposes the challenges of sniper support of HSBO and the material and training requirements on both the crew and the snipers. It will explain in detail the true capabilities of current sniper equipment in the HSBO support role. Additionally the Hard Target Interdiction capacity of the .50 BMG Browning M2, Barrett M107A1 and other HTI calibers will be analized. The tactical boat armoring efficacy against .50BM multipurpose ammunition will be displayed.
Eduardo Abril de Fontcuberta is one of the global sniping foremost authorities. Barrett team shooter, Steyr Mannlicher in-house sniper R&D expert and 2011 .50 BMG 1000 yards World Champion shooter. Mr. Fontcuberta is a Master Scuba Diver and CCR/SCR operator. He is a certified Advanced Armorer, “Train the trainers” and certified technician in Barrett, Steyr, Glock, SAAB, SIMRAD equipment. Has consulted for many leading companies of the Tactical/Maritime spectrum. He has directed several projects of Maritime Tactical and Rescue Units in Africa.
Cdr. Christian Wines
Norwegian Defence Logistics Organisation,
Naval Systems Division,
Naval Architecture Section, Bergen, Norway
Stability and Safety Issues for High Speed Operation of Rigid Inflatable Boats.
Future work on understanding the physics behind “calm water broach” or “spin out” phenomenon.
Understanding these phenomenon, what are the contributing factors, how can it be avoided?
Dr. Liam Gannon
Defence Research and Development Canada
Military personnel on small high speed craft experience sustained extreme motions and repeated high-g slam impacts. Existing commercial shock mitigation seats can reduce the negative effects of this severe environment on health and safety; however, the procedures used to specify shock mitigation seat performance requirements and especially methods used to demonstrate compliance with performance requirements are not well understood. DRDC Atlantic is pursuing an R&D initiative to reduce the risk of acute and chronic injury to personnel serving in small high speed military craft. This programme seeks to improve the state of the art for modeling, simulation, testing, and evaluation of shock mitigation seat technologies. The presentation will outline the shock mitigating seat test and evaluation programme that will soon commence at the Naval Engineering Test Establishment in Montreal, Canada under the direction of DRDC Atlantic. Methods for modelling the response of shock mitigating seats to high speed craft motions and seat characteristics required to accurately characterize the response will also be discussed.
Kongsberg Maritime Simulation Inc.
Since its initial entry into marine simulation in 1974, Kongsberg Maritime has been a pioneer in maritime simulation technology responding to emerging training needs. One such innovation was developed as part of a solution to assist the US Navy, which had been experiencing a high incidence of accidents across a broad range of small rigid hull inflatable boats (RHIBs). Working closely with the customer, Kongsberg adapted its ship bridge simulator (SBS) technology to a small high-speed craft trainer that would allow USN RHIB coxswains to train on high speed critical manoeuvres long before going to sea.
Further feedback from users resulted in the development of a dedicated helm, modeled after standard RHIB controls, and the development of new hydrodynamic models for several RHIB types and sizes. Further feedback indicated that Coxswains needed to “feel” the boat and relied on motion cues in the decision making process. Kongsberg adapted the RHIB trainer to a 6-DOF electric motion base to achieve this objective. The built in Assessment System can compare how successful individual small boat drivers are able to feel and read the waves to develop “Best Practices” such as providing the least amount of shock to their boat and its crew.
The presentation will provide an overview of the state-of-the-art of the technology, some of the challenges experienced in the development of the product and some insight on where this application of marine simulation technology will lead us in the coming years.
Åke Dagnevik is the Techical Director of the Swedish Coast Guard.
Dog Phillips – Maritime Offshore Consultancy
High speed boating in Nigeria. Difficulties and experiences.
Specifying and adapting craft for specific tasks and missions.
Training local crews in boat handling and tactics.
Rout planning and diversions.
Follow-up on last years presentation with lessons learned and outcome.
PhD Karl Garme – KTH Centre for Naval Architecture
PhD Ivan Stenius – KTH Centre for Naval Architecture
Lage Burström – Associate Prof Occupational and Environmental Medicine, Dept of Public Health & Clinical Medicine, Umea University,
Stefan Andersson – Engineer, Swedish Coast Guard
Sven-Åke Eriksson – Research Electronics,
MSc student Katrin Olausson – KTH Centre for Naval Architecture
The presentation describes an ongoing co-operation between KTH Centre for Naval Architecture, Umeå University and the Swedish Coast Guard. The project’s overall goal is increased safety for crews and vessels that are designed for high speed at rough conditions, for instance during rescue operations. Questions to be answered concern the coupling between hull structural loads, crews’ working conditions including ergonomics, and the correlation between the hull structural design and the loads the crew initiate to themselves and the hull. A system for data collection and key-figure display has been developed together with Research Electronics and is now ready for installation in two coast guard units. The system and a tailored software tool for evaluation are presented. Also measures for evaluating human response to vibrations are discussed and exemplified by a case study on a high-speed coast guard unit.
Jon Hill* & Dr Trevor Dobbins**
* – Trident Marine & FRC International
** – STResearch & FRC International
Professional operations are reliant on competent crew with the appropriate capabilities and qualifications. Internationally recognised qualifications enhance operational effectiveness via improved interoperability between both individuals and agencies. The recognised qualification structure developed by FRC-INT, and internationally recognised by The Nautical Institute, supports this competence-based interoperability with basic competence/qualifications being the foundation for advanced skills with modularity providing the flexibility required. Included within these basic competences are the required Command & Control (C2) skills; e.g. DYnamic NAVigation (DYNAV). Examples of advanced modules include compliant / non-compliant boarding and mission planning developed with Trident Marine, and C2/navigation with an international team including STR et al. The maintenance of competence requires Continuing Professional Development (CPD) to facilitate and enhance an organisations resilience, part of which includes maintaining the crews health and safety. In HSB operations it is essential to deal with Whole Body Vibration (WBV), including legal compliance in the EU, and the required Health Surveillance (H-SURV), examples of which are being delivered to the industry sector by FRC-INT. Comprehensive / integrated training and support programmes enhance operation effectiveness and readiness, and help the crew to remain safe and healthy.
Peter Keyes will present the results from the High Speed Vessel Workshop in Tazmania.
Following a number of incidents in high speed passenger vessels a Workshop was held in Tasmania covering the operation of high speed vessels.
This workshop included many topics but to a large extent focussed on training and vessel operations.
Attendees came from all Australian states and territories as well as New Zealand with interest from all parts of the world
The hotel reservations are made by the delegates.
We have a number of rooms reserved and discounted for HSBO delegates.
To book one of the reserved rooms:
Email: firstname.lastname@example.org State the code “HSBO”
or Call: +46 31 7791111 and state the code “HSBO”
Number of hotel rooms is limited.
To secure your room please book as soon as possible.
We are proud to inform you that the Venue for HSBO 2012 is set identical to HSBO 2010 by popular demand.
The presentations and boat trials will be held at Hotell 11, Eriksberg, Göteborg, Sweden.
Hotel reservations can be made with registration for the forum.
Dinners and After-Work will be held at River Café
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Boats are designed to be used by humans. The use of Computer-Aided-Design (CAD) systems has enhanced the design of boats, but it is still rare for humans to be effectively represented within the design process. Particularly related to
how the crew member interacts with the craft’s displays and controls. Digital Human Models (DHMs) are used in a number of situations, (e.g. car design) but their use is limited for boat applications. For example; they are generally dressed in casual clothes that are unrepresentative of typical professional boat crew clothing (e.g. dry-suit) and equipment (e.g. lifejacket). The presentation will describe the work undertaken to develop DHMs for use in the marine design environment where the crewmembers wear bulky equipment and have restricted ranges-of-motion which compromises their ability to command and control the craft. In association with the HSC Human Factors Engineering Design Guide, the marine specific DHMs provide the CAD designers with a tool to help ensure that humans can effectively operate and move around craft before mock-ups are produced, and boats are built.