Ad Hoc Marine Designs Ltd is pleased to announce the signing of design contract for a 26m Typhoon Class Swath Crew Transfer Vessel with Lung Teh Shipbuilding (LTS) in Taiwan. LTS has more than 30 years of building high quality cost effective aluminium vessels in the Asian market and their range of workboats speak for themselves.
The 26m Swath CTV carries 12 technicians, 3 crew with a payload of up to 5.0 tonne as deck cargo in speeds of 24knots. Ad Hoc Marine Designs has also engaged the services of Harwood Marine (Philippines) to assist with the detail Class drawings, owing to their previous experience of Swath detailed design and aluminium construction expertise. The 26m Swath CTV is able to maintain its service speed in Hs=2.0m in comfort with benign motions (very low accelerations) thus reducing the fatigue of the crew and technicians on exposed routes which translates into extremely low levels of down time. Superior motions is just one part of reducing crew fatigue during long and difficult transits.
For operations on even longer exposed routes with requirements for up to 24 technicians, a variant of the 26m is the 29m Typhoon Class CTV. This Ad Hoc Marine Designs 11m aluminium catamaran was recently delivered to Macao harbour authority for hydrographic duties.
LTS has a reputation of delivering high quality vessels and this 11m is another fine example along with their renowned attention to detail.
Ad Hoc Marine Designs have used their expert knowledge in swath design to create possibly the world’s smallest SWATH workboat. With an overall length of 15.10m and a service speed of 12 knots, this 15m Workboat SWATH is one of the smallest commercial SWATH designs in the world.
Ad Hoc Marine Designs are experts in SWATH design and were selected for their expertise and experience of previous successful working SWATH designs.
Ad Hoc Marine Designs were contracted to investigate the feasibility of stretching 2 existing vessels in their fleet by approximately 10 frames.
Having purchased an ex-FBM vessel, Rederij Doeksen approached Ad Hoc Marine Designs, the original designers, of their 50m catamaran. Acting as the chief designer and providing full design technical support during the construction of the SLICE®. Advising on the detailed structural design of aluminium structures for their very successful range of vessels. Ad Hoc Marine Designs provided tank testing resistance and powering data of a 24m Passenger catamaran called Clyde Clipper. Subsequently similar tank testing has recently been done on a projected landing craft design. Having won a successful order for several 51m Patrol Boats, TMA employed Ad Hoc Marine Designs Ltd.
We have been using our extensive knowledge and experience to design many different types of Wind Farm boats. Additionally, Ad Hoc Marine Designs sits on several technical committees and institutions and has a direct links into Flag and Class. One of the most interesting concepts recently to emerge is that of exploring methods for the transfer of the technician from Boat to Tower. Designed modular floating pontoons for the Royal Marines base for berthing 30m landing craft in an exposed location. Designing a heavy lift frame work structure for transporting a large 50m Catamaran from the US to Hong Kong via a lift ship.
Designing a lifting arrangement and frame work for a superstructure of a large motor yacht. Having their vessels constructed some distance from the location of launch, Ad Hoc Marine Designs provided Palmer Johnson with various solutions to the lifting and transporting of the finished vessel on to a specially designed cradle, for launching. A river catamaran had been designed yet the major structural loads from the long slender aluminium hulls via the raft structure had yet to be established.
Design of a special purpose anchor and winch tray for Premier Shipping and Packing as a stand-alone anchoring system. John has many years of experience of solving problems with FEA, for structural analysis, structural reviews as well as direct principal designs for global analysis.
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Asado Boat BBQ for instant BBQ, View Marine Boat Grill, Asado Boat BBQ Product Details from HeadCase designs Ltd. The 26m Typhoon Class Swath has been order by Renewable Energy Support Ltd (RES Ltd) and will be operated by Maritime Craft Services (Clyde) Ltd (MCS). LTS has recently invested heavily into the company with the addition of a 4th building shed of 65x35x25m and the yard has also recently acquired a large friction stir welding machine for such projects. The first being the more “workboat” role of the vessel and the other being the “passenger” role vessel. The vessel is driven by a pair of MAN D2862 LE 466 diesel engines rated at 1029 kW via Jaure carbon fibre shafts to 2 CPP Hundested propellers. To extend the operational profile even further and when against the turbine towers the 26m Swath CTV is fitted with a fully automatic Island Engineering motion stabilisation control system using 4 fins with multi axis capability that provide pitch, roll and heave motion control. The deckhouse of the 26m Swath is located away from the engine room and air intakes to minimise noise and vibration paths, resulting in a quiet environment. It is powered by 2 off Yamaha 250 HP outboard engines and carries up to 6 technicians in speed over 20knots in local conditions up to sea state 3. Whether in GRP, Aluminium or Steel, LTS has a very competitive price structure and now coupled with increased investment and facilities into the yard are able to build the full range of vessels on offer from Ad Hoc Marine Designs, ranging from: Fast Ferries, Crew Boats, Windfarm Support Vessels, Patrol Boats to SWATHs up to lengths of 70m.
A SWATH is an ideal platform for use in the Windfarm industry especially in the tier 2 & 3 farms that are being located further offshore. This hull form is a scaled down version of the all new 24m FastSwath which has been specifically designed by Ad Hoc Marine Designs Ltd for the Windfarm market.
This 16m Windfarm catamaran had the design brief of being, light, fast and able to carry high loads, as well as the usual turbine duties. Providing advice on performance between the original Paxman to MTU engines, altering the engine beds to suit the new arrangement, all to Class.
Having previously assisted in the design of LM’s SLICE at FBM Babcock, Nigel Warren, acted as Chief Designer and, John Kecsmar senior naval architect, continued their design and technical support as well as on-site technical support during the construction of the SLICE® vessel under the new company of Ad Hoc Marine Designs Ltd. This included FEA analysis and detailed reviews of structural joints etc of various catamarans all with varying roles. Advising on performance issues, undertaking model tests of two different hull forms, comparing regulatory issues between HSC, EU and Workboat Code, undertaking structural designs.
The foundations were to be integrated into the main structure without creating any additional weight or losing space envelopes. The concepts are all unique, and draw upon our experience with a large variety of designs and working practical solutions. This has enabled Ad Hoc Marine Designs to tackle the issues of what Class notations and what Flag authority safety standards the vessel must comply with and, what practical and cost implications this has on the design and operation. Ad Hoc Marine Designs has developed a unique transfer brow system that solves one of the many safety issues that concerns this hazardous operation. The pontoons had to take into account the extreme movements between each pontoon and the loads imposed by each to its adjunct pontoon.
Detailed structural analysis and calculations as well as writing reports and findings of FEA studies all for Class approval have been supplied.
Having advised and designed the cradle for lifting, onsite support during construction of the cradle to ensure the lift went as smoothly as possible.
A brief summary of the deck diving experiments can be read in FastFerry International, June 2006. The superstructure being fabricated from very thin plate and being a wide long structure required careful planning in the lifting and designing of the lifting arrangement to prevent any distortion and buckling to the thin scantlings. Ad Hoc Marine Designs advised and reviewed the structural drawings and supplemented this analysis using FEA. The yacht was specially designed to be a “clean deck” which created such huge loads that the structure could have been compromised.
This experience has been used to clarify Classification Society FEA requirements and guidance to offer real practical solutions, not just analytical ones.
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The 26m Swath CTV is under the 24m Loadline rule and complies with the MCA’s “The Workboat Code – Industry Working Group Technical Standard, June 2014, Area Category 1 and Classed by BV. The engines are located in the haunch and therefore easily accessible from the main deck for lifting and general maintenance.
The system is also fitted with a 1 DoF “Docking Mode” control feature that is specifically configured to reduce bow heave motions and reduce the amplitude of the bow vertical motion at zero, and near-zero, vessel speeds.
Variants up to 45m have also been designed for various markets including the Oil & gas Industry and SAR Patrol Boats. The hulls are divided into 3 watertight compartments, with the deckhouse comprising of seating, toilet and air conditioning for the technicians. The principal design of the dock is to accommodate a vessel with a maximum displacement of 600 tonnes and a maximum draft of 3.50m.
Workboats are often at sea for many hours in all sort of hazardous conditions for the crew which can easily lead to fatigue and tiredness. Designing a high speed rudder system to allow turning on rudders not the jets giving an increase in straight-line speed.
As we had plans to completely rebuilt the vessel, and re-engine her at the same time, and do this all under our own control, we needed all sorts of advice and someone who could provide us with new or modified drawings. The cranes being very heavy duty required significant stiffness to transfer the load efficiently. Also advising on many smaller special projects including heavy lifting and turning of hulls and using FEA analysis for Class approval of structural designs. The general arrangement and construction drawings were completed to suit the tight financial budget. Further details of other lifting operations can be found in FastFerry International, September & October 2009. Designs using FEA must eventually become real structure, and Ad Hoc Marine Designs provided real world guidance. Complete comprehenisive detailed plans to build an efficient and reliable retractable skeg for ampere sea kayak. I just bought a set of skeg plans from how to build a wooden flat bottom boat guillemot and his skeg looks vitamin A bit. To ensure maximum revenue earning capability, the dock can be split into two separate units of 35m and 25m.
The vessel called Asherah (and is also the basis for the later 2m stretched verison called the 20T MPC  noted here ), is made of composite hulls and an aluminium extrusion deck. The results provided sufficient information for Rederij Doeksen to make an informed decision about future possibilities and growth within the company.
Also combined together to assist in the design of an 18m GRP Fast Patrol Boat for the Indian Customs, built by DMS in Malaysia. The hull form is of catamaran configuration with special emphasis in the bow shape to cope with working year round in the hazardous North Sea environment. Therefore, understanding FEA results and turning them into real structures to be fabricated has been foremost in Ad Hoc Marine Designs Ltd. A new feature of this SWATH is an evolution in the hull design to enhance the superior seakeeping characteristics whilst maintaining a simple build methodology whilst minimising drag. If you design on installing the skeg from the start kayak skeg plans the kit is fitted near the end of assembly. The dock when joined together to make a 60m dock is shown below, while launching a large catamaran.
Finally arranging the new Safety plan, after Rederij Doeskeon changed the entire layout to suit their varied role.
As we wanted to rearrange the interior it was found necessary to reposition some of the pillars. Based on our input, and wishes, a solution was found, including extra deck beams, and repositioned pillars to ensure the structural integrity.



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