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DragonFoiler / RC Foiling Trimaran

Dragonfoiler rc foiling trimaran, from paul goddard.

Dragon Sailing North America is proud to offer our skippers the latest in cutting edge RC Sailing technology with the affordable  & Revolutionary DragonFoiler, RC Foiling Trimaran brought to you from the mind of  design guru Paul Goddard from New Zealand!

Based on the center hull section of the DragonFlite 95, the DRAGONFOILER is a battle-tested.  affordable and readily available boat you can fly and race! The DragonFoiler Kit is made from 3D Printed PETG Carbon Fiber which is extraordinarily tough and heat resistant! The kit has  fully wound Carbon Fiber support beams and comes either unassembled, or fully Ready-To-Fly with options that make it affordable with widely available DF95 parts and electronics! We offer the DragonFoiler in several different configurations: 

DragonFoiler DF 95 Foiling Trimaran Conversion Kit (No Hull, but all kit components supplied)

DragonFoiler DF 95 Foiling Trimaran Conversion Kit

(with Base Hull,  no servos installed)

Dragonfoiler df 95 foiling trimaran (complete except electronics).

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Producer of the V11 Competition International One Metre Design by Ian Vickers.

Our workshop opened in 2014 with the V8 IOM. Since then we have produced hundreds of hand crafted IOM yachts in the Vickers design range. Yachts that have helped IOM competitors around the world achieve their potential and exceed expectations in competition.

We are currently offering the V11, the innovative design that finished 3rd at the 2019 World Championships in Port Alegre, Brazil.

When our clients return, they know they are tapping in to smart, competitive technology in IOM design and build. Stiff, Lightweight boats, that are Easily Assembled, Fast and Forgiving to sail. Join the fun!

Improve your results at the club and the regatta, with the fast and forgiving V11 from Vickers RC Sailing

Set Up and Sail

The V11 detailing is simple but effective. In conjunction with the V11 Set Up Guide, assembly is straight forward, and vital tuning information assists you to quickly understand and master your V11's potential

Vickers RC Sailing build processes are well refined and thought out.

Our boats are light, stiff and clever,  keeping to a simple and effective philosophy around detailing

The V11 design is a hull, foils and bulb package to compliment the full range of conditions experienced in RC Sailing. The hull design has full volume forward and features the familiar chines and tumblehome of the modern IOM for reduced weight and windage, as well as good tracking characteristics. The V11 features our peaked style foredeck for efficient water shedding when buried downwind and a geometrically strong shape for the forestay and mast ram areas.

Foils are slippery and strategically positioned with the rig to balance the yacht. The V11s forgiving balance through the wind range, allows the skipper to focus on the race at hand, and not rely on micro steering to maintain a consistent VMG.

The rig sits solid on its deck stepped mast step, complimented at deck level with an encapsulating mast gate arrangement over the mast ram. The rudder tube is rigidly supported inside the moulded servo tray. 

Hull construction is from E-Glass Fibreglass Cloth and High Grade Epoxy Resin.

The foils are Carbon Fibre Layup with High Grade Epoxy Resin.

Paint system is a 2 pot Urethane and the boat is thoroughly post cured before finishing.

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Plastic main hatch access. 

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Hardware is Bantock including an adjustable mast ram, adjustable mainsheet post and tiller arm.

All necessary fittings attached for standing and running rigging.

The V11 comes out of our workshop in Beach Haven, Auckland New Zealand and is ready to accept rigs and electrics.

We also make sails that can be added to the order, or ordered separately.

So hit the enquiry button to discuss delivery times and options.

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Essential to success in sailing comes down to the  Rig and how it is set up and tuned. The V11 comes with a Set Up Guide that covers all the expert information needed to set up like the guns. It specifies the hardware, construction and tuning information to get your rig and sails set up and sailing near optimum straight off the bat, so you can enjoy your racing and punch above your weight.

Include Sets of sails from Vickers RC Sailing and enhance the experience.

Vickers Rc Sailing is back taking orders again for the V11

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Radio Controlled Foiling America's Cup Catamaran

Discussion in ' Projects & Proposals ' started by Doug Lord , Apr 3, 2015 .

Doug Lord Flight Ready

Since the rules were just so dramatically changed for the full size boats AND since two of us have already built boats(as AC 55's from the previous thread) I wanted to come up with basic Rules that would be as close to the new rules as possible while allowing the two completed boats to be immediately legal. John Xman suggested length and beam done to a 1/10th scale. That worked well allowing the two completed boats to closely fit while maintaining the proportions of the full size boats. AC4.8RC: Length: 4.8'=57.625" (rounded) Beam: 2.78'=33.375" (rounded) Tentative rules based on my D4Z: --movable ballast system legal and may exceed maximum beam-no restrictions, -- foils may extend outside the maximum beam. --rudders may be transom hung --SA up to 1900sq" --no channel restrictions --no foil type restrictions --no rig restrictions =================== As far as I'm concerned that is the Basic set of rules until more boats are built and an excellent foiling system or systems are developed and proven. -No boat built under these basic rules may later be disqualified or modified in any way by later rule changes. My primary direction now will be to complete and foil my boat with three different foiling systems as well as experiment with the Trapeze Power Ballast System. I would imagine Jim in Australia will be doing similar development . The idea and absolute requirement for a successful RC Americas Cup foiling cat is: 1-that it foils in light air, 2-that it foils upwind, 3-that it routinely gybes on foils, 4-that it is capable of sailing a triangular or windward/leeward course faster than any comparable size monohull. These will be tough requirements to meet but are essential for future growth of the class. The D4Z below is one of the first two AC4.8RC cats and is nearly complete and will be under constant development. Jim in Australia's prototype is under development but is sailing and has foiled for short bursts.  

Attached Files:

D4z stand---2-4-15 006.jpg, d4z trapeze power ballast system 3-21-15 009.jpg, d4z main and rudder foils ready to fly 007.jpg.

Ac4.8rc Here's a link to the main thread about this boat on rc groups: http://www.rcgroups.com/forums/showthread.php?t=2384452  

Ac 4.8RC First AC 4.8RC is sailing in Australia: http://www.rcgroups.com/forums/showthread.php?t=2384452  

D4Z, an AC 4.8RC America's Cup Cat All the electronics ready to install: click-  

D4Z-elec ready to install 4-24-15 005.JPG

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D4Z-AC 4.8 Foiling Cat---Finished! Update here: http://www.boatdesign.net/forums/mu...trimaran-test-model-36058-136.html#post736309  

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New Zealand Radio Yachting Association Inc.

The home of Radio Sailing in New Zealand

One metre Foiling Multi hulls

For those of you that are into high speed foil sailing Ian Holt (Perth Mini 40 man) and boat builder David Burke in Perth Australia have teamed up and have just the answer for you. A new 1.0 meter foiling tri that fits in your car and yes this one really does work, you can use modified 1.0 m rigs. The first boat has just hit the water in Northland and a second boat in Nelson will be sailing soon. In addition there are two more home grown designs in build in Auckland and only a few months away from hitting the water.  The Ian Holt 1.0m box boat still fits inside the Mini 40 rule and is just as fast, lower cost, easy to transport and all the hard work is done for you. If you are interested in acquiring a boat please email Ian direct [email protected] . If there is enough local interest then we hope to see a few boats racing soon.

Scroll the pdf below down (20 pages)

Radio Controlled Model Yachts: An Overview of Design, Types, and Regulations

• By - Kyle Hilson
• Posted on November 14, 2023 November 15, 2023
• Posted in RC Boats

Radio controlled model yachts are miniature replicas of sailing boats that enable enthusiasts to enjoy the sport of sailing in a virtual setting. It is a popular pastime among individuals who enjoy boating but may not have access to a body of water or sailboats in real life. These yachts are controlled by remote, allowing the operator to navigate the yacht through different courses and obstacles. The technology behind these remote control model yachts has come a long way since its beginnings, eventually becoming more sophisticated and able to handle more advanced features. With different types and designs available, enthusiasts can choose the best model that suits their skills and preferences. In this article, we will discuss the history and evolution, types, design and construction, regulations and competitions, as well as the skills needed to operate a radio controlled model yacht.

Evolution of RC Model Yachts: From Steam-Powered to GPS-Enabled

• The history of radio controlled model yachts dates back to the late 1800s, where it was primarily steam-powered.
• During the 1960s, remote control technology became more advanced, and transistors began replacing vacuum tubes in electronic devices, which made it easier for hobbyists to build their own radio controlled boats.
• In the 1990s, digital radios replaced the older analog radios , and the technology saw significant advancements such as using GPS and telemetry to track the yacht’s location and performance.
• Today, the technology behind radio controlled model yachts has come a long way since the early steam-powered boats. More advanced and smaller radios have made it possible to deliver more power to the servos , making them more responsive and quicker.

What are some popular websites for purchasing radio controlled model yachts?

Some popular websites for purchasing radio controlled model yachts are HobbyKing, MyLaps, and Tower Hobbies.

Types of Radio Controlled Model Yachts

There are many different types of radio-controlled model yachts that enthusiasts can control:

• Cruising yachts : These are radio-controlled models of real sailboats used for recreational sailing.
• One-Metre Class : A racing class in which boats should have a hull length of one meter or less overall.
• International One Metre : An International Sailing Federation sanctioned class of up to 1.52 meters in length.
• Marblehead Class : A popular racing class and the most common type of radio-controlled yacht.
• RG-65/DF65 Class : These are available as kitsets, making them helpful for anyone wanting to make their model.

There are several online communities and stores that sell radio-controlled model yachts and parts, which provide enthusiasts with an extensive range of options. These websites allow users to share tips, tricks, and boats’ specifications. For example, the International One Metre Class website provides all the class regulations and has a comprehensive list of events. The local club association of the Marblehead class also has a website that shows races, results, and boats’ technical details.

Where can enthusiasts find high-quality products and parts for radio-controlled model yachts?

Enthusiasts can find high-quality products and parts for radio-controlled model yachts at specialized hobby stores or online retailers.

Materials Used in Radio Controlled Model Yachts

• The design and construction of radio controlled model yachts can vary depending on the materials used:
• Wood : Traditional material that gives the boat a classic look, but it’s not durable and requires substantial maintenance.
• Fiberglass : A lightweight and durable material, commonly used for modern sailboats.
• Plastic : A low-maintenance option that’s relatively easy to assemble, but it’s not as durable or lightweight as other materials.
• Carbon Fiber : One of the most advanced model yacht materials that are expensive and lightweight, providing excellent performance.

Where can I find model yacht plans and building tips?

You can find model yacht plans and building tips online through various hobbyist websites and forums.

Compete in Local, Regional, and National Regattas.

• There are various regulations and competitions established for radio controlled model yachts :
• International Radio Sailing Association ( IRSA ): A governing body that organizes World and Continental Championships in different classes like Marblehead , Ten Rater , and A Class .
• The American Model Yachting Association ( AMYA ): An organization that establishes rules, regulations, and safety guidelines for model yachts in the USA.
• Regatta : A sailing event where radio controlled model yachts compete against each other in different classes and categories.

What organizations establish rules and regulations for radio controlled model yachts?

Organizations such as the International Radio Sailing Association (IRSA) and World Sailing establish rules and regulations for radio controlled model yachts.

Perfecting your skills in radio controlled model yachting.

• Skills required to operate a radio controlled model yacht include:
• Understanding the wind and water conditions that may affect the boat’s movement.
• Knowing how to use the controller and tuning the radio system to get the best signal and range.
• Handling the yacht in challenging situations like under strong wind, navigational hazards, and other boats.
• Trimming the sails and adjusting the rig , keel , and rudder to suit the wind direction and force.
• Maintaining the yacht regularly with proper cleaning, lubrication, and replacement of worn-out parts.

What are some online forums and websites for radio controlled model yacht enthusiasts to connect and find resources?

Some online forums and websites for radio controlled model yacht enthusiasts to connect and find resources include RCGroups, Model Boats Magazine Forum, and RC Sailboats Forum.

In conclusion, radio controlled model yachts are a fascinating hobby that offers a unique experience in the world of sailing. Model yacht enthusiasts can replicate the thrill and challenge of sailing in a controlled environment like a pool or a pond. With technological advancements, the radio-controlled model yacht scene has grown, and there are more options than ever before. From building your yacht to a competition or casual sailing with friends, radio-controlled model yachts provide an opportunity for people of all ages and skill levels to learn, enjoy, and connect with likeminded people worldwide.

As we’ve discussed earlier, radio-controlled model yachts have a rich history, different types, various designs, regulations, required skills, and helpful resources available online. These are just some of the excellent things to know before considering to take on this incredible past-time. So, if you’re looking for a fun, engaging, and affordable way to sail, radio controlled model yachts might be the perfect fit for you. It is an excellent opportunity to create something unique while enjoying nature. So, what are you waiting for? Get your hands on a model yacht, and let’s set sail!

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Yachting World

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Canova – The foiling superyacht designed for comfort

• Toby Hodges
• April 27, 2021

Not only the first foiling superyacht - or foil-assisted superyacht, but the first cruising yacht with a foil, the 142ft Canova is a groundbreaking project in so many ways, says Toby Hodges

Were you to somehow be teleported into foiling superyacht , Canova ’s palatial master cabin while under way – and let’s face it, many of us would like a sudden change of scene these days – you could be forgiven for thinking her owner doesn’t much like sailing.

For starters, it would seem remarkably quiet, thanks to the impressive insulation and a quiet ship system that ensures no unnecessary mechanical noise.

Then consider how surprisingly flat it feels for a monohull under sail, and not just because the generous berth you’re sitting on can gimbal.

However, once you look out of the considerable porthole, see the blue sea streaking past at over 20 knots and notice the orange plank of carbon fibre sticking out to leeward – which is serving to keep the boat a lot more upright than it should otherwise be – you’ll understand you’re actually aboard a truly state-of-the-art superyacht.

Lines and proportions are superb, hence it’s hard to gauge Canova’s size, and her long deckhouse blends in well. Photo: Baltic/Carlo Borlenghi

Anyone studying these pictures of Canova ripping along will quickly realise just how forward-thinking its owner is and how much he actually must enjoy sailing. Indeed, it can be argued that this yacht represents the present and future of cruising at speed and in utmost comfort.

Superyacht of the year

The 142ft/43m Farr design, launched from Baltic Yachts in October 2019, was conceived to be a powerful yet easily handled bluewater cruiser, capable of operating for long periods without specialist assistance.

It was commissioned by a serial yacht owner, who was also keen to minimise emissions by using hydro-generating electric propulsion. Canova was crowned sailing superyacht of the year winner 2020 at the World Superyacht Awards, with the jury commenting that it will “influence the future of sailing superyachts”.

Although this yacht teems with advanced technology throughout, you’ll notice little of it on boarding. You probably won’t even see the foil protruding while the boat is in port. The marvels of engineering have all been hidden behind a wonderfully luxurious cruising layout. Canova is a carbon epoxy wolf dressed in the finest lambswool clothing.

Demonstrating the foil, which retracts to the beam width of the boat. Photo: Baltic/Carlo Borlenghi

I was given a tour of the boat by her captain, Mattia Belleri, who project-managed the design and build over four years. I made the presumably common mistake of thinking Canova would be all about the foil, and while there are many integrated parts to that technological feat alone, I soon came to realise that the boat is full of innovative engineering, all aimed at creating a fast yet comfortable voyager.

Take the elegant, long and low deckhouse design for example, with its acreage of dimmable glass, which affords guests full protection and one-level living comfort.

Then there’s the inventive double deck design forward, which helps create room for a vast sail locker in which drums are stored for the furling foresails. And consider the diesel electric pod drive, which rotates to generate power while sailing.

Article continues below…

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Canova employs the most sustainable tech the yard felt it could use to still ensure it would still sail safely round the world.

The design team is extensive, including Gurit and BAR Technologies, but a lot of credit is given to the owner for his initial and enduring vision. “Everything began in the summer of 2015, when the owner started this quest of merging new technologies, volumes conception and energetic efficiency into a yacht,” Belleri stresses.

Foiling superyacht, Trend or trailblazer?

But let’s first address the talking point feature of the boat: a foil on a cruising superyacht… really?

Let’s remember that when Canova was being designed, monohulls with foils were still only really discussed in cult circles. And while we’ve seen this scene explode in racing, to the point where a boat is boring if it doesn’t fly and miraculously challenge physics, we’ve yet to see any foils employed for cruising purposes at all.

To decide to go ahead and create a foiling superyacht shows serious confidence in the technology.

Hugh Welbourn’s Dynamic Stability Systems (DSS) foil design has proved itself on smaller boats including the Infiniti 46 and 36 over the last decade, and retrofits have been successfully made to existing race boats such as Wild Oats XI and Wild Joe.

Helm stations and sailing systems are concentrated around Canova’s raised andbeamy aft deck. Photo: Baltic/Carlo Borlenghi

The multi-million dollar question here, though, was always going to be whether such a system would work on a 150-tonne superyacht.

In theory, the foil, which protrudes 22ft/6.7m horizontally to leeward to add masses of lift, should create a paradigm shift in fast cruising comfort. It was predicted to reduce heel and help the boat reach in comfort at sustained high speeds.

In practice, during initial sea trials Baltic tested the DSS upwind in 20-24 knots of wind and found not only a VMG increase, but a heel reduction of 30%. “To put these numbers into context, it would take an extra 33,000kg in the keel bulb – the total displacement weight of an IOR maxi – to achieve the same heel reduction,” Baltic reported.

During Canova ’s passage across Biscay in winter, aftersales representative Sam Evans described the yacht as much easier to handle with the foil deployed, “as boatspeed averaged between 20 and 22 knots and topped out at 24 knots”.

The DSS foil has also produced a dramatic reduction in pitching motion – measured at 42% less during trials – an element with which the owner was particularly impressed. Gordon Kay of Infiniti Yachts, the company that markets DSS, describes it as “industry-changing comfort”.

Although it’s a significantly complex piece of engineering, Baltic wanted to make the casing and mechanism to move the foil as simple and reliable as possible. The Finnish yard constructed a full-sized dummy system before the foil itself was fashioned by ISOTOP to within 1mm tolerance tip to toe.

It is controlled using a system of rope pulleys led to a Harken captive winch and, remarkably, can be pulled in or out at up to 17 knots of boatspeed.

As Belleri demonstrates the system, pushing the button to make the fluorescent diving board extend silently outwards, he explains that they wanted length for maximum leverage, but that it had to be practical too, to allow other boats to moor alongside. The resulting appendage is the same length as Canova ’s beam, so although the foil doesn’t retract fully, it meets a straight line to the top of the topsides.

Myriad push-button controls, including for two sets of deflectors, helps allow short-handed control of a powerful yacht. Photo: Baltic/Carlo Borlenghi

After a season spent mainly in the Tyrrhenian, especially in the breezy area between Sardinia and Corsica, Belleri tells me Canova has clocked over 25 knots, “and reaches the early 20s fairly quickly”. He also thinks her light wind performance is incredible: “she can sail at 14 knots in 9 knots of breeze.” “She’s fast, stable, silent and always ready to thrill,” he enthuses. “The foil was aimed primarily at comfort, motion dampening and reduced heeling and it is impressive to see how easily all these points are achieved at the push of a button.”

More retractable appendages

Advanced engineering is employed below the waterline too, in the form of a lifting keel with trim tab and an electrically-powered propeller leg. The latter rotates 170° each way to greatly ease manoeuvring. When sailing, water flow can turn the prop to generate energy and charge the lithium battery bank.

Belleri reports that the regeneration numbers go beyond expectations: “We have been generating many times more energy than required to sustain the yacht’s operational consumption.

Imagine sailing along at high speeds in full comfort, with no noise, no gases and no pollution, in a zero emissions energy balance. It is incredible and a must-try experience.”

Baltic predicts that Canova is able to sail across the Atlantic “using all her systems without recourse to conventional charging using an internal combustion engine”. The composite specialist also points out that the yacht was always devised around bluewater cruising, which means being independent of specialist support.

This includes the ability for it to be serviced without being lifted out. Canova can take her own weight sitting on her lifting keel in the raised position and the skipper told me they also wanted to be able to sail with the keel up in shallow waters. A super duplex stainless steel fin was constructed, with the keel mechanism itself made by APM in Italy.

Hiding the sails

At first glance, the rig may appear relatively conventional. The carbon Rondal mast and boom has electric in-boom furling and Carbolink rigging. A 3.5m batten supports the head of the huge square-top main, which can pass between the flying backstays once reefed.

The closer you look, the more you start to understand that the rig set-up is a clever one for power cruising once sails are unfurled.

The 7m guest tender carries a 1,000lt bladder for fuel bunkering and is housed under the flush foredeck. The 4.6m crew tender stows aft. Photo: Baltic/Carlo Borlenghi

The mast is stepped only slightly forward of the keel trunk, which leaves a large foretriangle area with tack points on deck for storm jib, staysail, self-tacking jib, code and asymmetric sails.

The really neat part is how this canvas stows. The three furling code and asymmetric sails use underdeck drum stowage, all housed in a gargantuan sail locker. The two drums act like giant fire hose reels. “They allow us to hoist and drop the heavy [400kg] furling sails safely, using minimal crew,” Belleri explains.

“I wanted furling sails that were easy to manage,” the skipper continues. The idea is that six permanent crew can run and actively sail the boat around the world and can manage a big (1,200m2) gennaker downwind. The sail options also include a quadrilateral, twin-clewed headsail, developed with Infiniti Yachts to complement the DSS system, which has found favour with the crew for its wide performance range.

The foredeck is kept particularly clean thanks to the intelligent design of hiding a second deck below. This keeps mooring equipment, including capstans, cleats and warps, all away from view yet accessible. The captive winches are also contained here, all built in carbon, which equates to a reported 200kg weight saving on each of the eight winches.

A large portion of the space below the foredeck is reserved for the guest tender. A crane mounts on deck to lift the 1.5 tonne limo into the water. The 7m length of this boat was one of the driving forces for the yacht’s overall dimensions, as the guest tender is also equipped with a 1,000lt bladder to allow for fuel bunkering in remote locations.

This also means there’s a proper watertight bulkhead aft instead of a traditional garage. Instead, the 4.6m crew tender stores in the lazarette under the aft deck. The aft deck itself is high enough to give clear visibility from the two outboard pedestals over the deckhouse and forward. “The idea was to be able to see the jib furler from the helms,” says Belleri.

Influential design

The design and construction of the deckhouse is another standout feature that should influence the design of large cruising yachts in the future. Why? Because of how well it blends into the lines, how much comfort it affords guests, and how well-finished it is for what is a seriously complex piece of engineering.

The guest cockpit, which is fully-protected by the hard bimini extending from the superstructure, is on the same level as the decksaloon. It means the guests have an amazing amount of protected space to enjoy their surroundings with almost unhindered views.

The whole aft section of the roof is freestanding and incorporates side windows that drop down at the push of a button to let fresh air into the guest cockpit.

Dimmable glass is used on the coachroof windows and skylights, all highly UV-protective to spare the interior woodwork. Made by Vision Systems, the dimming level of each window is adjustable.

Electric windows can be lowered to increase fresh air in the guest cockpit. Photo: Baltic/Carlo Borlenghi

As well as incorporating all this glass, the structure and its central supporting bulkhead has to take the 24-tonne loads of the mainsheet track. The traveller stretches over the beam of the roof, which helps keep loaded sheets away from the guest area.

The styling by Lucio Micheletti here – and throughout the interior – is particularly tasteful. It is peaceful and in harmony with the design. The majority of the finish is in teak timber veneers and white panelling, making natural light the star of the show.

Canova ’s general accommodation plan is formidable for cruising purposes. The guest accommodation is all forward of the saloon and central bulkhead. The presumption when you walk into the forward cabin is that this must be the owner’s suite – it certainly feels large and luxurious enough.

This makes for a particularly pleasant surprise then when you find the real deal beneath the deck saloon – in the most sensible, central section of the yacht, which boasts the greatest beam with the least pitching.

The owner’s full-beam suite is located almost amidships where there is least motion. Photo: Baltic/Carlo Borlenghi

The owner’s 65m2 apartment features a gimballing island berth, the largest bathroom or ‘spa’ you could imagine on a sailing yacht, including sauna and carbon fibre bath tub, plus his and hers/walk in wardrobes and washbasin areas. The owners spend a lot of time aboard so the idea was to provide the most comfortable facilities possible.

The crew area is all located abaft the saloon, with a central galley and private access from the aft deck. It’s an excellent design for ensuring privacy between guests and crew, while providing the accessibility serving staff need.

His and hers changing and bathroom areas in the master cabin. Photo: Baltic/Carlo Borlenghi

The day heads and entrance to the engine room are at the foot of the companionway to the saloon. The bank of programmable logic controllers in the control room should warn you that this is no ordinary engine room.

An electric heart

The machinery room proper houses the remarkably compact 420kW propulsion motor, two custom 210kW Cummins generators and six banks of Alkasol lithium-ion batteries.

The benefits of choosing this electric-hybrid route over conventional diesels include less vibration, noise, smell, maintenance, fewer running hours and a fraction of the oil required. And it is much more efficient, because the high-voltage charges are quicker and the gensets never run unnecessarily.

The 750V DC system is supplied by batteries, shorepower or generators. The generators were custom-built in carbon housings to optimise size, weight and performance and can charge the battery bank in two hours. The engineer shows me how everything is controlled from a Toughbook screen, flicking a genset on with the swipe of a finger. Canova can run silently at 9 knots with only one generator running.

I notice how comparatively cool it is in here. The engine room is strictly temperature controlled to a max of 31°C (as opposed to a more conventional 50°C or so). The battery bank and powerful inverters are water-cooled and the gensets have built-in ventilation extraction units.

It also feels alien to be able to talk rather than shout with a genset running. A lot of attention was paid to insulation, particularly as we are only one bulkhead away from the owner’s cabin (the 9m foil running under his berth encouraged the yard to focus intently on insulation). Mounting the batteries vertically also reportedly helps with damping.

Canova is all about mixing comfort with high technology. Micheletti’s styling reflects this technological clean design. Photo: Baltic/Carlo Borlenghi

With such a large battery and electrical capacity, the need for hydraulics is reduced, hence less weight and fewer space-hungry cables. The flexible energy system used means that power can be generated from multiple sources. The captive winches for instance draw energy, but when you sheet out they also create energy that can be tapped.

Belleri says the owner wanted the electric-hybrid technology from the outset, but that it needed to be safe and reliable for bluewater sailing. The environmental side was one of the big draws.

“Superyachting is not a green industry so we tried our best to go that way,” the skipper explains. “But it’s not fully possible without gensets yet.”

Instead he feels that the combination of electric engine, inverters, batteries and generators gives them plenty of redundancy power for cruising. COVID may have put their cruising temporarily on hold, but Canova ’s crew is still gearing up to start a circumnavigation later this year.

Fast forward

We often see technology trickle down from the racing or superyacht sides of sailing, where the large budgets and thirst for technology abound.

Many of the big ideas employed on Canova have been around for some years, including DSS foils and the regenerating drive system. But it takes a bold project (and owner) such as this to integrate them practically before people really take notice.

Canova is like a giant Swiss Army knife: it has so many useful features it can pull out, which stow away to leave a graceful profile. I would go so far as to say the sheer quantity of intelligent design incorporated makes this as innovative a project as we’ve seen to date in the superyachting world.

It is actively using technology, design and engineering that may have a telling effect not only on sailing superyachts, but on many cruising yachts to come. Given a choice, Canova is certainly the boat I would choose to be beamed aboard right now.

If you enjoyed this….

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FEIG ELECTRONIC: Moscow-City Skyscrapers Streamline Parking Access and Control with Secure RFID

Feig electronic partners with isbc group to deploy ucode dna rfid security and parking access control solution in moscow business district.

Weilburg, Germany  — December 3,  2019  —  FEIG ELECTRONIC , a leading global supplier of radio frequency identification (RFID) readers and antennas with fifty years of industry experience, announces deployment of the UCODE DNA RFID security and parking contactless identification solution in the Moscow International Business Center, known as Moscow-City, one of the world’s largest business district projects.

The management of Moscow-City not only selected long-range, passive UHF RFID to implement in its controlled parking areas, it also chose to implement UCODE DNA , the highest form of secure RAIN RFID technology, developed by NXP Semiconductors.

Panoramic view of Moscow city and Moskva River at sunset. New modern futuristic skyscrapers of Moscow-City – International Business Center, toned

“Underscoring NXP’s innovation and leadership in developing advanced RAIN RFID technologies, our UCODE DNA was chosen to be incorporated with the FEIG and ISBC implementation of the contactless identification system in the prestigious Moscow-City,” said Mahdi Mekic, marketing director for RAIN RFID with NXP Semiconductors. “This exciting project represents yet another successful deployment of NXP’s contactless portfolio, and showcases our continued ability to meet the high-security requirements of highly demanding applications without compromising user convenience.”

“UCODE DNA is considered the only identification technology to match the physical protection of a barrier with the cybersecurity necessary to truly protect entrances from unauthorized access,” said Manuel Haertlé, senior product manager for FEIG Electronic. “As a respected contactless payment technology company, FEIG applies security know-how from its payment terminals, which are fully certified according to the latest high-class security standards, into our RFID systems. FEIG vehicle access control RFID readers incorporate advanced secure key storage elements, supporting various methods for secure key injection.”

FEIG’s partner ISBC Group provided the knowledge and support for this successful implementation using  FEIG’s long-range UHF RFID . The resulting system enables authorized vehicle entry into areas reserved for private residential use or corporate tenants, while also allowing availability of temporary, fee-based visitor parking. Thanks to the cryptographic authentication of UCODE DNA, both the tag and reader must go through an authentication procedure before the reader will validate the data from the tag, which is transmitted wirelessly. This level of authentication is typically used in the most secure data communication networks.

“The system’s two-step authentication means that only authorized equipment can handle the secure protocol and the data exchange with the UCODE DNA based tag. Without the required cryptographic secrets, other readers would query the tag in vain, because the tag’s response cannot be interpreted or understood,” said Andrey Krasovskiy, director of the RFID department at ISBC Group. “On top of this, each data exchange in the authentication process is unique, so even if a malicious actor were to intercept the communication, the transmission is only good for a single exchange and the tag’s unique identity is protected from cloning.”

Established in 1992 and still growing, Moscow-City is the revitalization and transformation of an industrial riverfront into a new, modern, vibrant and upscale business and residential district. A mix of residential, hotel, office, retail and entertainment facilities, it is located about four kilometers west of Red Square along the Moscow River. Twelve of the twenty-three planned facilities have already been completed, with seven currently under construction. Six skyscrapers in Moscow-City reach a height of at least 300 meters, including Europe’s tallest building, Federation Tower, which rises more than 100 stories.

Partnering with ISBC and deploying FEIG Electronic RFID solutions, the Moscow International Business Center is delivering security and access control to its city center today, as it grows into the city of tomorrow.

About FEIG ELECTRONIC

FEIG ELECTRONIC GmbH, a leading global supplier of RFID readers and antennas is one of the few suppliers worldwide offering RFID readers and antennas for all standard operating frequencies: LF (125 kHz), HF (13.56 MHz), UHF (860-960 MHz). A trusted pioneer in RFID with more than 50 years of industry experience, FEIG ELECTRONIC delivers unrivaled data collection, authentication, and identification solutions, as well as secure contactless payment systems. Readers from FEIG ELECTRONIC, which are available for plug-in, desktop, and handheld applications, support next-generation contactless credit cards, debit cards, smart cards, NFC and access control credentials to enable fast, accurate, reliable and secure transactions. For more information, visit:  www.feig.de/en

Founded in Moscow in 2002, ISBC Group provides knowledge and support to integrators for their successful implementation of RFID and smart card-based solutions. The company specializes in the distribution of smart card equipment, contact and contactless card manufacturing, smart card and RFID personalization services, and information security.  Its Research and Design Center is focused specifically on RFID, primarily HF and UHF solutions with NXP tags, and software development for the smart card industry. For more information visit:  https://isbc-cards.com/

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Baltimore bridge collapses after powerless cargo ship rams into support column; 6 presumed dead

A cargo ship lost power and rammed into a major bridge in Baltimore early Tuesday, destroying the span in a matter of seconds and plunging it into the river in a terrifying collapse. Six people were missing and presumed dead. (AP production by Javier Arciga) (Thumbnail image: Maxaar Technologies via AP)

A cargo ship lost power and rammed into a major bridge in Baltimore early Tuesday, destroying the span in a matter of seconds and plunging it into the river in a terrifying collapse. Six people were missing and presumed dead. (AP production by Javier Arciga)

Authorities say all six workers missing after a Baltimore bridge collapsed Tuesday are presumed dead and the search for them has been suspended until Wednesday morning.

As authorities piece together what led to the bridge collapse in Baltimore, Capt. Michael Burns, Jr., of the Maritime Center for Responsible Energy, says the ship appeared to lose power at the worst time possible. (AP Video: Rodrique Ngowi)

Transportation Secretary Pete Buttigieg says path to rebuilding Baltimore bridge will not be easy

Sunrise shows damage to Baltimore bridge after being rammed by container ship

A container ship lost power and rammed into a major bridge in Baltimore early Tuesday, causing it to snap and plunge into the river below. Several vehicles fell into the chilly waters, and rescuers are searching for survivors. (25 March 2024) (AP video: Rick Gentilo)

A container ship has rammed into a major bridge in Baltimore, causing it to snap and plunge into the river below. Several vehicles fell into the chilly waters early Tuesday, and rescuers searched for survivors. (26 March 2024)

A container ship lost power and rammed into a major bridge in Baltimore early Tuesday, causing it to snap and plunge into the river below. Several vehicles fell into the chilly waters, and rescuers are searching for survivors.

President Joe Biden says he plans to travel to Baltimore “as quickly as I can” and that he intends for the federal government to pick up the entire cost of rebuilding the collapsed Francis Scott Key Bridge.

A container ship lost power and rammed into a major bridge in Baltimore, causing the span to buckle into the river below. The collapse plunged a construction crew and several vehicles into the dangerously cold waters.

A cargo ship lost power and rammed into a major bridge in Baltimore early Tuesday, destroying the span in a matter of seconds and plunging it into the river in a terrifying collapse. Six people were missing. (AP video by Steve Helber) (AP production by Javier Arciga)

The National Transportation Safety Board is launching a team to investigate a cargo ship that lost power and rammed into Baltimore’s Francis Scott Key Bridge early Tuesday causing the bridge to collapse.

A container ship rests against wreckage of the Francis Scott Key Bridge as night falls on Tuesday, March 26, 2024, as seen from Sparrows Point, Md. The ship rammed into the major bridge in Baltimore early Tuesday, causing it to collapse in a matter of seconds and creating a terrifying scene as several vehicles plunged into the chilly river below. (AP Photo/Matt Rourke)

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A Coast Guard cutter passes a cargo ship that is stuck under the part of the structure of the Francis Scott Key Bridge after the ship his the bridge Tuesday, March 26, 2024, in Baltimore, Md. (AP Photo/Steve Helber)

This satellite image provided by Maxar Technologies shows a view of the Francis Scott Key Bridge that was struck by a container ship in Baltimore, Md., on Tuesday, March 26, 2024. The container ship lost power and rammed into the major bridge causing the span to buckle into the river below. (Maxaar Technologies via AP)

A cargo ship is stuck under the part of the structure of the Francis Scott Key Bridge after the ship hit the bridge Tuesday, March 26, 2024, in Baltimore, Md. (AP Photo/Steve Helber)

People gather for a vigil near the scene where a container ship collided with a support on the Francis Scott Key Bridge, at Mount Olive Baptist Church in Dundalk, Md., Tuesday, March 26, 2024. (AP Photo/Matt Rourke)

Parts of the Francis Scott Key Bridge remain after a container ship collided with one of the bridge’s support Tuesday, March 26, 2024 in Baltimore. The major bridge in Baltimore snapped and collapsed after a container ship rammed into it early Tuesday, and several vehicles fell into the river below. Rescuers were searching for multiple people in the water. (WJLA via AP)

A boat moves past a container ship as it rests against wreckage of the Francis Scott Key Bridge on Tuesday, March 26, 2024, as seen from Pasadena, Md. The container ship lost power and rammed into the major bridge in Baltimore early Tuesday, causing it to snap and plunge into the river below. Several vehicles fell into the chilly waters, and rescuers searched for survivors. (AP Photo/Mark Schiefelbein)

A container rests against wreckage of the Francis Scott Key Bridge on Tuesday, March 26, 2024, as seen from Sparrows Point, Md. The ship rammed into the major bridge in Baltimore early Tuesday, causing it to collapse in a matter of seconds and creating a terrifying scene as several vehicles plunged into the chilly river below. (AP Photo/Matt Rourke)

A container ship as it rests against wreckage of the Francis Scott Key Bridge on Tuesday, March 26, 2024, as seen from Dundalk, Md. The ship rammed into the major bridge in Baltimore early Tuesday, causing it to collapse in a matter of seconds and creating a terrifying scene as several vehicles plunged into the chilly river below. (AP Photo/Matt Rourke)

A Coast Guard cutter passes a cargo ship that is stuck under the part of the structure of the Francis Scott Key Bridge after the ship hit the bridge Tuesday March 26, 2024, in Baltimore, Md. (AP Photo/Steve Helber)

Maryland Gov. Wes Moore, left, speaks during a news conference as Sen. Chris Van Hollen (D-MD) looks on near the scene where a container ship collided with a support on the Francis Scott Key Bridge, Tuesday, March 26, 2024 in Baltimore. The major bridge in Baltimore snapped and collapsed after a container ship rammed into it early Tuesday, and several vehicles fell into the river below. Rescuers were searching for multiple people in the water. (AP Photo/Steve Ruark)

From left, Sen. Chris Van Hollen (D-Md.), Bill DelBagno, FBI special agent in charge of the Baltimore field office, Maryland Gov. Wes Moore and Paul J. Wiedefeld, Maryland’s transportation secretary, hold a news conference near the scene where a container ship collided with a support on the Francis Scott Key Bridge, Tuesday, March 26, 2024 in Baltimore. The major bridge in Baltimore snapped and collapsed after a container ship rammed into it early Tuesday, and several vehicles fell into the river below. Rescuers were searching for multiple people in the water. (AP Photo/Steve Ruark)

National Transportation Safety Board Chair Jennifer Homendy speaks during a news conference hold a news conference near the scene where a container ship collided with a support on the Francis Scott Key Bridge, in Dundalk, Md., Tuesday, March 26, 2024. (AP Photo/Matt Rourke)

An American flag flies on a moored boat as the container ship Dali rests against wreckage of the Francis Scott Key Bridge, Tuesday, March 26, 2024, as seen from Pasadena, Md. (AP Photo/Mark Schiefelbein)

Follow AP for live coverage of Baltimore’s Key Bridge collapse

BALTIMORE (AP) — A cargo ship lost power and rammed into a major bridge in Baltimore early Tuesday, destroying the span in a matter of seconds and plunging it into the river in a terrifying collapse that could disrupt a vital shipping port for months. Six people were missing and presumed dead, and the search for them was suspended until Wednesday morning.

The ship’s crew issued a mayday call moments before the crash took down the Francis Scott Key Bridge, enabling authorities to limit vehicle traffic on the span, Maryland’s governor said.

As the vessel neared the bridge, puffs of black smoke could be seen as the lights flickered on and off. It struck one of the bridge’s supports , causing the structure to collapse like a toy, and a section of the span came to rest on the bow.

With the ship barreling toward the bridge at “a very, very rapid speed,” authorities had just enough time to stop cars from coming over the bridge, Maryland Gov. Wes Moore said.

“These people are heroes,” Moore said. “They saved lives last night.”

In the evening, Col. Roland L. Butler Jr., superintendent for Maryland State Police, announced that the search and rescue mission was transitioning to one of search and recovery. He also said the search was being put on pause and divers would return to the site at 6 a.m. Wednesday, when challenging overnight conditions were expected to improve. No bodies have been recovered, Butler said.

The crash happened in the middle of the night, long before the busy morning commute on the bridge that stretches 1.6 miles (2.6 kilometers) and was used by 12 million vehicles last year.

The six missing people were part of a construction crew filling potholes on the bridge, said Paul Wiedefeld, the state’s transportation secretary.

Guatemala’s consulate in Maryland said in a statement that two of the missing were citizens of the Central American nation. It did not provide their names but said consular officials were in contact with authorities and assisting the families.

Honduras’ Deputy Foreign Affairs Minister Antonio García told The Associated Press that a Honduran citizen, Maynor Yassir Suazo Sandoval, was missing. He said he had been in contact with Suazo’s family.

And the Washington Consulate of Mexico said via the social media platform X that citizens of that nation were also among the missing. It did not say how many.

A senior executive at the company that employed the workers also said, in the afternoon, that the workers were presumed dead given the water’s depth and how much time had passed.

Jeffrey Pritzker, executive vice president of Brawner Builders, said the crew was working in the middle of the bridge when it came down.

“This was so completely unforeseen,” Pritzker said. “We don’t know what else to say. We take such great pride in safety, and we have cones and signs and lights and barriers and flaggers.”

Jesus Campos, who has worked on the bridge for Brawner Builders and knows members of the crew, said he was told they were on a break and some were sitting in their trucks.

“I know that a month ago, I was there, and I know what it feels like when the trailers pass,” Campos said. “Imagine knowing that is falling. It is so hard. One would not know what to do.”

Father Ako Walker, a Roman Catholic priest at Sacred Heart of Jesus, said he spent time with the families of the missing workers as they waited for news of their loved ones.

“You can see the pain etched on their faces,” Walker said.

Rescuers pulled two people out of the water, one of whom was treated at a hospital and discharged hours later. Multiple vehicles also went into the river, although authorities did not believe anyone was inside.

“It looked like something out of an action movie,” Baltimore Mayor Brandon Scott said, calling it “an unthinkable tragedy.”

A police dispatcher put out a call just before the collapse saying a ship had lost its steering and asked officers to stop all traffic on the bridge, according to Maryland Transportation Authority first responder radio traffic obtained from the Broadcastify.com archive.

One officer who stopped traffic radioed that he was going to drive onto the bridge to alert the construction crew. But seconds later, a frantic officer said: “The whole bridge just fell down. Start, start whoever, everybody ... the whole bridge just collapsed.”

On a separate radio channel for maintenance and construction workers, someone said officers were stopping traffic because a ship had lost steering. There was no follow-up order to evacuate, and 30 seconds later the bridge fell and the channel went silent.

From 1960 to 2015, there were 35 major bridge collapses worldwide due to ship or barge collisions, according to the World Association for Waterborne Transport Infrastructure.

Tuesday’s collapse is sure to create a logistical nightmare along the East Coast for months, if not years, shutting down ship traffic at the Port of Baltimore, a major hub. The loss of the bridge will also snarl cargo and commuter traffic.

“Losing this bridge will devastate the entire area, as well as the entire East Coast,” state Sen. Johnny Ray Salling said.

Transportation Secretary Pete Buttigieg said at a news conference that it was too soon to estimate how long it will take to clear the channel, which is about 50 feet (15 meters) deep.

What we know about the Baltimore bridge collapse:

— Agencies received emergency calls around 1:30 a.m. local time reporting that a ship leaving Baltimore had struck a column on the bridge.

— The operators of the cargo ship lost power and issued a mayday call moments before the vessel crashed, Maryland’s governor said.

— Multiple people have been pulled from the water; the search for others is ongoing .

Read more: A list of major US bridge collapses caused by ships and barges.

“I do not know of a bridge that has been constructed to withstand a direct impact from a vessel of this size,” he said.

The Dali, which was headed from Baltimore to Colombo, Sri Lanka and flying under a Singapore flag, is about 985 feet (300 meters) long and about 157 feet (48 meters) wide, according to according to data from Marine Traffic.

Synergy Marine Group, which manages the ship, confirmed that it hit a pillar of the bridge at about 1:30 a.m. while in control of one or more pilots, who are local specialists who help guide vessels safely into and out of ports. The ship is owned by Grace Ocean Private Ltd.

Synergy said all crew members and the two pilots on board were accounted for, and there were no reports of any injuries.

AP AUDIO: Cargo ship hits Baltimore’s Key Bridge, bringing it down. Rescuers are looking for people in water.

AP correspondent Donna Warder reports on the search for victims following a bridge collapse in Baltimore.

Baltimore’s Francis Scott Key Bridge collapse is shown early morning, Tuesday, March 26, 2024 from Riviera Beach, Md. (AP Photo/Nathan Ellgren)

The ship was moving at 8 knots, roughly 9 mph (14.8 kph), the governor said.

Inspectors found a problem with the Dali’s machinery in June, but a more recent examination did not identify any deficiencies, according to the shipping information system Equasis.

Danish shipping giant Maersk said it had chartered the vessel.

Jagged remnants of the bridge could be seen jutting up from the water in the aftermath of the collapse. The on-ramp ended abruptly where the span once began.

Donald Heinbuch, a retired chief with Baltimore’s fire department, said he was startled awake by a deep rumbling that shook his house for several seconds and “felt like an earthquake.” He drove to the river’s edge and couldn’t believe what he saw.

“The ship was there, and the bridge was in the water, like it was blown up,” he said.

The bridge spans the Patapsco River at the entrance to the busy harbor, which leads to the Chesapeake Bay and Atlantic Ocean. Opened in 1977, the bridge is named for the writer of “The Star-Spangled Banner.”

Wiedefeld said all vessel traffic into and out of the port would be suspended until further notice, though the facility was still open to trucks.

Parts of the Francis Scott Key Bridge remain after a container ship collided with a support Tuesday, March 26, 2024 in Baltimore. (WJLA via AP)

President Joe Biden said he planned to travel to Baltimore and intends for the federal government to pick up the entire cost of rebuilding.

“This is going to take some time,” Biden said.

Last year the Port of Baltimore handled a record 52.3 million tons of foreign cargo worth $80 billion, according to the state.

The head of a supply chain management company said Americans should expect shortages of goods from the collapse’s effect on ocean container shipping and East Coast trucking.

“It’s not just the port of Baltimore that’s going to be impacted,” said Ryan Petersen, CEO of Flexport.

The collapse, though, is not likely to hurt worldwide trade because Baltimore is not a major port for container vessels. its its facilities are more important when it comes to goods such as farm equipment and autos, said Judah Levine, head of research for global freight booking platform Freightos.

Associated Press journalists around the world contributed to this report, including Sarah Brumfield, Rebecca Santana, Jake Offenhartz, Joshua Goodman, Ben Finley, Claudia Lauer, Brian Witte, Juliet Linderman, David McHugh, John Seewer, Michael Kunzelman and Mike Catalini.

Baltimore bridge collapse: Ship loses power then starts smoking - what CCTV and marine tracking tells us about what happened

Sky News's Data & Forensics unit looks at what happened in the minutes before the container ship hit the Francis Scott Key Bridge in Baltimore

By Adam Parker, OSINT editor

Tuesday 26 March 2024 13:52, UK

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CCTV video and marine tracking data shows the Dali container ship lose power, adjust its course and start smoking before hitting the Baltimore bridge.

The Singapore-flagged container ship left the Port of Baltimore at around 12.45am local time. Its destination was Colombo in Sri Lanka.

In just over four minutes, the vessel changes course, loses power, starts smoking and hits the Baltimore bridge.

As the Dali approaches the Francis Scott Key Bridge at 1.24:32am local time it appears to lose power for around 60 seconds.

Around the same time, ship tracking data on MarineTraffic shows the Dali alter course as it approaches the bridge.

Its highest registered speed between the port and the bridge is 8.7 knots, it starts to slow down around 1km from the bridge. Its last registered speed is 7.6 knots between 100m and 200m from the bridge.

Just over a minute after appearing to lose power the ship starts producing black smoke.

More on Baltimore Bridge Collapse

Power went out on ship moments before crash - this is what we know

Baltimore bridge collapse: Audio of first responder call emerges - 'the whole bridge just fell down'

End of an era in Baltimore after bridge collapse leaves residents in disbelief

Related Topics:

• Baltimore bridge collapse
• Data and Forensics

The lights go out for a second time just over two minutes before it hits the bridge.

According to the timings on the CCTV, the ship hits the bridge at 1.28:44am. Four seconds later the bridge collapses.

The evidence appears to tally with a report from ABC News in the US which has cited unclassified intelligence that the container ship lost propulsion as it was leaving port and crew notified officials they had lost control.

'There should be no room for one-person errors'

A maritime safety expert says the "most likely" cause of the crash was a failure in the ship's machinery.

David McFarlane, director of Maritime Risk and Safety Consultants Ltd, has told Sky News: "The first thing that springs to my mind is: was there a sudden fault with the ship's engines or the steering gear? The other, of course, is: was there a navigational error?"

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Mr McFarlane says a human error was less likely because of the number of people who would have been on duty.

He adds: "There should be no room for one-person errors because one of the other people should jump in and say 'hang on...'

"The most likely cause of this is a failure in machinery or steering gear, but we just won't know until the authorities have been on board. And even then, they're unlikely to say what's been going on for some considerable time."

Keep up with all the latest news from the UK and around the world by following Sky News

More than 10 boats help rescue

According to MarineTraffic data, the first ship to arrive around 10 minutes later is a tug Eric Mcallister. It helped the 300-metre container ship leave the port.

It is joined by a second tug Bridget Mcallister and a search and rescue vessel around 25 minutes after the bridge is hit.

More than 10 boats are now involved in the rescue.

Flight tracking data from Flightradar24 shows a police helicopter arriving at 2.04am local time. A coastguard helicopter comes from Atlantic City and arrives at 4.42am.

Vessel involved in separate incident in 2016

The Singapore-flagged ship was previously involved in a minor incident when it hit a quay at the Port of Antwerp in Belgium in 2016, according to maritime accident site Shipwrecklog.

The vessel was reportedly damaged in the incident, but there were no injuries or pollution issues reported.

The Data and Forensics team is a multi-skilled unit dedicated to providing transparent journalism from Sky News. We gather, analyse and visualise data to tell data-driven stories. We combine traditional reporting skills with advanced analysis of satellite images, social media and other open source information. Through multimedia storytelling we aim to better explain the world while also showing how our journalism is done.

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