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The marine world has always had a fascination with combining multiple things into #WeirdBoats. #culture #weirdboats

A Hawaii startup has pitched an interesting concept for 3D printed boats using volcanic rock. Recreational boatbuilders may want to follow their progress. A Hawaii-based startup is proposing a different way to build boats - not with moulds, fibreglass, and conventional production lines, but with industrial-scale 3D printers using materials the recreational boating industry has never used before. Voltage Materials, and its subgroup Voltage Vessels, is making headlines in the industrial boating sector thanks to a recent submission to the U.S. Navy and the Pentagon. The upstart company submitted a six-metre (19'8") rigid hull inflatable boat (RIB) design for U.S. maritime defense that was built using a new process called "large-format additive manufacturing." The process using large-scale 3D printers rather than traditional marine construction methods like resin infusion, vacuum bagging, or hand lamination. Voltage also built the vessel using a proprietary material it calls Eclipse X9, which combines recycled PETG thermoplastic and what's called "chopped Basalt fiber reinforcement." Basalt itself is volcanic rock, which, when melted down, can be elongated into a fibrous material that bonds with materials like thermoplastic. Together, the plastic/Basalt hybrid carries a similar rigidity to boating materials like fibreglass, but also a degree impact resistance similar to Kevlar. The manufacturing process is what has the military's attention, but the Basalt fabric could also have related benefits with respect to marine radios, VHF, and GPS. According to 3D Printing Industry: "Basalt fiber’s electrical non-conductivity gives Eclipse X9 a low dielectric constant, it does not reflect radar energy or interfere with the RF signals that autonomous naval systems depend on for navigation, communication, and sensor operation. That is a practical advantage over aluminum and carbon fiber hulls, though RF transparency remains under evaluation for specific frequency ranges." While the Voltage Vessels 3D printed boat is being positioned for maritime defense applications, the manufacturing process behind it, and the materials it uses, could also have interesting implications for mainstream boating. Performance data from Voltage Materials testing with the University of Maine Advanced Structures and Composites Center The majority of recreational fibreglass boats built today use moulds and a core group of resin processes to solidify the materials. To build those hulls, manufacturers must invest heavily in tooling before production even begins by building massive moulds that are used repeatedly to produce hulls and a boat's primary components. That process works well for high-volume production because the upfront cost of moulds is spread across many boats over time, but it also means the tooling requires storage, transportation, maintenance, and significant investment before a single hull can be produced. The approach used by Voltage largely removes the mould from the equation. Instead of creating tooling and laying fibreglass into a mould, large-format industrial 3D printers deposit composite material layer by layer directly from digital design files. The hull is built as a printed structure rather than a moulded one. In this process, changes to the design can theoretically be made digitally, rather than by creating new moulds, and production can theoretically take place closer to where boats are needed rather than exclusively in centralized factories. In other words, it has the potential to make manufacturing mobile to some degree, and it also allows for customization on a boat-by-boat basis. For Voltage Vessels, their proposal to the U.S. Navy involves an output of 15,000 metric tons of material annually, meaning they could make as many as 25,000 hulls per year of their 6-metre (19'8") RIB at a weight of 1300 lbs each (590 kg). Voltage Vessels has also pitched other prototypes using the same production methods The company says the concept of "distributed manufacturing" is one of their primary goals behind the project. Rather than shipping finished boats or storing extensive inventories, manufacturers can potentially store digital files and produce structures where and when demand exists. While 3D printing of boat hulls is still in its infancy, the capability to build anywhere, quickly, and on-demand could completely reorganize the manfucturing supply chain. The Basalt material also differs significantly from traditional fibreglass construction. Basalt fiber is becoming increasingly common in industrial composite applications because of its corrosion resistance and chemical stability. When Voltage Vessels tested the fabric with the University of Maine Advanced Structures and Composites Center, the material retained more than 90 percent of its strength after more than two years of saltwater immersion while maintaining low water absorption figures. If the material proves seaworthy long-term, it could increasingly replace fibreglass as manufacturers adopt new methods to build boats not only faster, but also stronger and more weather-resistant. The burdensome requirements of maintaining and storing moulds may also be welcomed by some of the industry's lower volume manufacturers and specialty builders where tooling costs represent a large percentage of the company's overall expenses. Building and stocking replacement parts could also change drastically as companies could build on a made-to-order basis, rather than keeping a large physical stock taking up valuable floor space. For some of the industry's largest manufacturers, it could also reduce the storage requirements for the countless moulds for each model that includes the hull, deck, and primary components like hardtops, stanchions, and structural supports. As it stands, companies like Voltage Vessels are te first wave of potential wholesale changes to marine manufacturing. Their concept of additive manufacturing still has limitations compared to established recreational boat production methods, but that doesn't mean boaters shouldn't be paying attention, either. While large-format printing is still relatively slow compared to established mass production processes, once industrial-scale printing becomes capable of producing full-size hulls, the potential for large scale change becomes possible. Right now, 3D printed structures require finishing and post-processing work, much like existing fibreglass methods, which adds a similar degree of labor to the manufacturing process. So while traditional fibreglass construction has decades of real-world operating history behind it, large-scale printed composite hulls could change how we approach marine manufacturing once the bugs are worked out. For now, Voltage's six-metre (19'8") RIB will remain a defense project rather than a recreational product. But, as with many economic advancements in our history, they were adopted early by the military industrial complex before cascading into commercial manufacturing later on. While any wholesale changes to recreational boatbuilding would be massive, complicated, and time-consuming, especially during the current period of larger economic turmoil, manufacturing boats from digital files rather than moulds presents an interesting idea for the future. Boaters like to go fast, and building boats even faster would certainly have its appeal. #news #culture

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Stratosphera is a hydrofoiling pod that packs a surprising amount of power We've covered a lot of #WeirdBoats Check out the Stratosphera in the video below: #culture #weirdboats

The Chartwell Marine trimaran hydrofoil (left) and an E1 'Racebird' (right) At first glance, it's easy to look at a trimaran hydrofoil and assume it's a novelty -- some abstract idea cooked up by a marine engineer with time on their hands and eccentricity in their heart. They look a little like a Star Wars X-Wing, or a wind-up children's toy meant for scooting around the bathtub. But, even with all their quirks, you'll probably see more of them soon. Why? Because, despite their radical appearance, they work. Last week, British company Chartwell Marine announced the development of a trimaran hydrofoiling electric ferry. Amidst the myriad electric boating announcements these days, one could overlook the news as another R&D project rooted in concept more than reality. But that's not the case. The boat is a collaboration between Chartwell, Solent University, and Newcastle Marine Services, and its mission is to develop a cost-effective zero-emission foiling ferry for commercial purposes. In other words, Chartwell and its collaborators are designing a hydrofoil that will ferry passengers by boat instead of bus, car, or train. It's intended to get commuters away from noisy and polluting diesel ferries and into public transportation that is quieter, more efficient, and more sustainable. The premise is growing in popularity -- California’s Lake Tahoe just added an electric hydrofoiling ferry to its public transport system to ease road congestion around the popular tourist destination. The Chartwell trimaran concept in testing The 'TriFoiler' from Chartwell features a lightweight trimaran hull, a fixed main foil, and a foiling actuating rudder. Arguably it's most unusual detail is that it places the batteries in the sponsons, away from the passenger area, to enhance safety and maximize space onboard. The placement also changes the boat's weight distribution and center of gravity to affect the boat's lift and performance during acceleration and cruising. “Given that electric power has a lower energy density compared to traditional fuels, minimizing energy usage is crucial for achieving optimal results. Finding the balance between efficiency and reliability is key. We are very excited about the TriFoiler concept," says Andy Page, Managing Director of Chartwell Marine. The Tri-Foiler is currently undergoing sea trials and the findings are expected to be shared at the end of April 2025. If the boat performs as expected, Chartwell intends to move forward with a full-scale, 24-metre (78 foot), 40-passenger foiling ferry capable of speeds up to 28 knots (32 mph). If you look at the Tri-Foiler close enough, you might also notice the resemblance to something else — an E1 'Racebird.' What's a Racebird , you might be asking? It's the electric racing foil used by the E1 Racing Series -- a hull designed in secret and used exclusively in the new league. When the series launched in 2024, E1 took the old template for offshore powerboat racing and flipped it on its head. They’re taking a radical new hydrofoil and power source and pushing the potential of electric boating forward. The E1 Series has some serious resources, too. There are nine teams in the league, with the likes of Tom Brady , Rafael Nadal , Didier Drogba, and Steve Aoki serving as team owners. There are also partnerships with other big name yacht makers like Sunseeker and Azimut. The series went through a developmental phase where swaths of engineers tweaked the 'Racebird' concept until it reached speed and handling capabilities beyond any other hydrofoil ever produced. The series travels the world to renowned waterfront cities -- places like Venice, Monaco, Doha, and Miami. It's trying to reimagine the future of boating, and people are starting to notice. The E1 Series E1-X motor On the technical side, the Racebird uses a 150 kW motor (roughly equivalent to 200 hp) that pushes top speeds above 50 knots (57 mph). Their carbon fiber hulls and advanced battery systems make them ultra-lightweight, efficient, and extremely maneuverable -- a key feature for withstanding the G-forces of E1's tight courses. The E1 Racebird harkens back to the same base as the Chartwell Trifoiler, albeit with a little more 'juice' to work with. The Chartwell design bears a noticeable difference in the design with the sponsons, but the reasoning comes from the differences in intended usage. One is intended to provide stability and comfort for public transport, the other is intended to improve banking and shoot around turns without losing speed. Similar in necessity, different in function. The Racebird is smaller than the Chartwell design at 24 feet (7.3 m), but it wasn't designed to consider extra passengers, either. The Racebird seats two passengers -- a pilot and co-pilot -- while the TriFoiler is meant to host up to 40 passengers across its 78-foot (24 m) main deck. In short, the keen eyes of the boating world have picked up on the potential of the trimaran hydrofoil and decided to push its development forward. The E1 Series itself states on its website that "the technology developed for Racebirds may influence future commercial electric boats, paving the way for more sustainable marine transportation." There's also the matter of the top secret Mercury Marine outboards on the Racebirds. While it isn't confirmed, the unannounced appearance of Mercury Marine 'HVe' outboards at boat shows have a strikingly similar appearance to the 'E1-X' motor used in the E1 series, but neither Mercury Marine nor E1 has publicly disclosed the details. One might assume the HVe is the forthcoming public version of the highly secretive experimental racing motor. (Editor's Note: we noticed these motors at the Vancouver International Boat Show in January, but there is still no word from Mercury about their existence. We asked the boat owner, but they were unable to discuss details. The motors are currently being tested on recreational platforms.) So what does this all mean for the future of the hydrofoiling trimaran? No one has a crystal ball, and the boating world is famously turbulent, but some facts remain. The hydrofoil concept has been around since the early 1900s , so it stands to reason that its continuing reappearance is because its potential cannot be overlooked. Battery technology has also accelerated at a fever pitch as auto manufacturers, boatbuilders, and commercial enterprises have devoted resources to developing batteries that are more capable and longer lasting. Perhaps we've reached the point where hydrofoils, trimarans, and battery capability have ascended enough to make a once novel idea a realistic possibility. Maybe it’s time the trimaran steered us into the future. If you watch an E1 race, it's easy to see why the hydrofoil keeps coming back. It's amazing to see a boat snap around turns at 50 mph in a way that gas-powered boats simply can't do. Chartwell's design also proves that the trimaran hydrofoil might hold the potential to building commercial vessels beyond standard flatbottom hulls and gas-powered engines. Maybe the future is now. #news #e1racing #chartwellmarine

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Airborne Entertainment YouTube If you've been boating for any length of time, you've probably seen your fair share of odd designs. It's part of boating culture. Boaters have this strange innate tendency to modify, adapt, and re-design everything that floats. Nothing stays sacred for long, or at all. There is little contemplation about whether or not an existing design needs an upgrade. It just does. That's why it shouldn't be particularly surprising that a couple good 'ole boys decided to meld a mid-1990s Ford Ranger with a pair of Mercury 115 outboards. No, I'm not talking about putting the outboards on the tailgate and turning the little truck into a serviceable 'boat' (although that does happen later). I'm talking about taking the engine out of the Ranger and replacing it with twin Mercury outboards as its power source. It's not a boat at all, really. It's a truck. Powered by outboards. Because why not? The best part is that the Franken-boat built by YouTubers Airborne Entertainment isn't their first crack at the concept -- they've already done it once with a single Johnson 75 outboard (which you can watch in Part 1 ). But, boys being boys, they bought an old boat that came with a couple Mercury 115's, so they figured the Ranger needed more danger. To make the conversion, the fellas purchased two old 'donor boats' (which are for sale, if you're interested), removed the single Johnson 75, and then went about turning the Ranger's engine bay into a capable twin outboard setup. The engineering itself is remarkable, even if it serves as nothing more than entertainment (which it certainly is). The Ranger no longer uses a gas pedal -- the throttle body from the Merc is installed on the center console, so sitting at the 'helm' of the Ranger isn't all that different than sitting at the helm of the old Four Winns boat that the engines came from. There's just the small issue of having to run a throttle and a transmission -- the throttle for the outboards and the shifter for the Ranger. It's a delicate process, as you'll see. There's also the small water of keeping water tanks in the truck bed to feed the motors, but let's not fixate on the details... The Merc Ranger is no slouch. It hits a top speed of 47 mph (75 km/h) before things go... south, shall we say. But you'll be pleased to know that with a couple small modifications the Ranger can almost work as a boat. Almost. Further R&D is needed. We reached out to the guys at Airborne Entertainment for an interview, but we assume they're too busy in the shop making modifications to this epic 'boat.' Give them a follow. You can see the whole thing in the video below: #culture

It's no secret at the Blurb that we appreciate the fine art of #WeirdBoats . Very rarely does a boat propeller get #WeirdBoat treatment, but this one cannot be ignored. You can get an inside look at their designs and philosophy in the video below: #news #culture #weirdboats

H/T Ripley's and MyModernMet #news #culture #weirdboats

Myers, Florida with a knack for comedy and a even bigger love for one of our most beloved subjects - #WeirdBoats #news #culture #weirdboats