US NAVY`S

FUEL
ECONOMY
& HIGH SPEED CRAFT
Vol.7 ISSUE 36 2008
www.incat.com.au
the MAGAZINE
US NAVY’S
MILITARY SEALIFT COMMAND
Charter 061
ISSUE 36/OCT2008
ITM
INCAT the MAGAZINE
5
Editor’s Page
EDITOR:
Kim Clifford - [email protected]
6-7
Clifford’s Column
9
World News
EDITORIAL:
Justin Merrigan, Mike Jackson
The Right Berth for the Job
10 - 11
ADVERTISING:
A Smoother, Cleaner Bottom
12 - 13
Kim Clifford, Karyn Anderson
Building Aluminium High
Performance Ships for the World
14 - 15
DESIGN:
Abbey Doggett - Graphic Artist
Coregas & WTIA Tradesperson
of the Year award
16
VESSEL MODELS:
Is Slowing Down always the Answer?
17
Gordon Stewart
New Engine Targets Power,
Economy and Ecology
18 - 20
Fuel Economy at SpeedFerries
22 - 23
Bettina Bomford - Senior Designer
CONTACT:
AUSTRALIA
Incat the Magazine
18 Bender Drive
Hobart, Tasmania 7009, Australia
Tel:
+61 3 6271 1333
Fax:
+61 3 6273 0932
Email: [email protected]
EUROPE
Incat Europe ApS
Dr. Tvaergade 30,3
DK1302 Copenhagen K, Denmark
Tel:
+45 3314 5075
Fax:
+45 3314 5079
Email: [email protected]
AMERICA
Bollinger / Incat USA
P O Box 250
8365 Highway 308 South
Lockport LA 70374 USA
Tel:
Fax:
+1 985 532 2554
+1 985 532 7225
PRINTER: Print Applied Technology Pty Ltd
25
Economy with a Capital E
The Vital Role of Ports
26 - 27
Fuel Consumption in Context
28 - 31
Where Are They Now - Hull 051
32
Ships In Service
34
INSIDEITM
A Smoother, Cleaner Bottom
Fuel Consumption in Context
New Engine Benefits
BALEARIC ISLANDS
Incat the Magazine, first published in 1999, is produced by Incat
Australia Pty Ltd. Incat high speed catamarans, the world’s fastest
vehicle and passenger ferries are constructed at Prince of Wales
Bay, Hobart and are crewed and maintained in service by over 5000
personnel around the world.
Incat
THE Magazine
Issue 36
3
4
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Issue 36
EDITOR’S LETTER
Kim Clifford
Think a litre of
petrol is expensive?
Let’s put it into perspective. These examples do NOT imply petrol
is cheap; it simply illustrates how outrageous some prices are.
Can of Energy Drink, 250ml, $2.95
- $11.80 per litre!
Robitussin Cough Mixture, 200ml, $9.95
- $49.75 per litre!
L’Oreal Revitalift Day Cream, 50ml, $29.95
- $599.00 per litre!
Bundy Rum, 1250ml, $51.00
- $40.80 per litre!
Visene Eye Drops, 15ml, $5.69
- $379.00 per litre!
Britney Spears Fantasy Perfume,50ml, $29.00 - $580.00 per litre!
And this is the REAL KICKER...
Evian water, 375ml, $2.95
- $7.86 per litre!
$7.86 for a litre of WATER!! and the buyers don’t even know
the source (Evian spelled backwards is NAIVE!!)
Ever wonder why computer printers are so cheap?
So they can hook you for the ink!! Someone calculated the
cost of the ink, you won’t believe it but it’s true;
“$1040.00 A LITRE!!!”
So, the next time you’re at the pump, be glad
your car doesn’t run on water, Red Bull, Robitussin,
L’Oreal or, God forbid, Printer Ink!!!!!
Incat
THE Magazine
Issue 36
5
Robert CLIFFORD
Incat Chairman
C L IF FO RD’ S
O SPEED v PAYLOAD v FUEL
L
It has come to pass that shipping
If the lightweight ship is not required to sail
speeds have slowed down in response
faster the option of installing less power is
to increased fuel cost.
attractive. Smaller engines burn less fuel
and save even further weight that can
28 knot container ships in many cases
U
M
N
knots. Even slower speeds are likely as
Consider also the heavy steel ship slowing
this trend continues.
down to make less revenue sailings per day,
But, how slow is too slow?
There comes a point where more ships
are required to serve the required
schedule. More ships burn more fuel
and increase capital costs.
Nevertheless, continuous changes to
the status quo are expected and will
have wide ranging consequences.
Fast ships can often burn more fuel
than slower ships, but this is not always
so. The real test is the weight of the
ship that must be propelled through
the water at a given speed. That
is, a ship that is built of lightweight
materials may displace less than half
the water of a conventional steel ship.
The lighter displacement allows the
operator to either sail faster or install
less power. We assume both styles of
ship deliver the same payload per 24
hour day.
Just making the ship lighter may be
enough to achieve a higher speed
without any increase in power. This on
some routes will allow more revenue
sailings per 24 hour day.
6
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further increase the payload.
are now scheduled to sail at only 22
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Issue 36
perhaps five sailings instead of six on a short
sea route. The lightweight ship also has the
option of sailing more slowly, perhaps ten
sailings per day may be reduced to eight
sailings; still three more sailings than the
heavy steel ship can manage. There are
endless permutations possible to save fuel
and the fast versus slow, and the heavy
versus light arguments must be analysed
and considered carefully in each specific
service situation.
There is no simple answer, for example to
slow down too much will result in either
more ships being required to provide a
satisfactory service, or cause the demand
to be unsatisfied.
Why Aluminium?
Why do we build our ships in Aluminium?
Why are 747s built of Aluminium?
Why are dinghies built of Aluminium?
The same answers apply to all - Imagine the power required
to fly a jumbo made of steel, or rowing a steel dinghy!
In all the above examples weight is the most important
other routes are rapidly moving away
consideration. To the high speed ship low weight makes
from pushing heavy steel. Pushing heavy
possible low fuel consumption and high speed.
steel through the water takes a lot of energy
and fuel.
A conventional steel ship needing to service a 5000
pax per day market on a 70 mile journey will be able
Just as the airlines are trimming weight from
to make four crossings; 2 return trips, per day. The steel
their aircraft so too are ship owners advised
ship will displace about 10,000 tonnes of water - that is
to leave ashore all that is not needed. Not
moving 10,000 tonnes of water aside as it progresses its
only spare parts, stores, water, fuel, oil, etc
journey.
being trimmed to just enough to complete
the journey in safety, even crew facilities are
An aluminium ship can deliver the same 5000 pax per
best provided on the dock. They should take
day to their destination faster on the same 70 mile
their breaks during turnarounds rather than
journey and offer a greater choice of departure times
disappear to cabins through the journey.
with six crossings even though it could carry even more
passengers by making eight crossings in the 24 hours
On the question of crew, fast ships leave
available. The more frequent sailings also lessening
the off-watch ashore so that only the
queuing and road congestion by spreading traffic load
working crew are carried. This means that
across three or four arrival times rather than just two.
accommodation for crew is not required on
the ship, just the minimum crew facilities, like
On shorter routes the advantages of the lightweight
on an aircraft.
are even more pronounced and that is why operators
in the Canary Islands, Straits of Gibraltar and many
Catering is therefore much less in demand
as only the passengers and working crew
have to be fed. The shorter the journey, the
less the catering demand.
All these points lower the weight of the ship
still further, and lower the kilowatts required
to drive the ship at the required speed.
Fast turnarounds and good shore facilities
are required to save fuel. Every minute
saved in berthing and turning around the
ship is a minute available at lower power
on the crossing. On the other hand slow
turnarounds have to be made up by higher
passage speeds at greater fuel burn.
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Fast Ferry Benefits
Slow + Extra = Loss
In the deep sea sector, reductions in vessel
speeds to cope with increases in oil prices
have become a way of life. A wise move,
or is it?
In many cases speed has been reduced
so much that in order to hold schedules in
prime markets, carriers have added tonnage
to their services. Any saving in fuel dollars is
rapidly consumed by the additional costs of
introducing extra ships to compensate for
their slow running fleetmates.
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Issue 36
WORLD
NEWS
www.incat.com.au
SOUTHERN REFIT
FOR HSV 2 SWIFT
Incat 050 in drydock at Portsmouth
© Gary Davies Martime Photographic
BURGESS MARINE TO
SUPPORT NINE INCAT
VESSELS DURING THE
COMING REFIT SEASON
Britain’s Burgess Marine has secured work on no fewer than nine
Incat vessels during the coming refit season.
The business will be directly managing six major refits in UK, one
in France, and supporting a further two overseas work programs;
one in the United States the other in the Middle East.
Burgess Marine Director Nicholas Warren comments: “It’s been a
very exciting 12 months for the team. I’m delighted to add the
major overhaul of Incat 050, on behalf of the Isle of Man Steam
Packet Co, to our portfolio of work, and I’m especially pleased to
welcome back Brittany Ferries.
The Condor Ferries fleet (hull’s 030, 042 and 044), SpeedFerries (hull
045), and Steam Packet’s (hull 050) will be refitted with the full
support of BVT in Portsmouth. HD Ferries (hull NF08) will be refitted
alongside in Newhaven and docked down at a later date. Whilst
Brittany Ferries Normandie Express (hull 057) will dock-down on the
Syncrolift in Cherbourg.
Simultaneously Burgess Marine is supporting Bay Ferries and
The Maritime Co. for Navigation during their respective work
programs in the States and Saudi.
Sealift Inc’s civilian crew for HSV 2 Swift complete HSC
training at Morgan City.
Despite the frustrations of Hurricane Gustav,
HSV 2 Swift has completed a major refit at the
Bollinger repair yard in Morgan City, Louisiana,
prior to returning to service with the US Navy.
Sealift Inc. of New York was recently awarded
the charter of the vessel for up to 59 months
by the US Navy’s Military Sealift Command.
The privately owned, New York-based company
is chartering the craft from its US Owner,
Bollinger/Incat.
Many of the modifications carried out relate
to a reflag of the vessel to a US commercial
flag and the first time we have had one of our
vessels fully flagged by US Coast Guard, said
Graham Perkins, Technical Manager at Incat.
Full HSC training for the vessel’s new civilian
crew was undertaken in Morgan City by Incat’s
Captain Mike Jackson.
The vessel left the repair yard in mid October,
sailing to Norfolk, Virginia, where her military
detachment readied the craft for its first
deployment to Central and South America.
The Swift will be operated worldwide in support
of US Fleet Forces Command and the war on
terrorism. The vessel will also be used for emerging
operational concepts such as seabasing and
the Global Fleet Station.
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Improvements in berthing arrangements can result in quicker
docking times and therefore improve the in-port turnaround
time. This would allow the craft to sail on time (or even early)
the voyage.
Some improvements to linkspan or stern ramp arrangements to
increase traffic flow might be possible and these would come at
a cost. If berths are rented or leased then there may be some
understandable reluctance for operators to improve someone
else’s infrastructure unless the owner comes to the party. Like all
things the costs involved need to be weighed against benefit
and efficiency savings.
Some minor improvements in the berth and loading arrangements
can often be made at minimal cost. More often than not things
are done the same old way as a matter of habit and procedures
are seldom reviewed.
A review of procedures might indicate for example that a
change in the car park layout or the order of vehicle loading
might shorten turnaround times.
• Are all the bollards in the optimum position for the expeditious
securing of the craft?
• Would the installation of an additional bollard in a more
advantageous position be warranted?
• Are the bollards conspicuously numbered or painted in order
to assist in ready recognition by the shore staff?
• Are fixed lines attached to bollards that can be easily passed
to the craft?
The above are measures generally adopted by a lot of
operators, however the Incat experience is that not all have
implemented such measures.
Automatic docking aids come in various shapes and sizes and
of course expense. They are worth investigating however and
their cost compared to any cost saving measures that may
result. Indeed many ships use such devices and can berth/
unberth without the requirement for crew attendance/shore
staff attendance and berthing lines.
In the end, like all of the issues in this article, the final decision will
be a commercially based deliberation. This should not however
detract from review of procedures and the investigation of
efficiency saving measures. All avenues should be explored.
10
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Issue 36
The Right Berth for the Job
and therefore be in a position to exercise fuel savings during
Captain Mike Jackson
Some minor
improvements in the
berth and loading
arrangements can
often be made at
minimal cost. More
often than not
things are done the
same old way as
a matter of habit
and procedures are
seldom reviewed.
© Andrew Cooke
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11
A Smoother, Cleaner Bottom!
Captain Mike Jackson
The value of having a clean ship’s bottom would
This experience demonstrates the need to keep the
be known to most people involved in maritime
hull clean but perhaps also the need to use anti
operations. A fouled bottom increases hull resistance
fouling appropriate to the nature of the operations it is
and generally results in a loss of speed. Where this
undertaking. Anti fouling is anti fouling I hear you say,
happens it will either involve an increase in power
but is it?
and therefore fuel consumption or increased passage
times and the inability to maintain schedules. Or a
combination of both.
An
examination
of
different
manufacturer’s
specifications indicates a varied number of different
anti fouling schemes for different applications and also
Recent experience with one Incat vessel where the
different hull materials. They are all Tributyl Tin (TBT) free
operator reported an unexplained loss of speed
of course, but they include different properties from
resulted in much head scratching at Incat Head
silicone to self-polishing, conventional and long life.
Office and in the end a team was sent to investigate.
The craft in question was operating for long periods in
tropical waters including extended periods alongside.
The craft was experiencing a speed loss of five knots
and was unable to attain maximum engine RPM.
When the investigating team boarded the craft the first
thing they noted was quite a luxuriant growth of weed
on the underwater surfaces. They also determined that
Given that craft only have to complete in water
bottom surveys every two years, then the opportunity
to renew and/or repair anti fouling coatings also comes
along once every two years. If the scheme is damaged
or unable to last this distance for some reason then the
possibility for hull growth is increased and with it the
spectre of increased fuel costs.
At the first opportunity divers performed a complete
What can be done? If operators are happy with their
anti fouling schemes but find the craft is suffering
hull growth between dockings, then hull cleaning
by divers may seem to be the appropriate solution
to the problem. Regular cleaning by divers may
prove more effective than an expensive change
of antifouling schemes, but of course that is up to the
hull clean and the craft’s speed was reinstated.
operator.
there was a problem with the engine control system.
The engine control system was quickly resolved and
once corrected allowed for an immediate two knot
increase in speed. Thus it was estimated that the hull
growth was slowing the craft by up to three knots.
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A Smoother, Cleaner Bottom!
When
using
divers
-
don’t
forget
to
check
the waterjets; you never know what you might find!
Just as a conventional ship operator is interested not
only in a clean hull, but smooth propellers too, so too
the fast ship owner needs to look beyond the hull to
the impellers. Out of sight, out of mind does not apply
and just because they are housed within the jet ducts
does not mean they can be overlooked.
Impellers are particularly vulnerable to marine fouling
since it is an unpainted surface that must remain
clean and shiny for proper operation. Just like a
The value of having a
clean ship’s bottom
would be known
to most people
involved in maritime
operations. A fouled
bottom increases
hull resistance and
generally results in
a loss of speed.
propeller, an impellor, despite its small surface area,
can generate energy losses amounting to half that of
the hull itself, so maintaining a clean surface is critical.
A routine polish to reduce friction ensures the impeller
operates at optimum efficiency. Even with routine
maintenance, surface roughness can occur as a
result of erosion, corrosion, or from tubeworm tracings.
This roughness alone can significantly increase fuel
consumption, but can be prevented simply through
effective polishing by divers.
Basically, a clean bottom and shiny impeller will save
money.
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13
Building Aluminium
High Performance
Ships for the World
Justin Merrigan
lightweight aluminium construction, streamlined
hull shapes and constant attention to research
and development is what sets Incat’s range of
Wave Piercing Catamarans apart from the rest.
Dramatically increased payloads are available
as the size of vessels have grown and greater
scales of economy delivered as new techniques
result in lighter ships, carrying more passengers,
more often, at greater speeds and all at lower
fuel consumptions.
Structural weight
Aluminium is one third the weight
of steel. After application of
design factors and using design
loads that provide the same
strength as steel, the actual
weight of an aluminium vessel
will be approximately half that for
steel. The fuel saving alone can
represent an appreciable return on the original cost of
the boat during its useful life. Alternatively, the operator
can enjoy increased speed in the aluminium ship without
Aluminium has its part to play in this success
using more fuel than would be used by a heavier steel
and enjoys pride of place in the high speed
design at a lower speed.
ferry industry which, like the aerospace sector,
calls for high performance technologies and
materials.
The principal advantages of aluminium
over steel are:
• lightweight without sacrificing strength
• exceptional dent resistance
and toughness that contribute to
seaworthiness and safety
• reduced maintenance and
Aluminium is resilient and tough, with excellent dent
resistance. Aluminium will deflect further than steel when
battered by slam action of waves etc. The impact energy
is dissipated more gradually than it is in a less ductile
material like steel. The ability of aluminium to absorb
impact loads was verified unintentionally by Incat when
Condor 11 ran up onto Black Jack Rock near the mouth
of the Derwent River during speed trials in 1994. The vessel
decelerated from 35 knots to zero in less than 300 feet
distance. The damage to the vessel was confined to
hull plating below the chines as she rode up and over
overhaul expense due to high
the reef. In only a matter of weeks she was rebuilt from
corrosion resistance
the chine down and still enjoys a career in commercial
shipping.
14
ALUMINIUM
often heard at Incat! Why? Because it is fact;
STEEL
Think fast - think light, that well known philosophy
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Issue 36
Fire Resistance
Welding with Aluminium
Aluminium does not burn. There is some loss of strength at
The welding of aluminium structures is not new and has
elevated temperatures, where aluminium ranks second
been under constant development for over a century.
only to steel. However, the majority of shipboard fires are
Today it is well understood and used by specialised
localised. Because of the high thermal conductivity of
shipbuilders and equipment manufacturers around the
aluminium, a local, brisk fire can occur adjacent to the
world. Welding procedures have been developed to
hull plating without much increase of metal temperature
suit very thin materials less than 2 mm thick through to
and consequent loss of strength. For superstructures,
materials up to 200mm thick. This is not the limit, and
which are further away from the cooling effects of the
we are sure there will be a need to weld even greater
water, fire resistance can be increased by selection of fire
thicknesses as the size of lightweight ships increase.
rated materials and floor coverings.
The system of pre-fabricating modules and transporting
them to a main ship assembly hall is common shipbuilding
Corrosion
practice but when working with aluminium, particular
Marine grade aluminium alloys are
highly resistant to corrosion.
attention is needed to allow for distortion and
to minimise the residual stresses in the
Unlike steel, there is no
final vessel structure. Prefabrication
requirement to paint
also improves worker comfort and
the surfaces inside or
safety with welders able to work
out to protect from
upright and at ground level, rather
salt
water,
apart,
of
course, from underwater
antifouling. There is no dark oxide
“bleeding” through pin holes or cracks
in the paintwork. The 5000 and 6000 series alloys
have shown negligible pitting and loss of strength after
than having to work above their heads or
be suspended from harnesses or platforms
many metres in the air.
Incat pre-fabrication staff and research and design
teams also develop and build jigs which increase
efficiency enormously.
seven year- long immersion tests in salt water. Operation
of the original Incat vessels, now nearing thirty years
old, are also testament to the corrosion resistance of
aluminium vessels.
After consideration of the design factors mentioned
above, it becomes easier to understand why aluminium
high speed vessels are maintaining their position as the
most fuel efficient and safe vessels to service both the
commercial and military markets worldwide.
Postscript: Aluminium and the Falklands Task Force
Of the 100 ships in the British Naval Task Force, nine were sunk. Of these nine, only three, the frigates HMS
Antelope, HMS Ardent and the support ship Sir Galahad had aluminium superstructures. All three vessels had
steel hulls and in each case the damage inflicted suggested these vessels would have sunk regardless of the
material used in the superstructure. In no case did aluminium burn. HMS Sheffield, the first British destroyer sunk
and which was widely reported to have an aluminium superstructure was an all steel ship with both a steel
hull and a steel superstructure.
“There is no evidence that it (aluminium) has contributed to the loss of any vessel.”
As quoted in the Falklands Defence White Paper 14/12/82.
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15
Coregas & WTIA Tradesperson of the Year award
May 2008 saw Coregas celebrate its 22nd year of supporting
the joint Welding Technology Institute of Australia & Coregas
Tradesperson of the Year award.What motivates a company,
such as Coregas to invest a significant amount of time and money
into a scheme such as the Tradesperson of the Year Award over
such a period? This motivation is summed up into one sentence
‘support of young people and their talents’.
Coregas has maintained this commitment in collaboration with
the WTIA, allowing many young people to benefit from the
experience of visiting industrial and research organizations in
Europe, and next year in both Singapore and Malaysia to study
Sean Coffey, winner of the Coregas/WTIA Tradesperson
of the Year 2007 being congratulated by Tim Whiteside,
General Manager, Coregas.
The scholarship is intended to educate and
welding, cutting and associated metal fabrication techniques.
update the winner on current global trends in
The award is open to Australian citizens or residents, under the
techniques as well as providing exposure to new
age of 25 at 31 December 2008, who meet the following criteria:
•Haveatleastthreeconsecutiveyearsapproved
practical experience in an industry using welding and
are currently actively involved in the industry;
•andabletoshowevidenceofhavingmade
significant progress in their welding-related career.
The competition involves two selection stages; the first stage is
a submission of application and support material and selected
applicants are then asked to submit a 1,000 word written paper.
welding/cutting and associated metal fabrication
technology at a leading research establishment.
The award aims to heighten the respect for skills
in the welding industry and to encourage young
people to pursue a career in the industry.
The Coregas/ WTIA Young Tradesperson of
the Year Award will be presented at the official
WTIA Awards Dinner to be held Wednesday
13 May 2009 in Melbourne, Victoria during the
National Manufacturing Week.
Application forms are available by calling WTIA on 029748 4443 or email [email protected]
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© Reprinted with the authorisation of Marin
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17
New Engine Targets
Power, Economy and
Ecology
INCAT was recently a “launch customer” for the first of
MAN Diesel’s new high power density engine, the type
28/33D. In this way, the 28/33D takes over seamlessly from
an illustrious predecessor: the MAN Diesel Ruston RK270
had been the engine of choice in INCAT fast multi-hull
ferries ever since the Hoverspeed Great Britain took the
Blue Riband (Hales Trophy) for the fastest Atlantic Crossing
by a passenger ship on its maiden voyage in 1990.
As well as increased power output - the 28/33D is offered
in 12V, 16V and 20V versions in a power range from 5400
to 9000 kW – the new engine also features improved
specific fuel consumption and exhaust emissions. The
improvements are based on the latest engine technology,
including state-of-the-art combustion chamber and
porting geometry and an electronically controlled fuel
injection system.
THE NEXT STEP IN ELECTRONIC ENGINE MANAGEMENT
FROM MAN DIESEL, “SaCoSone” THE ACRONYM STANDS
Always strongly interrelated, fuel consumption and
emissions are ever more inextricably linked. Legal limits on
the harmful emissions from combustion engines have been
in force for many years and, more recently, were joined
FOR “SAFETY AND CONTROL SYSTEM” AND THE SUFFIX FOR
“ON ENGINE, - THE SYSTEM IS VERY COMPACT AND WILL BE
MOUNTED ON THE STRUCTURE OF THE 28/33D.
GRAPH OF THE EVOLUTION OF TYPICAL FUEL
CONSUMPTION LEVELS FOR LARGE HIGH
POWER DENSITY DIESEL ENGINES. YEAR ON
YEAR IMPROVEMENTS MEAN THE DIESEL
ENGINE HAS NEVER BEEN OVERTAKEN AS
THE MOST FUEL EFFICIENT MARINE PRIME
MOVER. ACCORDINGLY, THE 28/33D
FEATURES A 5 TO 7% REDUCTION IN SPECIFIC
FUEL CONSUMPTION AT UNCHANGED NOX
EMISSIONS COMPARED WITH ITS IMMEDIATE
PREDECESSOR.
THE NEXT HURDLE FOR MARINE ENGINE EMISSIONS – “IMO TIER II”
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NO RESTING ON LAURELS: MAN DIESEL IS ALREADY
DEVELOPING THE TECHNOLOGIES WHICH WILL BUILD
ON THE FAVOURABLE CONSUMPTION AND EMISSIONS
OF THE 28/33D HIGH POWER DENSITY ENGINE.
by obligations to reduce emissions of the greenhouse gas
carbon dioxide (CO2). Since CO2 emissions are directly
proportional to fuel consumption, the engine developer’s
challenge is now to reduce harmful emissions without
increasing fuel consumption or, in the best case, reduce
both simultaneously.
“A major challenge is emissions of oxides of nitrogen
(NOx), which are always a special focus of legislation
affecting large marine diesel engine emissions”, notes Dr.
Franz Koch, Vice President, Diesel Engines at MAN Diesel
in Augsburg, Germany, where the 28/33D is built.
Nitrogen makes up 4/5 of the air around us but is
very unreactive at ambient temperatures. However,
it combines readily with oxygen – the other 1/5 of the
atmosphere - at the temperatures and pressures reached
in a diesel combustion chamber. Outside the combustion
the NOx formed and emitted is instrumental in the
formation of low level ozone, acid rain and the overfertilising the land and the sea.
“The immediate target for engine builders is IMO Tier
2, the latest directive from International Maritime
Organisation which comes into force in 2011 and specifies
a considerable NOx reduction vis-à-vis Tier 1,” Koch
confirms.
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19
Improving exhaust emissions and fuel consumption
Together with the 28/33D’s fuel injection system with
involves the engine builder’s grasp of combustion
solenoid valve controlled injectors, SaCoSone will allow
and thus goes to the very heart of the matter.
very precise “shaping” of the rate and timing of fuel
“Combustion is obviously the central science of
injection and hence greater control over combustion.
combustion engines and MAN Diesel has special
“This technology will be an important aspect in
advantages,” he continues. “Unique among
undercutting IMO Tier 2 NOx emissions limits,” Koch
builders of medium speed engines, as well as
states.
designing, developing and producing the engine
itself we have a great fund of knowledge and
experience with strategic components and systems
like turbochargers, fuel injection equipment,
electronic hardware and engine control software.
Using this expertise, we were able to reduce the
specific fuel consumption of the 28/33D by some 5
to 7% without affecting NOx emissions, compared
with its immediate predecessor, the RK 270.”
Early Closing for Miller Light
Further plans to reduce NOx emissions and fuel
consumption on the 28/33D include a package of
modifications to enable the so-called “Miller” process.
Named after its inventor, the Miller process involves
closing the inlet valve early so that air entering the
cylinder expands and cools to reduce combustion
The reference to electronics is important since
temperature peaks. In fact, over 90% of NOx is formed
advanced digital engine management is the
due to temperature peaks during combustion and
enabling technology of increasingly accurate and
an elegant way to eliminate the peaks is to cool
flexible control of parameters affecting combustion.
the combustion air entering the cylinders. “One well
“Fuel injection, turbocharging, valve timing and
established method is the charge air cooler (a.k.a.
thermal engine management are the primary
intercooler or aftercooler), another the Miller process,”
measures we use to enhance fuel efficiency and
Koch observes. “On the 28/33D we achieve a “light”
lower exhaust emissions ’at source’ i.e. in the
Miller process using a revised inlet cam profile to close
combustion chamber,” Koch states. “The electronic
the inlet valve slightly earlier. Plans call for this to be
hardware and software we use on the 28/33D
complemented by a turbocharger that delivers air
will continue to give us scope for improvements.
to the cylinders at higher pressure. This ensures we
With all our in-house expertise in the key engine
still get the same amount of air into the cylinders in
technologies at MAN Diesel, the software we write
spite of shorter valve opening, to the benefit of both
ourselves includes very accurate mathematical
performance and fuel consumption.
models of engine processes and thus gives very
precise control.”
No Smoking
Continuous Development
Concluding, Koch notes that the sum of all these steps
The 28/33D already offers market leading values
leading fuel consumption values and achieve emissions
for emissions and fuel consumption, but technical
levels decisively below the limits of IMO Tier 2 - ahead
milestones which will bring further improvements are
of its implementation.
pre-programmed into the MAN Diesel continuous
development process. Already under preparation,
and due for introduction later in 2008, for example,
is the next step in electronic engine management,
MAN Diesel’s advanced “SaCoSone” system. The
acronym stands for “Safety and Control System”
and the suffix for “on engine, since the system
is very compact and mounted entirely on the
structure of the 28/33D.
20
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Issue 36
will help the 28/33D diesel engine maintain its market
Finally, he points to a very vital aspect for INCAT.
“On passenger vessels it is especially important to
achieve visibly clean combustion with minimal fouling.
The measures we aim to introduce on the 28/33D
will promote smoke-free exhaust gases under all the
operating conditions the 28/33D engine will meet on
an INCAT catamaran.”
Fuel Economy at SpeedFerries
© SpeedFerries
SpeedOne © Andrew Cooke
Weight and Trim:
Hopefully the days of rocketing oil prices
A lighter boat normally means a faster boat for the same amount
are behind us. A barrel of oil will still
of thrust and therefore less fuel per mile. Weight reduction can be
set you back significantly more than it
would have done a few years ago and
will almost certainly continue to do so.
Fuel economy is now a hot topic when it
comes to making big budget savings for
any HSC operator.
achieved by:
• Minimising bunkers carried. Decide on a minimum safe level
and bunker little and often, preferably at each port. SpeedOne
normally carries 22m³ on departure and bunkers at both Dover
and Boulogne.
• Minimise dry and wet stores to those actually required for the
voyage.
Saving money on fuel costs can be
• Distribute the vehicles to achieve the best trim with a part load.
achieved by both the company and by
Distribute the heavier/lighter vehicles to best help trim on a full
the crew of the vessel themselves. The
load. In practise biasing the weight of vehicles carried to the
company can of course look at hedging
forward end of the SpeedOne is considered most beneficial,
bunker prices or careful scheduling etc.
particularly if operating on three engines.
For the crew however, achieving the best
fuel efficiency is somewhat of an art.
• Keep your bilges dry and have good housekeeping routines for
all your spaces.
On the vessel there are several ways to go
• Use the correct settings of the ride control to assist with achieving
about achieving the best fuel efficiency.
optimum trim for the particular depth of water. Minimise the
In simplistic terms SpeedFerries crews
use/settings of active ride control when the weather conditions
have taken steps to achieve savings in
permit. On SpeedOne the optimum trim tab setting has been
the following manner:
found to be around 52% for a full load.
22
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Issue 36
Water Resistance:
After pushing through hump speed engine
Keeping your underwater hull coating in good
condition will decrease resistance through
the water. This can be achieved by correct
application and maintenance of the coating
at dry dock and also by removal of any
underwater growth from time to time by using
underwater scrubbing machines. SpeedOne
was recently scrubbed mid season by Burgess
Engineering Divers during a night layover and
power can then be reduced to the minimum
required to maintain the speed and this is further
adjusted to allow for the positive and negative
effects of different depths of water. In general,
shallow water, provided it is entered at above 28
knots, will have a positive effect on SpeedOne’s
water speed and deep water will also help
when at lower craft speeds. Careful monitoring
and regular adjustment is of course required.
gained circa 1 knot in speed. Shall we call
Note that a fantastic by-product of running at
that a 3% fuel saving between a dirty and a
reduced power is of course reduced engine
clean hull?
wear/stress, in itself a saving.
Routing:
Finally, in rough weather, particularly with a
Correct routing can achieve fuel savings by:
quarter or following sea, manual steering is
far more efficient for directional stability than
• Routing through the optimum depth of
the autopilot system, which tends to overwork,
water. Shallow water is generally faster for
chasing the yawing of the vessel caused by
an HSC and the extra speed gained may
the following seas. In these situations, careful
more than offset a slightly longer route.
application of manual helm ultimately results
• Avoiding or taking advantage of local
tidal streams or areas of greater flow rates.
Change your route to one appropriate for
the tide.
in fuel savings, by achieving a straighter course
and less application of helm reducing drag.
Adding all of the above together, savings of 10%
have recently been achieved at SpeedFerries
• Otherwise, taking the most direct safe route.
Save an average of half a mile on a 50 mile
route and that’s a 1% fuel saving.
from consumption in 2005. Potential savings
could
also
be
achieved
by
additional
investment in fitting a better autopilot such
as an adaptive type and / or fitting fuel
Engine Power:
consumption meters to give the Master a real-
Depending on schedule constraints the
time readout of economy. Previously these
optimum speed for fuel economy has been
were cost prohibitive but may now be worth the
found to be just above normal hump speed.
investment.
Fast Ferry Benefits
How Fast Ferries Rank:
Shipping produces fewer greenhouse
gases per tonne-mile than other forms of transport, as ships need relatively
little energy to push huge loads through the water that supports them.
Some large ships are more responsible than others for a significant
percentage of worldwide emissions of nitrogen oxides, particulate matter,
sulphur, air toxics and greenhouse gases. These ships are increasing in number and size, while
the residual heavy fuel oil they use is degrading in quality.
High speed ships, currently burning significantly cleaner Marine Gas Oil, are already part of the
solution in the task of reducing emissions of carbon dioxide.
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THE Magazine
Issue 36
23
Fast Ferry Benefits
Lower Fuel Consumption
Route planning, reduction in ballast intake and sensible cargo
distribution help lower the vessel’s displacement. The lower the
displacement, the lower its fuel consumption.
Why would you fly when you can sail? It makes sense to sail: the planet
benefits thanks to greater operational efficiency, but so do passengers. There’s no
need to check in an hour before departure, no need to shed belts and shoes for airport
security and passengers can take as many bags as they like! They can move around
the vessel, do some shopping, and not be squashed into small seat spaces for long
periods of time.
‘Green’ is a buzzword in the travel trade and ferry travel is rising in popularity as a result.
Travelling by high speed ferry is relaxing and kinder to the environment, not to mention
blood pressure levels!
24
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Issue 36
Economy with a Capital E!
Justin Merrigan
Over the past year soaring oil prices have
Irish Sea, one of Europe’s most competitive
forced ship owners to scrutinise their operating
stretches of water, the range of services
profiles in search of ways to lessen the fuel cost
varies across a range of Ropax and high
impact.
speed vessels. The largest high speed craft
on the 58 nautical miles central corridor, the
High speed ferries have traditionally had large
HSS, is capable of offering up to five round
power packages to provide fast transit speeds.
trips a day – a frequency it did indeed offer
However, as high speed vessels have grown in
when first introduced in 1996.
size and technologies advance, so too has an
increase in the flexibility a fast ferry offers.
As the graph illustrates, the Incat 112 metre
Incat’s passenger and freight carrying high
craft compares favourably over a 24 hour
speed ferries are a good example of this as
period with all other vessels, transporting
demonstrated in the graph below. On the
passengers and cars swiftly and efficiently.
Operation over a 24hr period
Example service: Holyhead to Dublin Bay - 2008
14068
15000
15000
High Speed Car Ferry
Incat 112m
Superferry
HSS
0.009
0.006
0.012
Pax
5670
2000
4170
3000
3750
Crew
32
46
180
92
6000
7500
8000
0.0168
Fuel tonnes per seat
N/A
Cars
Truck Lane Metres
*Figures are approximate and based on potential operation over a 24hr period.
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Issue 36
25
The Vital Role of
© Andrew Cooke
Justin Merrigan
Ports
Before the advent of high-speed car-carrying catamarans
Can
during the early ‘90s the vast majority of ferry ports turned the
turnaround be reduced by
average passenger/car ferry around in a little less than three
say between 15 and 30
hours. Today, such a time allocation is unthinkable for all but the
minutes?
very largest conventional RoPax and cruise ferries.
the answer is yes.
The need for faster turnarounds became an issue during the
Given the nature of a fast
late ‘70s and early ‘80s, particularly with the appearance of
ferry schedule, punctuality
new generation double deck passenger car ferries disgorging
is all the more important
vehicle deck loads of trucks, coaches and cars onto terminal
as a delayed sailing early
compounds all over Europe. Large ports such as Dover where
morning often carries right
slot times on berths were, and still are, at a premium, invested
through
heavily in new linkspans and multiple check-in points to meet
of the day. On occasion
the requirements of these larger ferries; coping not only with
these delays occur in port,
increased truck capacities but also meeting the demand to
some being attributable to
speed up turnarounds.
shore staff and some to the
If drive through double deck ferries brought the necessity for
faster turnarounds, then for operators, the high speed vessels of
the 90s turned that necessity into a burning passion. Once again
turnaround times were slashed, as most ports moved to provide
a customer service model based on airline operations.
Today, as ferry companies look to run their operations in the
most efficient manner, ports once again have an important part
to play.
On some routes we are seeing crossing times extended slightly
in order to save fuel, but in many cases this has had little effect
on schedules as port turnaround times have been refined and
improved.
26
Incat
THE Magazine
Issue 36
that
one
hour
In many cases
the
remainder
craft crew. In busy ports this
can mean a vessel losing its
departure “slot” and being
delayed even further by
having to go to the back of
the queue.
If we look at the terminal side first, perhaps the greatest
Looking at the ship side of the equation, what causes a
key to a smooth and efficient fast craft terminal
craft to be late?
operation is the way in which traffic marshalling is
handled. Efficient ground control is vital.
A late departure from the opposite port, weather
delays, traffic queues, technical problems or it could
Working in unison with the terminal duty manager, the
be that time is being lost berthing and securing the
craft’s loading officer must have access to vehicles of
craft. Obviously some issues are unavoidable but some
the correct size as and when required. As the size of
can be dealt with through effective training and good
fast craft has grown to accommodate freight traffic
communication.
in increasing numbers this ability is not so much a
luxury but an absolute necessity. The layout of vehicle
space in the terminal must allow for easy traffic flow
from the ship to the exit gate while at the same time
avoiding traffic awaiting shipment on the return
sailing.
Nothing should be allowed to hinder the
smooth flow of traffic from the vehicle deck. Should
traffic become bottlenecked in the terminal then
the flow breaks down and while loading operations
could be getting underway the whole show grinds to
a halt. Vehicle segregation is also important where a
terminal may be handling more than one operator
and destination so crossing of traffic needs to be
avoided at all costs.
One way to discover where any bottlenecks are is
to simply observe the different parts of the operation
and then seek the views and ideas of the people
doing the job - they are usually in the best position
to know.
If it seems a craft might get into position very quickly,
but then time is lost securing lines and lowering the
linkspan/stern ramp and foot passenger gangway, then
it is most likely training improvements can be made that
will save time and ease the pressure. Whilst there is no
substitute for experience, people need to be properly
trained in the first instance and it is often the case when
time is tight and the pressure is on that training is the first
casualty. Time spent in proper and meaningful training
will almost always be rewarded in practice. Time must
be allocated for training and the training must be
meaningful and relevant, it’s as simple as that.
There are so many ways in which areas for improvement
can be identified and implemented and we at Incat
don’t claim to have all the answers. However, in
our experience looking at global ferry operations, a
crossing at an economical speed does not always have
to mean a loss of frequency or overall round trip time.
© Andrew Cooke
Incat
THE Magazine
Issue 36
27
Fuel Consumption
in Context
Justin Merrigan
Nothing in the ferry industry draws debate more
Across the industry, further savings have
than mention in the same breath of fuel economy
been realised through improved engine
and high speed craft. There is no question, world
tuning, and more efficient loading.
oil prices are a major concern for the industry and
All this, combined with slower speeds,
many committed operators have taken steps to
can contribute to significant reductions in
improve operational efficiency, in some cases by
fuel use.
sailing slightly slower to reduce fuel consumption
while still maintaining a fast service and generally
improving how their vessels are operated.
28
On the Irish Sea, Stena Line has already
taken steps to run their HSS vessels more
efficiently. The published schedule for
Slower, in this regard, can mean 34 - 35 knots, rather
the 58 nautical miles crossing between
than 38 - 40 knots. For off peak sailings a much
Holyhead,
more substantial reduction to below ‘hump speed’
Laoghaire on Dublin Bay, has risen from 99
can be made, say 22 - 23 knots.
minutes to 115. Further north the passage
Incat
THE Magazine
Issue 36
North
Wales,
and
Dun
from Belfast to Stranraer now takes 119
impressive 9,000 litres less than the speed restricted HSS.
minutes, an increase of up to 14 minutes
Reduce the engine RPM on the 112 metre vessel to
on previous schedules depending on the
a more normal 80% MCR and the consumption for a
time of day.
berth-to-berth crossing at around 34 – 35 knots drops
However, both HSS’s are driven by powerful
to approximately 10,500 litres, or around 8.75 litres.
gas turbines with a fuel bill far in excess of
We do not mean to say the HSS concept is flawed,
Incat’s largest diesel craft – the 112 metre
far from it! However these vessels were designed
Wave Piercing Catamaran.
in the 1990’s when oil was a fraction of current
The reduction in HSS speed has seen
consumption drop from approximately
30,000 litres per crossing to around 22,000
litres per crossing from Holyhead - a saving
of 8,000 litres per crossing. However, if
prices and were built to operate until at least 2022.
They use more than twice as much fuel as a
conventional ferry, consuming a Marine Gas Oil
similar to kerosene used in jet aircraft and double the
price of standard marine fuel.
we look at the Incat 112 metre running
But some still claim that diesel high speed ferries
at 100% power, which nobody does, we
are too costly to run in today’s economic climate.
see that she will burn around 13,000 litres
We think a look at the diesel high speed craft in
for the berth-to-berth crossing – that’s an
historical context is warranted.
This graph shows comparisons in fuel consumption per nautical mile between typical vessels.
All vessels have what is known as hump spped.
n
RO RO LIMIT
To n n e s p e r n a u t i c a l m i l e
Large ships must operate best above hump speed. By operating Incat’s 112m vessels
above hump speed, operators will benefit from the most efficient fuel consumption figures.
og
TS
FAS
o zone
S
HIP
BEST SPEED
5
10
15
20
25
30
35
40
45
50
Speed (knots)
Incat
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Issue 36
29
Stena Sea Lynx
© Gary Davies Maritime Photographic
When
commissioned,
fuel
consumption on the Holyhead
to Dun Laoghaire route, 802
deadweight
tonne
mailships
Hibernia and Cambria averaged
about 6,000 litres per trip on
Holyhead Ferry 1
St Columba
the 58 nautical miles service
(BTC Registry of Ships). This was
improved during refits in 1964,
burning class B Marine Diesel
Oil, a consumption rate of 5,400
© Justin Merrigan Collection
litres (4.5 tonnes) per trip being
© Justin Merrigan Collection
achieved at a reduced rating
Hibernia
(The Motor Ship).
By comparison, the ships they
replaced in 1949 consumed
about 70 tonnes of coal per
round trip (The Motor Ship).
© Glynne Pritchard
Graphs have been based on single 58 nautical mile crossings
Hibernia (1949)
Holyhead Ferry 1(1965)
St Columba (1977)
Passengers
500
2250
450
Capable speed 40 knots
22500
20000
30
300
25
17500
15000
1250
250
1000
200
750
150
500
100
250
50
5
2500
0
0
0
0
30
Incat
Hibernia (1949)
Issue 36
Holyhead Ferry 1(1965)
THE Magazine
20
15
10
12500
10000
7500
5000
Economical speed 35 knots
Economical speed 35 knots
350
Economical speed 35 knots
35
1500
FUEL (Litres)
Economical speed 35 knots
400
1750
Incat 112 (2008)
25000
40
2000
HSS (1996)
Speed (knots)
Cars
2500
Stena Sea Lynx (1993)
In 1965, the route received
litres a crossing, times were halved and with capacity for 450 passengers and 88
its
cars the craft operated with a crew of just 20, a fraction of that carried by the
first
car
ferry,
the
867
deadweight tonnes Holyhead
Ferry 1. Powered by oil-fired
steam turbines she consumed
12,600 litres of fuel per crossing.
Capacity was 1000 passengers
conventional ships.
In 2009, a 1000-1450 deadweight tonnes 112 metre with capacity for 1200
passengers and 417 cars can comfortably offer up to four round trips per day,
with scope to offer five round trips if required, burning around 10,500 tonnes of
fuel per crossing at speeds of around 35 knots.
and 150 cars.
But what about the large medium speed Ro-pax vessels we hear you say! On
In
1977
the
larger
1945
deadweight tonnes St Columba
came along, her diesels burning
the same route a modern Ro-pax burns around 18,000 litres per crossing. Well yes,
they can carry 3,500 metres of freight in addition to passengers, but that is, after
all, a very different market.
around 9,600 litres of fuel per
crossing at a speed of 19.5
So, as the above clearly demonstrates, efficient Incat high speed Wave Piercing
knots. Intensive running with four
Catamarans are not the so called ‘gas guzzlers’ many would claim them to be.
sailings per day were offered,
the ship having capacity for
2400 passengers and 335 cars.
58 nautical miles Irish Sea crossing
HSS
Incat 112m
her debut. Burning around 6,000
Up to 1500 passengers: approximately 10,500
8 crossings possible.
litres of fuel per crossing, at 80% MCR.
200 deadweight tonnes Incat
74 metre Stena Sea Lynx made
8 crossings possible.
litres of fuel per crossing.
In 1993, the route’s first High
Speed ferry, the first generation
Up to 1500 passengers: 22,000* - 30,000
Ro-pax
Up to 1500 passengers: 18,000 litres of fuel
4 crossings possible.
per crossing, at 20 knots.
Fast Ferry Benefits
Weather Routing
Careful attention to passage planning, taking into account the
effect of wind, tide, current and wave on the craft can make a
huge difference to the amount of fuel used on any given crossing.
Over the course of a year, this can make for cost savings in the
millions as well as helping the environment.
Incat
THE Magazine
Issue 36
31
Bonanza Express © Andrew Cooke
The Bonanza Express was Incat’s second 96 metre vessel
being delivered in May 1999 to Fred. Olsen S.A. for service
in the Canary Islands, the Spanish province 100 kilometres
off the north-west coast of Africa. Serving the 35 nautical
miles route between the ports of Santa Cruz in Tenerife
and Agaete in Gran Canaria, the ferry slashed previous
travel times between the two ports from two hours and 15
where are they now?
The Bonanza
Express
minutes to just one hour.
The introduction of this vessel by the Fred. Olsen Company
was a major step forward in maritime transport in the
Canary Islands, being the first high speed ferry to operate
in the entire archipelago. Discussions between Fred.
Olsen and Incat had been going on for several years, but
it was only with the introduction of the 96 metre class that
the operator really sat up and took notice.
With this design the customer was satisfied with the
craft’s ability to carry high volumes of passengers and
cars as well as heavy freight vehicles, offering the
Justin Merrigan
HULL 051
metres required for maximum car loading, as well as
the requisite headroom for commercial vehicles. As
built, the vessel was designed to carry a total of 755
passengers and 235 cars or alternatively 105 cars and
25 heavy goods vehicles.
On trials The Bonanza Express achieved speeds of
48 knots in lightship condition and 42.85 knots at 630
tonnes deadweight.
flexibility to meet seasonal and market fluctuations.
Today The Bonanza Express offers a daily two hour
A maximum deadweight of 775 tonnes underpinned the
service between the islands of El Hierro and Tenerife,
freight intake capacity while the provision of moveable
as well as daily connections between Los Cristianos
mezzanine vehicle decks allowed the necessary lane
(Tenerife) and San Sebastián de La Gomera.
32
Incat
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Issue 36
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Colpro are proud to supply Exhaust and Acoustic System for INCAT Fast Ferries, Royal
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Driveline and Chassis Technology
Incat
THE Magazine
Issue 36
33
SHIPS in Service
UPDATES SINCE LAST ISSUE
HULL
066
065
064
063
062
061
060
059
058
057
056
055
054
053
052
051
050
NF08
049
048
047
046
045
044
TYPE
112m WPC
112 m WPC
112 m WPC
17 m Liveaboard
98 m WPC
98 m WPC
98 m WPC
98 m WPC
98 m WPC
98 m WPC
96 m WPC
96 m WPC
Wing
96 m WPC
96 m WPC
96 m WPC
96 m WPC
80 m K50
91 m WPC
91 m WPC
91 m WPC
91 m WPC
86 m WPC
86 m WPC
TRADING NAME
Hull 066
Natchan World
Natchan Rera
Sixty Three
Milenium Tres
HSV 2 Swift
T&T Spirit
The Cat
Milenium Dos
Normandie Express
Milenium
Bentago Express
R & D Craft
Bencomo Express
Alboran
Bonanza Express
Incat 050
HD 1
Fjord Cat
Max Mols
Express
T&T Express
SpeedOne
Condor Vitesse
043
042
041
040
039
038
037
036
035
034
033
032
031
030
029
028
027
026
025
024
023
86 m
86 m
81 m
81 m
Solar
81 m
78 m
70 m
78 m
78 m
78 m
74 m
74 m
74 m
WPC
WPC
WPC
WPC
74
74
74
74
74
74
WPC
WPC
WPC
WPC
WPC
WPC
Tarifa Jet
Condor Express
Jaume III
Stena Lynx III
R & D Craft
Jaume II
Sun Flower
Juan Patricio
Mega Jet
Elanora
Jaume I
Atlantic III
Mandarin
Condor 10
R & D Craft
Al Huda 1
Pescara Jet
Snaefell
Sea Runner
Patricia Olivia
Emeraude France
m
m
m
m
m
m
WPC
K50
K55
WPC
WPC
WPC
WPC
WPC
WPC
OPERATOR
ROUTE/LOCATION
MGC Chartering
Under Construction
Higashi Nihon Ferry
Hakodate - Aomori
Higashi Nihon Ferry
Hakodate - Aomori
17m Projects Pty Ltd
Hobart
Acciona Trasmediterránea S.A
Melilla – Malaga / Almeria
US Navy
Global
Port Authority of Trinidad & Tobago / Bay Ferries
Port of Spain - Scarborough
Bay Ferries
Yarmouth – Bar Harbor/Portland
Acciona Trasmediterránea S.A
Barcelona – Palma de Mallorca - Ibiza
Brittany Ferries
Cherbourg / Caen - Portsmouth
Acciona Trasmediterránea S.A
Valencia – Ibiza – Palma de Mallorca/Barcelona
Fred. Olsen, S.A.
Santa Cruz de Tenerife - Agaete (Gran Canaria)
Hobart
Fred. Olsen, S.A.
Santa Cruz de Tenerife - Agaete (Gran Canaria)
Acciona Trasmediterránea S.A
Algeciras – Ceuta
Fred. Olsen, S.A.
Los Cristianos de Tenerife - San Sebastian – El Hierro
Isle of Man Steam Packet Company
Portsmouth, refitting
HD Ferries
Channel Islands – Saint Malo
Fjord Line
Kristiansand – Hanstholm
Mols Linien Aps
Aarhus - Odden
P&O Ferries
Larne – Cairnryan / Troon
Port Authority of Trinidad & Tobago / Bay Ferries
Port of Spain - Scarborough
SpeedFerries
Dover - Boulogne
Brittany Ferries
Poole - Cherbourg
Condor Ferries Ltd
Weymouth / Poole - Channel Islands – St Malo
Ferrys Rapidos del Sur
Tarifa - Tanger
Condor Ferries Ltd
Weymouth / Poole - Channel Islands – St Malo
Baleària
Algerciras – Ceuta
Stena Line
Fishguard - Rosslare
Baleària
Dae A Gosok, Korea
Buquebus Aliscafos
Sea Jets
Maritime Company for Navigation
Baleària
Ferrylineas S.A.
Société de Développement de Moorea
Condor Ferries Ltd
Algerciras – Ceuta
Pohang - Ulung Island
Buenos Aires – Colonia - Montevideo
Crete – Santorini - Sifnos - Piraeus
Gizan to Farasan Island
Algerciras – Tanger
Buenos Aires – Colonia – Montevideo
Refitting
Guernsey / Jersey – St Malo
Sea Hawk
SNAV
Isle of Man Steam Packet Company
Golden Princess
Baleària
Maritime Charter Sales Ltd
Safaga - Dhuba
Pescara - Split
Douglas – Dublin / Belfast
Crete - Santorini - Paros - Mykonos
Algeciras – Ceuta
Tilbury, UK
The above information included Incat vehicle/passenger ferries only and is correct to the best of the editor’s knowledge.
Please let us know of changes so that we can keep our readers up to date.
EARLIER VESSELS
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HULL
ORIGINAL NAME
HULL
ORIGINAL NAME
HULL
ORIGINAL NAME
001
002
003
004
005
006
007
008
Jeremiah Ryan
James Kelly
A.K Ward
Fitzroy
Tangalooma
Amaroo II
Green Islander
Quicksilver
009
010
011
012
013
014
015
016
Spirit of Roylen
Trojan
Keppel Cat I
Thunderbird (Bull’s Marine)
Little Devil
Pybus Rutherglen punt
Margaret Rintoul IV
Spirit of Victoria
017
018
019
020
021
022
Tassie Devil 2001
Starship Genesis
2000
Our Lady Patricia
Our Lady Pamela
Sea Flight
Incat
THE Magazine
Issue 36
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The
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THE Magazine
Issue 36
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