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Another Australian manufacturing success story Boatbuilders to the World You may not have heard of Incat, a family-owned company in Hobart, Tasmania, but the chances are high that you’ve seen some of their products. They build a variety of aluminium vessels – but their big, fast, ocean-going wave-piercing catamarans are recognised as world leaders. T he first thing that strikes you about Incat Tasmania is the sheer size of the assembly plant. The address is quite deceiving – 18 Bender Drive, Derwent Park (a suburb of Hobart on the Derwent river) – it almost sounds like a suburban house block! But as you travel down Bender Drive towards the Prince of Wales Bay, north of Hobart, you realise that Incat is no backyard operation. It’s huge! Then again, simultaneously building several vessels up to 120m long means it’s not likely to fit into a backyard shed! And the fact that there are five huge undercover construction buildings along with a large range of ancillary services suggests it’s going to occupy a lot of area. And it does – have a look at the site map/photo and you’ll see what we mean. There’s over 70,000 square metres of production halls alone, spread across five massive buildings. Perhaps an introduction to this Australian success story might be in order here. Incat Tasmania is acknowledged as the world leader in the manufacture of high-speed wavepiercing catamarans. Not just a leader, but the leader! Wherever you go in the world, you’re likely to spot (or maybe travel on) an Incat Tasmania vessel – whether you’re taking a car or lorry across the Baltic Sea or Mediterranean, traversing the Thames in a high-speed passenger ferry, flitting between ports in Asia or South America, swapping 16  Silicon Chip crews and equipment on off-shore oil rigs . . . or even taking a quick trip (sometimes very quick!) on Sydney Harbour. As of 2017, they’ve built 88 craft, ranging from a 15m barge and 24m harbour ferries right through to 112m wavepiercing catamarans (WPC) intended for open water. The last one was launched in April and headed for Denmark where it was scheduled to begin service on June 1. Construction of hull no. 89 was started just a few weeks ago. It is scheduled for delivery in late 2018. Designers are currently looking at even larger vessels, up to a 130m WPC. Incat are far more than just “shipbuilders”, however. They design the craft from the keel up, using a specialist (but inhouse) team called “Revolution Design”. And their designs are just that – revolutionary. Revolution Design have naval architects, engineers and designers, working in conjunction with the concept and creative team to develop and refine vessel design. Incat’s latest generation craft are capable of carrying almost 100% of the ship’s own weight – they’re the only ship builder in the world to achieve this – making Incat craft very popular with operators who need to maximise payloads to gain an edge over considerable opposition. This, coupled with fast speeds, shallow draft, fast turnaround in port, flexibility in vehicle deck layout, passensiliconchip.com.au An aerial view of the immense Incat production facility in Hobart. Each of the assembly halls is named after a pioneer of Tasmanian shipbuilding, as seen in the key at right. (The Prince of Wales Bay marina in the foreground is not part of the Incat Tasmania operation). Wilsons Degraves Coverdales Inward goods Plate shop By Ross Tester McGregors Inches Ross Revolution Design Main Office What’s in a name? If you Google “Incat”, you’re likely to find two companies answering to that name: Incat Tasmania (www.incat.com.au) and another (unrelated) company, Incat Crowther, based in Sydney. Incat Tasmania (short for the “International Catamarans” group) design and build ships in Hobart; Incat Crowther design ships but have others build them under contract (often overseas). ger comfort, minimal crewing requirements and reliable and economic operation further add to their appeal around the world. For example, many roll-on, roll-off vessels require access ramps at both the bow and stern, so large trucks/semi trailers etc can get on and off without a lot of manoeuvring. Incat’s 98m ro-ro vessels only have stern ramps – but their internal design allows for a semi to turn 180° on the vehicle deck, meaning a lot more flexibility in ports. But we’re getting a little ahead of ourselves. Incat Tasmania’s past The company’s roots can be traced back to the early 1970s, when Bob Clifford (now Robert Clifford, AO, chairman of Incat) formed the Sullivans Cove Ferry Company (SCFC) to build conventional steel mono-hull ferries for Hobart’s Derwent River. The timing was rather opportune, because on January 5th, 1975, the bulk ore carrier Lake Illawarra crashed into the supports of the Tasman Bridge (the only link between Hobart and its eastern suburbs), bringing down part of it. In the two years following, SCFC ferried more than nine million passengers across the Derwent while the bridge was replaced. After the bridge re-opened, the company now called Insiliconchip.com.au ternational Catamarans Pty Ltd (Incat) started construction of fast ferries, made exclusively of marine-grade aluminium alloy. They had done extensive research and development on the merits of aluminium construction, which is one third the density of steel. On the downside, aluminium fabrication – welding, in particular – requires much more skilled craftsmen than does conventional (steel) construction. Getting those skilled craftsmen in the early days was a significant problem, later overcome to a large degree by co-siting a Tasmanian TAFE college which specialised in the craft. Now called Tasmania Polytechnic, this continues, highly successfully, to this day. In 1983, they built a prototype 8.7m craft called “Little Devil” and proved the wave-piercing concept. This was followed by a full-sized (28m) wave-piercing vessel, the Spirit of Victoria, in 1985 and “Tassie Devil” in 1986. The R&D put into these vessels is still in evidence today, although a huge amount of R&D has continued and will continue into the future. And the size of the craft has significantly increased. But (if you’ll excuse the nautical pun) it certainly hasn’t always been plain sailing for Incat Tasmania. Following the global financial crisis, orders dropped alarmingly, putting the company into severe financial difficulty. It had completed July 2017  17 The world’s fastest passenger ship, the 99m Incat No. 069 Francisco, in service between Argentina and Uruguay. Lightly loaded, it has been measured at 58.1 knots – considerably more than 100km/h. With a full load of vehicles and passengers AND running at only 90% engine capacity, it cruises at 49 knots (90km/h+). And this is what powers it (or more correctly two of what power it!): twin 22MW GE Energy LM2500 marine gas turbine engines driving Wartsila LXJ 1720 SR waterjets. This engine is just over 4m long x 1.5m diameter. Incat believe that the Francisco is capable of even faster speeds with less fuel on board, in calm waters. vessels it couldn’t sell and others, being built on spec, had no sign of likely purchasers. In fact, Incat would have gone under if its then bankers had their way. But with help from the Tasmanian government, a relatively small amount of restructuring and redundancies (far less than the bank demanded), coupled with the very timely sale of two completed craft, Robert Clifford and his team were successful in trading their way out of difficulties, in the process becoming more structured and better managed. And they changed banks! propellers, not the least of which is incredible manoeuvrability. Because the jets can be angled to wherever needed, bow thrusters are not required (the jets can push the vessel sideways). This also allows a shallower draft than vessels fitted with propellers and a rudder. And then, of course, there is the rather dramatic speed capability. An innovative Incat ferry, the world’s first LNG/dual fuel model, holds the record for the fastest large passenger vessel in the world – the 99m ferry Francisco, lightly loaded, has been officially “clocked” at 58.1 knots (107.6km/h). Of course, there are many speedboats and other craft capable of this speed . . . but not many of them can carry 1000 passengers and 150 cars in superb comfort! This ferry, launched in 2013 and named in honour of Pope Francis (originally from Argentina) is now in service on the River Plate between Argentina and Uruguay. It easily achieves a regular running speed of 49 knots at 90% power from its twin 22MW GE Energy LM2500 marine gas turbine engines, driving Wartsila LJX 1720 SR waterjets. For those without a nautical “bent”, 49 knots is over 90km/h! Speaking of those engines, as gas turbines, they’re a lot smaller than reciprocating engines used in many other WPCs: 4.29 x 1.52m diameter. But they gulp fuel at an Jet power – and a world record While quite a number of craft are constructed using the traditional propellor and rudder method (eg, the new inner Sydney Harbour ferries), the larger Incat vessels – especially those intended for offshore use – are powered by marine water jets.These have several major advantages over Not all of Incat’s craft are luxuriously equipped: here HSV1 “Jervis Bay” is fitted out for military use. She made over 100 trips between Darwin and Dili in the 1999 emergency. 18  Silicon Chip Its sister ship, the HSV-2 Swift, was attacked with a missile attack by Houthi rebels off the coast of Yemen in October 2016. Early reports had it sunk but it was only seriously wounded! siliconchip.com.au In this photo of the construction of the Express 2, you can clearly see the third hull. Normally it sits above the waterline but in big seas, helps smooth out the pitching action and acts as a “shock absorber”. The 20-cylinder MAN 28/33D engine (10 per side in “V” formation) is shown here installed in the next Incat WPC to come off the line (the Express 3) – but the engine is too massive to get it all in the one photo! enormous rate – another 98m Incat vessel, built and configured for military use, is quoted to consume 180 litres per nautical mile at just 35 knots! We’ve shown a photo of one of the gas turbine engines opposite. mark) via the Panama Canal was just 491 days. Express 3 entered service on June 1st. And another world record (or three) Other wave-piercing catamarans built by Incat use more conventional high-speed marine diesels – still immensely powerful, still driving waterjets. For example the four MAN 28/33D STC 20 cylinder 4-stroke diesel engines in the 112m Express1 (2012), and Express2 (2013) are each rated at 9000kW, while the 109m Express 3’s engines are rated at 9100kW, the engines are almost 4m high, 2.5m wide and 8m long and weigh over fifty tonnes. The name deciphers as 280mm bore, 330mm stroke, while STC stands for sequential turbo charging. With a maximum engine speed of 1000 RPM, a bore of 280mm and a stroke of 330mm, they each consume around 1700kg of fuel per hour . . . and yet are claimed to be the most powerful and fuel-efficient 1000 RPM diesel engines in the world. Boat speed (loaded) is 40 knots while unloaded they can achieve 47 knots. Incidentally, build time of the Express 3 from laying the keel in Hobart to delivery to its owners, Molslinjen (Den- The Blue Riband (or more correctly titled, the Hales Trophy) is the much-sought-after world record for the fastest crossing of the Atlantic by a passenger ship. It’s not only a test of speed, it’s a test of endurance and reliability. The Blue Riband dates back to the 1830s, when ships fought over the honour of being the fastest transatlantic liner. In 1935, to encourage innovation in passenger transport and formalise the Blue Riband, Harold Hales, a British MP, commissioned and donated a four foot high, heavily gilded solid silver trophy. The last big liner to win the trophy was the SS United States on its maiden voyage in 1952, averaging 35.59 knots. Now Incat ships hold that record – in fact, the last three times the record has been broken were by Incat vessels, each in turn earning the right to fly the prestigious Blue Riband. In 1990 Incat’s Hoverspeed Great Britain (hull no. 025) broke SS United States’ 38-year-old record by three hours and 14 minutes. The 74-metre Incat wave-piercing vessel established the record of three days, seven hours and 52 minutes averaging 36.97 knots. No ship’s wheel here: the bridge of Francisco is very much controlled by wire – the tiny joystic near the middle of the photo is all the coxswain needs to control a 100km/h vessel. As well as luxury ferries, Incat builds utility cats such as the 70m Muslim Magomayev, a fast oil well tender and crew transporter, operating in Azerbaijan. Marine diesels, too siliconchip.com.au July 2017  19 The empty truck deck of the Express 1. With 4.5m headroom, it fits 23 standard semi-trailers. A second deck holds up to 150 cars; above that again is the luxuriously fitted out 1000-passenger deck, complete with restaurants, bars and both business and economy class seating. Four DAF XF-powered semi-trailers, fully laden, sit side-by-side on the cargo deck. Unloading to empty and reloading, once docked, is remarkably fast – this vessel regularly achieves a 28 minute turnaround! Only stern ramps are needed; no reversing is required. Eight years later, Incat’s Catalonia (hull no. 047) on a longer route from New York to Spain raised the average speed to 38.85 knots, at the same time becoming the first commercial vessel to cover 1000 nautical miles (1850km) in 24 hours. A month later, Cat-Link V (hull no. 049) broke the 40 knot barrier for the first time, taking the Hales Trophy with a record of 41.284 knots. Remember, that’s the average speed right across the Atlantic Ocean! third bow hull. This is something of a paradox on a catamaran but it is one of the elements in Incat-built ships which results in a significant smoothing of the ride for both passengers and the ship itself. As far as we know, this feature is unique to Incat and was added some years ago in response to difficulties with high speed operation heavy seas. In effect, it acts as a “shock absorber” for oncoming seas. The way it works is this: in normal seas, the two “outer” hulls pierce (as their name suggests) through waves while the centre hull sits above the waterline. In rough seas, when the ship pitches into the waves, the Innovation and revolution Another of Incat’s “revolutionary” developments is the MAN 28/33D STC HIGH SPEED MARINE DIESEL ENGINE (Cutaway view) The majority of Incat’s high-speed wave-piercing catamarans use 20-cylinder MAN 28/33D STC engines, coupled to Wartsila LXJ 1720 SR waterjets. In most craft, four such engines and waterjets are used. 20  Silicon Chip Bore 280mm Stroke 330mm Cylinders V20 Power output 9100kW Output/ cylinder 455kW Speed 1000 RPM Mean effective pressure 26.9 bar Mean piston speed 11 m/s Specific fuel consumption 188g/kWh siliconchip.com.au Launching a 109m Cat, the Natchan Rera, from the huge “Wilsons” assembly hall on the Derwent river. The ship is basically complete, apart from radio and radar antennas. As well as the new inner harbour ferries, Sydney has four Incat jet catamarans on the Manly (outer harbour) run. Two of these are 33m and two are 24m craft. centre hull is immersed, preventing the craft from pitching as much as it normally would, therefore damping the pitching action. The result is a much smoother ride for passengers and less stress on the ship itself. Despite this technological advance, Incat have not rested on their laurels, continually developing and modifying the third hull – for example, later craft have more freeboard and less flat surface. for maximum payload capacity (both vehicles and passengers) and passenger comfort, coupled with minimum running costs, minimum turn-around in port – and of course reliability and low maintenance costs. They’re all somewhat conflicting aims, although repeat business from operators prove that Incat have achieved them. The internal photos shown here attest to the luxurious finish and feel. Depending on the size, most vessels can handle up to 1000 passengers in aircraft-style seating, most offering two classes (business, with luxury leather seating and economy). But unlike an aircraft, passengers are free to roam about – to visit the restaurants and bars on board, watch TV, relax or view the passing scenery from the huge all-around windows. There’s even a children’s play area on some vessels. “SeaFrame” construction Incat vessels are primarily constructed as a base vessel or SeaFrame, in line with the aviation industry’s Air Frame – the structure of an aircraft exclusive of its fittings. Building to SeaFrame enables lower production costs – it’s more or less a standardised production line – and consequently lower ownership costs. It’s then up to the purchaser as to what standard and design the craft is fitted out with – everything from layout of decks, seating arrangements, colour schemes and even the number of bars and restaurants on board! Incat have the specialists to guide purchasers through all the decisions necessary to have the craft exactly suit their requirements. Internals Most of Incat’s fast ferries, particularly the larger wavepiercing models, are destined for operators who are looking Who said a ferry trip has to be boring? This is the Neptune Clipper, (Incat no. 076), a 35m catamaran operating on the River Thames, London. siliconchip.com.au Panoramic views from the passenger deck on the Express 1, with large expanses of glass coupled with comfortable, aircraft-style seating makes for a very pleasant ride. July 2017  21 The latest ferry to join the Sydney Harbour fleet, Incat No. 082 “Catherine Hamlin”, a 35m conventionally propelled cat. If you don’t recognise the bridge in the background . . . . . . it could be because it was undergoing trials on the Derwent River. This photo, looking over the stern of the vessel, is in slightly more familiar surroundings. Below them are the (usually) twin decks for vehicles, one for up to 400+ cars, the second for up to 23 full size semi trailers, with a 4.5m clearance. In some ferries a mezzanine vehicle deck can be moved up and down to accommodate differing vehicle loads. Careful attention to design means absolute minimum turnaround times – Express 1 and Express 2, for example, have achieved an unheard-of-time of just 28 minutes – full load to empty to full load. Trucks and semis can be driven forward and turn 180° to drive back out – no reversing required! And with a combination of advanced hull design and the world’s leading engines and marine jets, operating costs (including maintenance) are minimised. that the various components required were made on time and to the highest quality. Up to six vessels can be constructed at the one time and they are more than likely to be different models (depending on orders), so it is essential that the shipbuilders receive the right components at the right time. After the design is finalised by the Revolution Design team and the client’s particular requirements, the plate shop sets about cutting the high-strength marine-grade aluminium alloy from which the ship is constructed. Specialised suppliers in Australia, France and Switzerland supply the aluminium. In pre-fabrication, these components are welded into larger modules (in fact, some smaller vessels are completely constructed here). Then the focus is on the main assembly halls – it is here, in stage one of the assembly itself, where the larger components (fuel tanks, engine rooms, jet rooms and superstructures) are also transported. Naturally, many of these require installation/fitting at a relatively early stage of production. Stage two of building sees the modules from pre-fabrication brought together and the “bits” start to resemble a Incat’s “production line” Part of the company restructure mentioned above involved a detailed examination of Incat’s work procedures. During construction the large ship moves through three stages of the shed on railway bogies until it reaches the final drydock position ready for launch. Incat set up various production facilities around the ship-building facility itself to ensure The BASTARD’S A GENIUS: the authorised biography of Robert Clifford by Alistair Mant The story of how Robert Clifford went from being a poor student to a global shipping entrepreneur reads more like adventure fiction than cold hard fact. But it is all true. The tale contains the usual quota of disaster and triumph, spiced with a fascinating account of ingenuity and invention at work. After all, if you go into business, you might as well experience a financial meltdown and a bank receivership. If you take up yachting, you might as well win the Sydney-Hobart race in a near photo-finish. If you invent and then dominate a global fast-ferry market, you might as well win the Hales Trophy for the fastest Atlantic crossing, not once but three times. 22  Silicon Chip “Bob Clifford is a hero of mine. I actually sought him out because I wanted to find out how on earth he had learned to do what he has done ... How did he do it? I believe he is a genius.” – Dick Smith But behind the swashbuckling adventure story lies a complex, affectionate and littleunderstood man of surprising sensitivity and creativity. He is an all-action hero consumed by the need to conceive, shape and bring to fruition objects of great utility and beauty. He is a man quite unlike the standardissue ‘businessman’ and much more like those distinguished artists and scientists who are impelled by some inner voice to do the work they do. The Bastard’s a Genius by Alistair Mant – Allen & Unwin 9781741143 siliconchip.com.au Vehicle (left) and pedestrian (right) access onto the Volcano de Teno, a 96m vessel operating in the Greek Islands. For ferry operators, minimum turnaround time is essential. ship. Construction begins in the centre of the vessel, with controlled, rapid growth ensuing. As the ship “grows”, quality assurance and marine survey authorities monitor every step. Stage three sees engines, jets, thrusters and T foils installed and internal fitout, plumbing, wiring, hydraulics and myriad other ship’s components and systems are fitted. Also at this time, the ship is given her coats of paint and decoration, in accordance with the client’s specifications. Launching and delivery Almost completed, it is ready for launching. Only at this stage is it given its new owner’s name, logos etc – and once The Tasmanian Fast Ferry Museum, on Incat’s site in Hobart. School excursions and other groups can book to visit this most interesting museum (phone 03 6271 1333). launched, such things as radio and radar antennas – too high to be installed inside the assembly hall – are fitted. Builder’s trials and sea trials are then conducted, ironing out any minor problems, before delivery is made. For smaller craft, this can be as deck cargo on a much larger vessel; for Incat’s largest models, this may be made by sailing the vessel to the client – a perfect sea trial, if ever there was one! The most recent (April 2017) Incat craft, the 109m Express 3, was delivered in this manner to Denmark, via the Panama Canal on May 23 last. Another Australian World-Beater: Liferaft Systems Australia Marine Evacuation System One-person operation can evacuate 600 in less than 30m! Our flying visit (literally!) to Incat Tasmania wouldn’t have been complete without stopping in to their next-door neighbours (but independent company) Liferaft Systems Australia (LSA). LSA have also earned a name for themselves around the world as the inventors and manufacturers of a completely new and different way of evacuating and rescuing those in peril from a doomed ship. You’ve all seen the movies where the officers are shouting “women and children first” as they clamber into liferafts or lifeboats, which are then lowered into the water, sometimes not real successfully, by several crew members manning the winches. You just know it’s not going to end nicely for at least some of them . . . LSA, a privately-owned Australia company established in 1992, have developed a completely different method. Their Marine Evacuation System (MES) is more akin to the emergency evacuation slides you’ve seen (at least on TV) to get people away from a downed aircraft. LSA’s system is much faster and much safer than the “old way”. The system developed by LSA comprises an inflatable evacuation slide, which leads directly into a large capacity inflatable liferaft, which can hold 50 or 100 people in a self-righting version with canopy or 128 people in an open, reversible version. Both the slide and the raft are stored in a marine aluminium cradle, usually in a purpose-made “hatch” on the side of the vessel or on deck. Each is designed for rapid installation and rapid removal and can be actuated by one trained crew member. No power is required to operate it, there are no winches nor complicated hydraulics. But when time is vital in evacuating passengers and crew, up to siliconchip.com.au 600 people can be evacuated by each MES station in less than 30 minutes. Moreover, it doesn’t discriminate on age, physical impairment, injuries or physical ability. The way the slide is designed means there is no risk of blockages while injuries (or further injuries) are virtually unknown. The LSA MES is designed to suit (and is being used on) all types of vessels, including conventional passenger ferries, high speed craft, military vessels and even large private yachts – including, as you might imagine, all vessels made by Incat. More information: LSA (03) 6273 9277; www.lsames.com SC July 2017  23