Tema/innhold

• Bakgrunn og historikk for den norske båttrafikken til fjord- og øysamfunn

• Utvikling av fartøysmateriell og erfaringer over tid

• Status og fremtid for bruk av hurtiggående katamaranfartøy for passasjerer, last og biltransport, kombikatamaraner

Erfaringer

• Rutetilbud – fra en tur i uken, til en tur om dagen, til flere anløp pr. dag

• Potensialet når det gjelder rutetilbud og reisetid. Rutefrekvens, samfunnsnytte og lønnsomhet

• Servicegrad, regularitet, reisetider• Komfort, kundetilfredshet• Sikker transport, redundans

HistorikkStarten på den regulære rutetrafikken i Norge var ru ndt

1850

• S/S Framnes i fart mellom Bergen og Sogn og Fjordane omkring fra1850

”Fjordbåtene” sin utvikling utover 1960-årene og til tidlig på80-tallet

• ”Nordfjord” på seilas fra Bergen til Sogn, og gamle ”Tansøy” i lokaltrafikk i Sogn og Fjordane fylke

Gammel og ny tid

• Veteranbåten på tur, og moderne passasjerkatamaraner på seilas fra Bergen til destinasjoner Vestlandet

Kartforklaring

• Hvor eksempler og erfaringer er hentet fra

Reliable and competitive in Fast Ferry operations

• 150 years history and knowledge of the passenger transport trade at sea

• Pioneer in Fast Ferry development and introduction

• 36 years experience in coastal operation off passenger catamaran/fast ferries

Historical development and introduction of fast ferries

Retrospect of the fast ferry development from early Retrospect of the fast ferry development from early sixties and till present sixties and till present

History of fast ferry development and introduction in Norway

1960 – ”Vingtor” starts scheduled traffic between Ber gen and Stavanger.1962 – First Norwegian built hydrofoil boat from Wes termoen shipyard1964 – Council for hovercraft established at Sunnmør e, Norway.1965 - MRF starts ”World’s first” commercial schedul ed traffic with

hovercraft in western Norway. 1971 – FSF starts passenger traffic with ”Fjordprins ”, a new built civil version of a naval ”gunboat”. 1971 – FSF get delivery of the ”World’s first” passen ger catamaran from Westermoen shipyard, Mandal.1972 – The passenger catamaran ”Solundir” delivered from Westermoen to FSF.1975 – The boat builders Brødrene Aa built their fir st conveyance fast craft in sandwich construction.1976 – The Fjellstrand boat yard delivered their fir st 25,5 meter catamaran.1980 – Brødr. Aa presents their first sandwich const ructed catamaran. 1981 – Fjellstrand built their first 31,5 m. catamar an.2009 – Fjord1 introduce a new concept of 300 passeng er catamaran built in carbon fibre at Brødrene Aa boatyard

More history

1983 – The first catamaran with adjustable propeller s put into operation.1984 – Brødrene Aa launch the first Norwegian built SES high speed craft1985 – Fjellstrand launch their first 38,8 meter Cat amaran (for China)1986 – Fjellstrand delivers the cargo catamaran ”Ann e Line”1987 – Fjellstrand delivers their first 38,8 m. pass enger catamaran to

Norwegian buyers (”Fjordprins” and ”Sognekongen”).1987 – Brødrene Aa launch the first Norwegian combin ed passenger and car catamaran. 1989 - Westamarin launches the first ”Foil cat” in No rway.1990 – Fjellstrand delivers their first 40 meter cat amaran to Norwegian buyers. 1991 – Fjellstrand put in large financial resources for the development of new foil systems.1999 – Delivery of ”Sleipner” and ”Draupner” to HSD fr om Austral Ships2000 – Delivery of the combi catamaran’s ”Sylvarnes” and ”Fjordglytt” from Lindstøl2002 – Delivery of ”Fjordtroll” from Lindstøl, Risør2002 – Launching of the first carbon fibre high spee d catamaran, Br. Aa, Hyen2002 – and till present: A number of passenger cata marans in aluminium has been builtin Norway, and a series of high speed catamarans in carbon fibre has been delivered from Hyen. 2009 – Fjord1 introduce a new concept of 300 passeng er catamaran built in carbon fibre at Brødrene Aa Boatyard, Hyen

Summed up

What has The Norwegian fast ferry industry experien ced from the ninety sixties and till now in connection with development of high speed c rafts/fast ferries:

Plus:● Development of especially good hull constructions ● Improved propulsion and propeller solutions● Focus on improved safety and more redundancy● Improved fast ferry design and construction in gene ral● Implementation of rules and regulations in accordan ce with the technical

development of fast ferries

Minus:● Serious accidents1988 – Rough weather waves caused submerging – north ern Norway1991 – SeaCat accident west coast Norway1999 - ”Sleipner” accident south of Bergen, west coas t Norway.

Norway have both experience and tradition to be lea ding on fast ferry technology and development. Foreign ship companies and yards has a dapted Norwegian technology for further development.

Single hull high speed passenger boat, built 1971

• ”Fjordprins” 173 passengers capasity, based on hull de sign from norwegian naval gunboat. Sold to Italy in 1986.

”World’s first” passenger catamaran from Westermoen shipyard

• ”Fjordglytt” 140 passengers, built 1971. Sold to Sweden 1995

New generation of modern high speed crafts

Light ship weight optimizing

Visby ClassVisby Class

KvKvæænangennangen

RRøødnedne

”Tansøy” in operation

• Modern combined passenger/car/cargo katamaran

”Tansøy” built 2007 – 96 passengers, 12 standard cars, c apasity for one bus or lorry. Cargo capasity 25 mt on deck.

Cargo/income for “Tansøy” in traffic in “Kystvegsekspressen”

• Cargo 38 %• Passengers 47 %• Cars 15 %

• Calculated in relation to ticket/income in NOK

Rules and regulations

Before 1985 – Adjusted to comply with traditional ship construction rules1987 (Practised since1985) IMO 373 rules and regulations for high

speed crafts.1997 HSC code. Focus fire safety, interior, equipment, test programmes2000 Immediately action, after ”Sleipner” accident. In connection with

tests, procedures, and rescue equipment on existing fast ferries2002 HSC 2000 code. Focus on damage stability, MES systems and VDR

In general:Accidents make the rules more stringentPositive development: New rules increases the safetyNegative development: New rules increases the light ship weight

Consequences

Because of the HSC 2000 rules both building costs a nd operating costs has increased noticeable. Just to mention:

Length on ship:HSC 2000 code coming into force with (L) > 24 m.

Tonnage:If the HSC > 150 GT VDR to be installed. (Cost appr ox. USD. 100.000,-)

Rescue boat :Ship length > 30 m. Rescue boat required.

Fire fighting equipment :Passenger certificate above 200 pax => increased re quirement of fire fighting equipment. (Coast and weight increase).

Increase of light ship weight in general, caused by the new set of rules

Futural development and introduction of fast ferries

How to carry out the task to the benefit of the com pany and the How to carry out the task to the benefit of the com pany and the

passengers, and in addition keeping up the competit ive power ?passengers, and in addition keeping up the competit ive power ?

Fuel cost optimising

The technology of to day make it possible to achiev e a fuel saving cost by reduction of fuel consumption with as much as 25 % compared with fast ferries designed and built not s o very long ago.

This partly based on new engine and propulsion tech nology, butvery much based on weight reduction caused by signi ficant lighter building materials.

Also a step forward in modern low resistance hull d esign should participate to fuel reduction on design speed crite ria.

New design and construction materials

Hull weight optimising:

It is reasonable to believe that carbon fibre sandwich construction will be used in enlarged scale. Brødrene Aa, Hyen has experience from 2002 with this construction method and building material.

Most probably other yards will start up with the same construction and building methods.

• Carbon fibre sandwich reduce the structure weight by 40 – 50 %.• Large structural and surface strength• Small material movement when heavy load and strain• Environmentally friendly moulding process• Material costs competitive with aluminium. • Reduced building period in compared with aluminium.• Vacuum moulding

Fast catamaran ferry development

The traditional catamaran has since 1971 survived m any steps of development. New hull design and new propulsion sys tems has given the result of more then 50 % lower fuel consu mption compared with the first passenger catamarans. This in spite of the last years implementation of new rules and regulations, which among other things has increased the light ship weights The cat amaran hull has been further developed with different new system as interceptorsand foil systems in order to obtain better efficien cy and seagoing capability

One can expect further development and improvements within:• Weight optimising (New building materials)• Propulsion • Focus on comfort

Alternative hull design

Foil systems, SES system, Trimarans, Single hull cr aftsCatamarans, All design solutions with advantages an d disadvantages, and not to be further discussed in t his presentation.

The focus here will be on catamaran twin hull desig n, with focus on new building materials, weight and propulsion syste ms.

Advantages of the twin hull catamaran design can be listed as follows:-Enlarged safety and redundancy-Improved manoeuvrability-Large main deck space, for cars, cargo, etc.-The design opens for better passenger comfort and n oise reduction-Speed capacity

High speed craft, hull design, and building materials

Hull weight optimazing:

New design and model tests

Hull/propulsion: Carbon fibre – aluminium – water jet – propeller – other solutions ? New technology ? The development moves forward, step by step, but slowly.

Fast Ferry design

Propulsion:

Water jet:By use of water jet systems the craft can achieve propulsion efficiency of maximum 65-70 %. (62 % at ”Fjordprins). The efficiency improves as a result of enlarged speed. The interface area between propeller and water jet propulsion seems to be in the area at approximately 35 knots. Water jet systems has lower maintenance costs then propeller systems, an offers reduced noise and vibrations onboard, and thus better comfort. Propeller:By use of propeller systems the craft can achieve propulsion efficiency of about 75 – 78 %. At service speed above approximate 35 knot occurs often problems with cavitations and propeller noise. The hull design in the area close to the propeller tunnel seems to be a critical task of the design solutions in this respect.

New design solutions and technology will influence on the interface between water jet and propeller systems related to efficiency and fuel economy.

Fast Ferry design challenges and proposals

Development of new steering systems :

InterceptorsFunction: Adjusting boat trim with minimum influence on hull resistance. Successful trial results on ”Kommandøren”.

Servo foilFoil systems, function: ”Lifting” the hull higher in the sea. Successful installation onboard ”Fjordtroll”.

In connection with building of new crafts it is useful and profitable with further development of the craft steering systems in order to obtain:

• Effective trim adjustment• Approved seagoing capability• Fuel saving

Ice-going capability and “Ice Class”

• To day a catamaran high speed boat/fast ferry built in carbon fibre sandwich or aluminium will not achieve standard Ice Class from any class society

• Some local/national maritime authorities allows cata marans -built with ice enforcement - to operate in passenger t raffic in waters with limited ice conditions

• According to the manager of a well qualified naval co nstruction engineer a modern carbon fibre built catamaran hull, wi th ice strengthening in the waterline area and ice strengthene d propulsion, will be able to force up till approx 8 cm .

• However, full ice-going capability and Ice Class is not possible to achieve based on design and technology of today

Advantages for the combined cargo/car/passenger catamarans - summed up

• Flexibility regarding combined cargo/passenger tran sport• Large deck area and initial stability compared with deadweight • Reduced lightweight compared with monohull displace ment design• Fast ferry speed capacity offers reduced voyage/tra veling time for the

passengers. This, combined with better comfort, res ults in improved customer satisfaction.

• Better capacity utilization caused by increased rou te frequency with same number, or reduced number of passenger ferries . Significantenlarged route distance carried out per fast ferry per day/week/year compared with standard slow speed monohull ferries.

• Improved total economy and “value” of investments an d running costs.

• Increased safety for crew and passengers caused twi n hull design and engine redundancy

• Maneuverability and draft allows traffic in narrow waters

Construction, size, deadweight, or capacity limitat ions for the design of combined catamarans ?

• In practice – none• Even if this presentation focuses on smaller fast ferries, it will be

fully practicable with enlarged design and thus extended cargo/car/passenger capacity.

• Catamarans of this design with a deadweight cargo capacity of ex. 50 mt deck cargo, or more then 20 cars and increased bus or lorry capacity should be rather unproblematic

• There are ferry companies to day which (among other areas) operates large catamaran and trimaran fast ferries between ports in the North Sea, and in traffic between ports in Spain and the Canary Islands.

The experience with the introduction of combined cata marans in traffic on the Norwegian coastal waters and fjords

• Till now the experience has been very satisfactory, both for theprivate travelers and customers, as well as for the local societies in total

• Also the local and regional authorities expresses high level of satisfaction with this relatively new fast ferry design

• In general the combined catamarans contributes to keep up and improve the communication and transport infrastructure on smaller island and in fjord societies, and thus contributes to keep up relatively sparsely populated societies and local trade and industry

• That’s why the authorities now use the term “Samfunnsbåt” when the combined catamarans is on their consideration and planning work for new, modernized, improved or changed ferry routes.

Size limitations ?

.

Thank you for your attention