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SAFEHAVEN MARINE. Builders of the Interceptor & Wildcat range of offshore craft
The New INTERCEPTOR 28
See the new 'FREEDOM' version now launched!
Below- 'OSPREY' Dublin Garda sea angling clubs new Interceptor 28. She was built to full IRL Dept of Marine specification for a comercial P5 Passenger licence for 6 passengers and 2 crew.
Below 'ALMURAIN' Johny Flahertys new Interceptor 28, based in Galway, Ireland
After 8 mths in development the first of class has now been launched. Hopefully, looking at her above everyone will agree she looks simply stunning. Taking the same gracfull sheerline from the 42, combined with a new, striking window style we have managed to design her proportions to create a true 'big boat' look to her. She does not look squat, or slab sided as often smaller boats do.
The Interceptor 28 adds a new model to the Interceptor range in the very popular small to medium angling boat class, and in direct competition to the Arvor 25 and Rodman 805. It is a virtual scale copy of the fabulous Interceptor 42 hull which is renowned for its seakeeping and great looks. Her moulded length is 27ft 6", and L.O.A. is 28ft 4"Deadrise has been slightly reduced to 20 degrees amidships and 16.5 at the transom but retains a fine 45 degrees at the bow. Designed primarily for diesel outdrive, (the Yanmar 200-260hp 4 cyl engine and Bravo II outdrive leg will be the standard engine choice) Sterndrives were chosen as opposed to shaft drives for the following reasons 1/ performance and economy (up to 4mpg), 20% more speed from the same power. 2/ Easily clear a rope or net around the prop due to tilting of drive. 3/ Easier mooring due to vectored thrust. These advantages together with reduced production costs and hence overall price outweigh the slightly increased maintanance issue, )the drives oil needs changing every 12mths), but this should not be an issue as the boat should be lifted for re antifouling / maintanance every season as a mater of course.The hull provides economical cruising speeds of 25-30kts, is very stable due to its wide beam of 9ft 10 " and exceptionally dry due to her unique double chine hull design providing sporting yet safe and dependable handling.
From this angle you can see her Deep V forward sections which give a smooth
ride in head seas. Clearly seen is her multiple chine design for excellent
spray suppression and ride dryness.
The size and configuration of her aft cockpit can be seen here. High bulwarks make her very safe and secure. Her offset wheelhouse design can be seen also, providing a safe wide walkway up the st/bd side of the cabin, designed under the pretence that you only ever really come along side to the side your helm is, in this case st/bd, for the obvious reasons of visibility and astern prop thrust. Which means the opposite side is rarely used, so why eat up valuable accommodation are on that side! This way you get the best of both worlds, safe secure fore deck access and maximum accommodation.
Optional rod storage locker and new Jabsco deck wash system are seen here in this the top of the range version.
Her Interior is beautifully finished, full lined and carpeted for a warm feel. High gloss GRP mouldings provide a stylish but durable surface with plenty of wood triming. Her console has been ergonomically designed just as a car is, adjustable steering wheel, height and fore and aft adjustment on the seat means everyone can find a comfortable position. The helm seat has a flip up bolster allowing standing at the helm.
The navigators seat can be droped down and swivelled 180 degrees to provide comfortable seating at the dinettee whilst opposite, is a full galley with cooker and sink.
Below, her sea toilet and berth located in the fore cabin.
Engine access is from a raised engine box which as well as allowing good access provides comfortable seating, essential when fishing, a large flush hatch forward gives access to a huge lazarete for storage. All service items are positioned for easy daily checks and maintenance.
We build the Interceptor 28 using the same heavy duty comercial layup as the Interceptor 38, 42 and Wildcat. She is no light weight fair weather toy. As an example we use the same type and standard of windows we fit to our Interceptor 42 Workboat strong enough to take a boarding sea, not the weak and cheap, mass produced perspex windows common in recreational craft. Below you can see the substantial scantlings employed to allow her to operate in heavy weather, stiffener spacing is a closely spaced 400mm on the hull bottom and three bulkheads and longditudal webs provide a high level of stiffness to her structure. Her 3500kg displacment shows her strength, and you feel it at sea in rough weather, she is not thrown about like some lightweight boats are.
Seakeeping
report on the new Interceptor 28
We
have had Dignity for several weeks now and have tested her in a wide range of
conditions ranging from exploratory forays offshore in force 8 gale conditions
to calm seas. Overall her seakeeping has fully lived up to our expectations and
has proved vice less in this regard. Several other skippers have also tested her
and compared her to their current craft of comparable size and all have been
very impressed with her abilities.
Her
hull has a moderately deep V midships, but a fairly sharp 48 degrees at the bow.
This means that to ensure a soft ride into head seas you need to trim the bow
down in head seas. When we designed the transom we gave it a 16 degree angle,
this means the stern drive unit can be trimmed in significantly pushing the bow
down as trim tabs would. Normal running trim of 4.5 degrees can be reduced to
2.5 degrees. This has a dramatic effect, keeping the hull planted on the water,
prevents her becoming airborne and keeps the deeper V sections immersed and
cutting through the waves. There is a 1kt reduction on top speed when trimmed
in, which is insignificant in comparison to the smoother ride.
Running
like this she was able to maintain 14-15kts in a head sea offshore in force 4+
conditions comfortably without slaming. Turning off the seas she could be run at
increasing speed the further off the bow you steered. Beam on she was very
stable with no rolling and held her course well.
Down
wind in a following sea she is really excellent, she tracks straight as an
arrow, the ultra quick steering of the strendrive gives instant control,
keeping her on course. In a quartering sea she shows no broaching
tendencies with little roll and yaw, her moderate deep V hull helping here,
keeping her stable and level without too much heeling and again when surfing,
her quick steering inspires confidence.
On
a final note her multi sprayrail and chine design makes her exceptionally dry,
in fact she possesses the driest hull in our range, making her wipers nearly
redundant.
In
order to demonstate her seakeeping abilities we filmed a video of her in rough,
wind against tide conditions at the mouth of cork harbour. In seas reaching 9ft
in height we pushed her hard, much harder than you would in normal driving, but
it showed how she behaved on the limit, and she never put a foot wrong. On
another occasion, in the interest of science I took her out in a force 8 gale,
shouldn’t really have been there, and kind of forgot I wasn’t in a 42 until
I was looking up at a 15ft breaker. So I drove her around slowly at 10kts,
obviously she was getting tossed around quite a lot, at sea size maters and you
cant compare three tons with the bulk of a ten ton 42, but she felt safe, her
high bulwarks and sides meant she took no green seas and she was amazingly dry.
Coming back in with the sea on my stern I took it easy running at just 18kts,
but even the we got up to some fast surfs at 30kts, the
sterndrive gave instant steering control and meant that she was superbly controllable on
the fast surfs. When running into the wave in front she did not bury her bows
and stayed on course. The lasting impression was of safeness, she inspired confidence
in the helmsman knowing that she wouldn’t bite back, and when your caught out
in dangerous conditions, confidence in your boat makes the experience much less
stressful!
In calmer weather, and when the mood takes you she can behave like a real sports boat. 28kts flat out with up to 32kts with the 315hp Yanmar means she is exhilarating to drive, with excellent nimble handling, banking nicely into the turns, and even with full lock, flat out,the hull stays glued to the sea with no slip and no cavitation from the prop.
Her
Owner Kenny White is very happy with her, used as a angling boat for family and
friends from Youghal on the Irish south coast.
SPECIFICATION
CONTENTS
1.
Principle dimensions
2.
Lay up schedule
3.
4.
Bottom 4800gm2
Sides 3900gm2 Keel &
Chines 5700gm2
5.
Transverse frames
6.
B/Heads
7.
Main longditudal
8.
Panel breakers / stringers
9.
Form stiffening-
10.
Superstructure / deck moulding
11.
Internal floor pan, f/wd moulding-
12.
13.
Fendering-
14.
Rails / hand holds.
15.
Mast
16.
Windows.
17.
Door.
18.
Aft cockpit hatches.
19.
Interior.
20.
Aft cockpit.
21.
Cockpit draining.
22.
Water tank.
23.
Fuel tank.
24.
Engineering-
25.
Mooring arrangements-
26.
Electrics-
27.
Gas supply
28.
Bilge pumps-
29.
FIRE PROTECTION.
30.
Stability report
31.
Inclining test data
32.
Construction drawings & schematics
33.
Lloyds special service craft structure &
scantlings calculations.
PRINCIBLE DIMENSIONS
L.O.A. (moulded)
27ft 4”
L.O.A.-
28ft
BEAM-
9FT 10”
Displacment-
3,000kg (lightship)
Freeboard minimum
355mm / 14”
Gunwale height (minimum) 660mm / 26”
The
hull scantlings and panel thickness have been determined by Lloyds special
service craft rules and calculated by L.L.S.C. software for service in area G2
and operation in fair weather and provide for an operational envelope as
depicted below.
Allowable
speed ( kts )
Max significant wave height ( m/ft )
10.0
3.75 / 12.3
12.0
2.5 / 8.2
14.0
1.8 / 5.7
16.0
1.6 / 5.2
18.0
0.9 / 2.9
20.0
0.7 / 2.2
LAY UP SCHUDULE
Shell
laminate comprising a combination of CSM and woven roving-
Bottom 4800gm2
LAY UP- 300GM2csm, 900gm2 csm, 900gm2 csm, 800WR, 900gm2 csm
800gm2 WR
Sides 3900gm2
300GM2csm, 900gm2 csm, 900gm2 csm, 800WR, 900gm2 csm
Keel &
Chines 5700gm2
Additional layers extending min 300mm across the keel and staggered.
lay up- 300GM2csm, 900gm2 csm, 900gm2 csm, 800WR, 900gm2 csm
800gm2 WR
Isophathalic
resin used in the first layer. Isophthalic gell coat, white below the WL.
Transverse frames
Foam
polyethylene profile 100x75mm @ 800mm centres. 1800gm2 laminate min overlap
150mm
Max
span 1.3m
B/Heads
3x
12mm plywood b/heads, sheathed, with 1800gm2, 6” angles bonding to hull.
Main longditudal
web
Constructed
from 12mm plywood forming a longditudal web butted and bonded to b/heads
creating a monocoque structure which additionally supports the deck moulding
Panel breakers / stringers
Foam
cored 100 x 50mm W x H used to
reduce bottom shell panel widths to 400mm and side shell panel widths to 365mm
Max
span 1.0m on bottom, 1.2m on sides
Laminate
bottom stringers- 900csm, 600UDF, 900csm, 600UDF.
Side stringer 900csm, 900csm
Form stiffening-
In
certain areas the form (shape of hull) by way of secondary chines and spray
rails are used to provide additional
inherent form stiffening to the
structure.
Superstructure / deck moulding
A
one piece mould comprising the aft cockpit deck, cabin and b/head with door
recess moulding and gunwale with non slip surface built in. Laminate comprising
2100gm2 for vertical non stressed surfaces with bracing and stiffening where
required, 3900gm2 with stiffening for deck sole and horizontal stressed areas.
Scantling for sole sections consisting of 100x50mm foam beams glassed 1800gm2 @
400mm centres and bonded into b/heads
Internal floor pan, f/wd
moulding-
Comprising
V berths, heads plinth, helm and dinette seats and galley. Laminate comprising
2100gm2 for vertical non stressed surfaces with bracing and stiffening where
required, 3900gm2 with stiffening for deck sole and horizontal stressed areas.
Scantling for sole sections consisting of 100x50mm foam beams glassed 1800gm2 @
400mm centres and bonded into b/heads
The
hull to superstructure join is done
using Plexus adhesive pumped up in to the join and s/s screws every 200mm to
compress the Plexus adhesive.
Where
the superstructure is supported by b/heads etc the join is b a GRP laminate
angle and bonding paste.
Fendering-
55x50mm
PVC fendering screwed and bonded with silkaflex, coloured insert.
Rails / hand holds.
Bow
railing extending around forward part of foredeck and down the st/bd side of the
cabin to the end of the superstructure. 2 hand holds in main cabin. All in 25mm
316 mirror polished stainless steel.
Mast
Stainless
Steel low level ‘A’ frame 40mm tube, mirror polished.
Windows.
Aluminium
framed 6mm toughened glass clamp in type, bedded on silka flex. Opening on s/tbd
side by helm.
Door.
Main
cabin access door from aft cockpit in GRP with s/s locking mechanism. Door hold
back on b/head.
Aft cockpit hatches.
All
formed from the superstructure / cockpit moulding featuring a large central
hatch giving access to fuel tank and storage space GRP moulding with drainage
channel opening to st/bd, 2 h/d hinges and locking mechanism Engine box / hatch
giving access to engine GRP moulding with drainage channel opening aft with foam
seal, hinged and locking mechanism. Basic sound proofing under engine box.
Interior.
Comprising
Forecabin- a mainly GRP floor pan moulding incorporating a V berth in the fore
cabin, Manual sea toilet, a GRP recessed compartment
for storage above berths and shelf. Interior surfaces GRP smooth moulding or
flowcoated.
Maincabin-
GRP moulding incorporating helm seat pedestal, and galley moulding behind,
opposite dinette seats, raised to allow adjustment of forward seat to face fore
or aft. Non slip surface on sole area, incorporating an access hatch to storage
area below.
Smooth
GRP mouldings or flow coated with removable vinyl covered headlining panels.
Cushions,
2” thick either vinyl or cloth on V berths, and dinette seating.
GRP
moulding for helm console.
Vinyl
headlining panel, removable.
Galley
comprises double burner hob, sink and tap. Cold water supply pressurised by
electric pump.
Shut
of valve for gas supply, recessed GRP locker and Teak drawer. Teak trim /
fiddle.
Aft cockpit.
GRP
moulding incorporating large central access / storage hatch, engine box, seat
with fish box / live bait well and
steps up to foredeck. Raised engine box at transom, hinged f/wd.
Non- slip surface on deck
areas.
Cockpit draining.
The
cockpit is drained by two 2” transom drains and two 1 ˝ drains from the
central hatch drainage channel.
Water tank.
12 gallon Vetus water tank, direct filling, water supply pressurised by electric
pump feeding single galley tap.
Fuel tank.
60 gallon plastic (Tek Tank) situated under main aft cockpit hatch,
direct filling.
Constructed
of 12mm welded seam plastic.
A
fuel shut of valve is fitted to the top of the tank.
The
tank is fully baffled and is situated outside the engine compartment.
The
tank is positioned on a plinth bonded by silkaflex and bolted to the f/wd face
of the engine b/head and the support base.
Engineering-
Single YANMAR 240hp 4LHA on BRAVO 2 sterndrive leg.
38mm water intake seacock, hose and Aquafax s/steel H/D Water strainer. The outdrive leg is also connected to the cooling system.
Exhaust system runs from ex manifold on the engine to the out drive transom ex outlet on the drive leg.
Vetus
fuel filter / water separator, 12mm ID hydraulic fuel hose for supply &
return from tank to engine, double hose clips on supply line, shut off valve in
central compartment outside the engine comp.
Mooring arrangements-
Single
large Vetus bow bolard, stainless steel bow roller. 2x midship cleats and 2x
stern bolards.
Electrics-
Two
H/D 12v batterys in battery boxes, positioned in the central compartment f/wd of
the engine.
Isolator
s/w situated in the central compartment switching between batteries, one battery
for the engine, one battery for services. The s/w allows the engine to be
started from both batteries if necessary and isolates the service battery from
the starter battery during on board use when the engine is stopped.
6
no rocker switch panel with circuit breaker fuses at helm.
Engine
manufacturers instrument panel fitted and wired to engine.
Main
cabin light, fore cabin light, navigation lights and anchor light.
Single
vetus pantograph wiper motor on st/bd window.
All
wiring and cables conduit run.
Electric
bilge pump and switch panel at helm, float s/w & high level alarm for the
engine compartment.
Gas supply
A
dedicated locker in the aft cockpit houses the gas bottle. This locker is
vented. A shut of valve is fitted allowing the gas supply to be closed of. A
second shut off valve is situated at the cooker. All the gas supply is run in
10mm copper apart from the ends where a section of rubber hose is used. Proper
compression fittings are used to connect the flexible section to the supply
pipe. The gas line is clipped and supported to ISO standards.
Bilge pumps-
Single electric bilge pump in the engine compartment with high level alarm and float switch.
Single
manual 38mm bilge pump with a capacity of 90L per minute fitted in the aft
cockpit servicing the engine compartment.
FIRE PROTECTION.
The
engine compartment is fitted with a 2.5kg automatic Co2 fire extinguisher,
sufficient to occupy at least 60% of the volume of the enclosure based upon 0.56
cubic metres of free gas per kg of liquid.
A
shut off valve is positioned outside of the engine compartment and capable of
stopping the fuel supply to the engine.
A
fire blanket is positioned at the galley.
A
2kg fire extinguisher is positioned in the main accommodation area in the
vicinity of the galley.
Anti Fouling.
2 coats of International Anti fouling applied to the hull bottom to 2” above the W/L
Vessel extensively Sea trailed prior to delivery.