Interceptor 42

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SAFEHAVEN MARINE. Builders of the Interceptor & Wildcat range of offshore craft

Interceptor 42 'Pilot'

The Interceptor 42 pilot vessel is based on our renowned Interceptor 42 hull. The design is fully customizable, below is a selection of pilot boats recently supplied and under construction for ports in Europe.

PORTLAND PILOT BOAT 'CULVERWELL'

ST MALO, FRANCE, PILOT BOAT

DUBLIN PILOT BOAT no 1

'Gleann Mor' The ‘Interceptor Pilot 42’ for the Port of Cork

'Gleann Mor' The first of class Interceptor ‘Pilot 42’ was launched on Sunday the 23rd April 2006 . Based on the very successful Interceptor 42 hull, which has seen service as class 6 passenger boats, work boats, dive boats and patrol boats, with over 20 craft now in operation throughout the UK , and Europe . The hull design is well proven and renowned for possessing excellent sea keeping abilities. Her LOA is 43ft , beam 14ft. and draft 4ft 6”.

In summer 2005 the contract was awarded to Safehaven Marine to build the new pilot boat for the Port of Cork . One of the main requirements of the port of Corks specification was for exceptional strength. To achieve this, substantial 150x150mm transverse frames @ 500mm centres on a 10,000gm2 shell laminate were used. The same substantial beams were used on the deck structure and knees which provides strength at the critical deck to hull join. The Ports specification on strength of design was very specific and size for size the “Gleann Mor” is one of the strongest pilot hulls available and most people get quite a shock when the see inside her. The net result is that the likelihood of damage occurring to her hull as a result of normal pilot boarding operations is substantially reduced, meaning less down time, an important consideration for a busy port like Cork Harbour. Her main fendering was provided by Technix Rubber, consisting of 160mm heavy D section, with 140mm D section used for the lower belting and the diagonals. This combination provides good protection to the craft when alongside ships. On deck, a wide walkway, 32mm railings and Hadrian safety rail facilitate safe passage. During the consultation process with the Harbour Masters and Pilots at the design stage, the importance of a particularly wide space at the pilot boarding area was stressed. This has been created by tapering the fore cabin strongly towards the bow. The liferaft is stored in an easily accessible position on the fore deck, and is protected from boarding seas by a mirror polished protection plate, incorporated into the forward railings.

Below, her graceful lines can be appreciated in this photograph.

CORK PILOT BOAT

In the cabin, the arrangement chosen by the port of Cork was for a central helm position. This means boarding can take place to the side best suited to the prevailing conditions, as both port and starboard side benefit from equal visibility. In addition the helmsman’s seating and steering position has been designed with car like ergonomics in mind, allowing fatigue free operation, where all controls fall easily to hand. Visibility is maximized by the use of forward slopping front windows, to easily shed water and reduce glare and reflections. Upper level skylights and roof windows give a clear view overhead. Front screens are heated and in addition a hot air heater / demister is fitted to ensure good visibility at all times. Instrumentation and electronics have been positioned to provide easily viewed navigation and vessel information. A comprehensive electronics package was provided by Dunmast and consists of three Raymarine 12” E series screens, two at the helm position providing GPS plotter navigation, sounder and radar, with a repeater positioned at a second position. In addition, an AIS readout and rudder angle position provides further information. The layout inside is quite unique. Instead of the usual six pilot seats, (which can be accommodated if required) there are four pilot seats, the aft two have a table in front, and one has a navigation console with full E120 repeater and VHF incorporated. This provides the pilot with a very comfortable seated position, his own navigation station and access to important information, particularly in adverse weather conditions while communicating with approaching vessels. Cameras positioned on the wheelhouse roof and at the transom provide the helmsman with selectable video images displayed on the E120 units, of both the pilot boarding overhead, and the transom waterline area. The latter will be invaluable to the coxswain in the event of an emergency recovery as normally the area directly below the transom is not visible from the helm. In the event of a MOB situation arising, recovery will be easily facilitated by a MOB recovery basket which is single handedly deployed down to below the WL, allowing an unconscious person to be recovered efficiently in a horizontal position and lifted up to the weather deck. When not in use the system folds back into the transom out of the way.

The main cabin is finished in a combination of durable grey laminates, black GRP moldings for helm and seat pedestals, and the cabin is lined in a grey sidelining carpet, providing insulation and a warm environment. Access to the forward accommodation is through a water tight hatch, steps leads down to a spacious area containing seating and occasional berths. There is also plenty of storage space, a galley with a 24v hot water boiler providing hot water for the crew. A separate heads compartment is situated to starboard.

The vessels electrical installation was carried out by Marine Electrical Services, Gabriel Whitston has over 25yrs in Electrical engineering in the Irish Navy and the resulting electrical installation is to an exceptionally high standard. The main electrics are contained in a dedicated, dry and sealed compartment. The Electronic installation is mainly Raymarine equipment and was supplied through Dunmast. The Engine compartment is accessed from the fore cabin through a water tight door, with a clear walkway up between engines. All service components have been positioned in an easily accessible manor and care has been taken to ensure an amount of redundancy within the engine installation, an example being the raw water supply, which uses a large stainless central filter box, feed from a total of four individual seacocks, This was a port requirement from experience with their other pilot vessels giving a redundancy factor that should up to three become blocked, there will still be an adequate water supply to the engine. Bilge pumping is by both mechanical, engine operated pumps and hand operated pumps, in addition electrical pumps also serve the engine compartment.

She is powered by a pair of Volvo D12 engines rated at 450hp @ 1800rpm continuous. This provides her with a required operational speed of 22kts on a 17,000 kg displacement, being cognizant of fuel costs and efficiency. Another part of the Port of Corks specification was to provide a means of quick engine replacement in the event of a failure. To this end a large hatch is built into the superstructure roof which can be quickly removed, the four pilot seats can then be unbolted ant the completed seating modules removed. A large hatch situated in the cabin sole is unlatched and hinged back, allowing the engines to be quickly removed. Clements engineering based in the UK have supplied all of Safehaven Marines stern gear over the years and were instrumental in the vessel achieving her performance through consultation and advice on optimum propeller size and sterngear.

The first series of sea trials were recently completed and her sea keeping was tested in severe weather conditions, Storm Force 10, 60kts of wind and 10m seas with wind against tide at the entrance to Cork Harbour . Punching into steep head seas her behavior was as excellent. Her deep V hull, weight and strength allowed her to punch through the waves almost silently with no bangs or slams and even after being airborne her landings were very soft, after shouldering the seas aside. The aft central con position and pilot seating resulted in very low motions for the crew, providing comfort even in these conditions. She was run her at various angles in to the seas. Beam on she was excellent with very little rolling and heel and was able to withstand heavy breaking seas striking her. Its worthwhile to note also that the screens remained virtually dry throughout the test, her twin chine hull design effectively suppressing airborne spray allowing good visibility to be maintained, even in poor conditions. Turning to run before the seas she was reassuringly controllable, allowing hands off steering in following seas, running straight down wind displaying exceptional directional stability. Putting the seas on the transom quarter, always a test for a boat, she was again very steady, with little heeling on the face of waves when surfing and zero tendency to yaw. In fact her stiffness and stability on this course was very impressive.

During ship boarding trials her ability to easily come away from a ship provided great confidence to the coxswain and crew; her deep V hull design creating a large wedge of water between the two hulls, pushing her off easily by use of the wheel alone. She was also very dry and stable when alongside. The Port of Cork will be carrying out extensive sea-trials with the Glean Mor over the coming weeks and particularly in any adverse weather conditions.

The accompanying photographs clearly distinguish the Interceptor Pilot 42, outlining the sleek and graceful lines and colour scheme yet concealing the inner strength and design features so important to a working vessel required for operations 24 hours a day in all weather conditions.

The following dramatic photographs are testimony to her seakeeping abilities. These pictures were taken in a force 10 storm with 60kts of wing and 10m seas.

Cork Pilot boat in severe storm force 10, 70mph winds. Extreme conditions.

The sequence of pictures below show her coming alongside a freighter during pilot boarding operations.

Below, her interior is bright and airy, fully lined and carpeted, she’s quite luxurious. The central helm allows good all round visibility and the seat / steering interface is very comfortable. Pilot seating is also very comfortable, two of which have tables and one features a navigation console with VHF, GPS and radar repeaters. Several vertical poles allow safe passage throughout the cabin in rough conditions

Below- Strength. The hulls scantlings are very closely spaced @ 500mm centres giving a 4300mm panel width, the frames themselves are a huge 150 x 150mm (6" x 6") resulting in a massively strong structure. Below you can see the frames laminated in the hull.

PAn essential design feature was the ability to quickly and easily remove an engine, shown below.

Technical Specification

Contents

OVERVIEW

1.1 General Description.

1.2 Classification

1.3 Principle dimension

1.4 Speed

1.5 Hull Construction

1.6 Deck Construction

1.7 Wheelhouse & superstructure construction

1.8 Bulkheads

1.9 Trails & Delivery

GENERAL ARRANGMENT

2.1 Fore peak

2.2 Forward Accommodation

2.3 Engine Compartment

2.4 Wheelhouse

2.5 Aft Peak

MACHINERY

3.1 Main engines

3.2 Stern Gear

3.3 Exhaust system

3.4 Steering System

3.5 Engine controls and instrumentation

3.6 Skin fittings

SYSTEMS

4.1 Bilge systems

4.2 Fuel tanks

4.3 Fuel Gauges

4.4 Fuel system

4.5 Engine cooling system

4.6 Engine room ventilation

4.7 Fire extinguishing system

4.8 Fire proofing / protection

4.9 Alarms

4.10 Fresh water installation

4.11 Heating

ELECTRICAL INSTALLATION

5.1 Battery Installation

5.2 Lighting

5.3 Navigation and Communication equipment

5.4 Electrical Equipment

5.5 Cathodic Protection

FIT -OUT

6.1 Ventilation

6.2 Engine room noise insulation

6.3 Hull fendering

6.4 Windows, hatches and doors

6.5 Deck fittings

6.6 Mast`

6.7 Handrails

6.8 Lifting Arrangements

6.9 MOB Recovery system

6.10 Life Saving equipment

PAINTING

7.1 External colours

7.2 Internal finishes

7.3 Logos / Lettering

1.1 GENERAL DESCRIPTION

Vessel Description.

The Interceptor 42 is a GRP craft utilizing a double chine Deep V Hull design. The hull has a wide 13ft 6” beam providing high levels of transverse stability. The deep V hull design with 22 degrees dead rise amidships, 47 at the bow and 18 at the transom gives excellent head sea performance with minimal pounding and also provides safe and dependable down wind handling due to its cutaway fore foot, and raked stem. The vessel is also very dry due to its double chine arrangement and bow flare.

Service history.

The original craft launched in 2001 was a class 6 passenger vessel built for Martin Oliver, Galway which was granted a license by the Dept of Marine for 40 passengers. The vessel has been in service ever since and has proved an excellent craft with her owners being very happy with her. Since then a further 20 craft have been built. The vessel has been built for use as dive boats, survey vessels, charter angling, fast offshore patrol and pilot craft. The design has been very successful and is regarded as having excellent sea keeping abilities by all owners.

1.2 CLASSIFICATION

The hull and superstructure are to be moulded in general accordance with Lloyds Register of Shipping (LRS) SSC Rules as applied to Pilot Vessels. The Laminate weights and scantlings were determined using Lloyds Special Service craft software, a print out is included in the appendix.

The vessel is to be constructed in accordance with Irish Department of Marine requirements for a P5 passenger boat license.

1.3 PRINCIPLE DIMENSIONS

Length overall 44ft / 13.47m

Length moulded 42ft 6” / 13m

Beam moulded 13ft 4” / 4m

Beam overall 14ft / 4.25m

Draught 4ft 2” / 1.28m

Displacement (approx) 15,000kg (lightship) (17,000kg loaded)

1.4 SPEED The vessel shall provide for an operational speed of 23-24kts (with quoted power 450hp) or up to 28kts depending on duty cycle / power ratings.

1.5 HULL CONSTRUCTION

Hull laminate schedule / lay up wts -

Hull bottom Isophthalic gell coat to minimum 10mm (300 & 2 x 900gm2 layers) ( white pigment used below water line to prevent osmosis )

300gm2 using isophthalic resin. Composite as follows-

900gm2 CSM. isophthalic resin

300gm2 CSM stitched in combination too

600gm2 Woven Roving

900gm2 CSM

300gm2 CSM stitched in combination too

600gm2 Woven Roving

900gm2 CSM

300gm2 CSM stitched in combination too

600gm2 Woven Roving

900gm2 CSM

Total shell laminate Bottom - 7500gm2

Hull sides

300gm2 using isophthalic resin. Composite as follows-

900gm2 CSM. isophthalic resin

300gm2 CSM stitched in combination too

600gm2 Woven Roving

900gm2 CSM

300gm2 CSM stitched in combination too

600gm2 Woven Roving

900gm2 CSM

300gm2 CSM stitched in combination too

600gm2 Woven Roving

Sides - 6600gm2

Reinforcement - Keel. Additional 2 x 900gm2 CSM layers extending min 300mm from keel across bottom. Each layer stepped back 25mm. Keel - 9300gm2

Reinforcement - Chines. Additional 2 x 900gm2 CSM layers extending min 10” up sides & across bottom. Each layer staggered min 25mm Chines - 9300gm2

No coloring agent used in lay up.

No longer than 24 hrs between layers to ensure chemical bond.

Immediately after cure of main laminate & whilst still in mould the following stiffening is bonded –

SCANTLINGS.

The vessel is TRANSVERSELY FRAMED at 500mm centres giving 400mm panel widths.

Transverse frames- 150mm x 150mm and 100mmx100mm @ 500mm centers. Max unsupported panel width, bottom – 450mm . side – 450mm. (measured between stiffeners)

Max span, bottom - 0.90m - 1.5m. side – 1.2m.

Lay up over frames

900gm2 CSM

600 Unidirectional fibre on web face

900gm2 CSM

Min overlap100-125mm

Longditudal Panel breakers- Foam cored 50mm deep x 100mm wide in section, lay up-

900gm2 CSM

1800gm2 total laminate, staggered, min overlap 150mm. Max span .45m

Main Longditudals- Foam cored 200mm deep x 100mm wide in section, lay up-

900gm2 CSM

2700gm2 total laminate, staggered, min overlap 150mm. Max span 2.5m

Engine girders - Wood cored (multiple layers plywood laminated together) 4” wide x 5-12” high.

lay up-

900gm2 CSM

2700gm2 total laminate, staggered, min overlap 150mm. Max span 2.5m

1.6 DECK CONSTRUCTION

The main deck is to be constructed as a complete one piece moulding. The main shell laminate is 3900gm2 with transverse framing at 500mm and corresponding to the hull framing at 100mm x 100 to 150 X 150mm in section with the following laminate-

900gm2 CSM

600 Unidirectional fibre on web face

900gm2 CSM

2700gm2 total laminate, staggered, min overlap 200mm. Max span 3.2m

The superstructure to hull join is multiple in design to provide the strongest possible join comprising of :

1/ Plexus adhesive face to face join

2/ Through bolted @ 150mm centres C/S 8mm bolts.

3/ GRP Laminate join internal 1800 gm2, min overlap 150mm.

4/ Fendering bolted through both deck and hull using 12mm 316 s/s bolts @ 150mm centres

5/ Deck beams joined by laminate with substantial knee to hull framing.

The deck to hull scantling is formed by foam knees providing an acceptable transfer of loads and minimal hard spots.

Non slip deck coating applied to top side area throughout.

1.7 SUPERSTRUCTURE / WHEELHOUSE CONSTRUCTION

The superstructure is a one piece mould, (part of the deck moulding)

Laminate weights on superstructure are 2100gm2 - 3600gm2 laminate. Main scantling is provided by 75 x 75mm transverse frames @ 1000mm centres. All glassed into superstructure using 1800gm2 laminate with min 50-75mm angles.

Internal partition bulkheads & wood work (seating, lockers etc ) forming additional stiffening to structure.

In addition the superstructure roof comprises a removable section to allow the removal of an engine. This panel is semi permanently bolted and silkaflexed in position, but can be removed by cutting silkaflex seal with a knife and unbolting section.

A number of plants are positioned into the mould to provide recess for the external protected storage of equipment (Boat hook etc)

Engine room ventilation stack is integrally moulded into aft section of superstructure.

1.8 BULKHEADS

Three Transverse bulkheads as per drawings constructed from ½ ”/ 12mm plywood overlaid 600gm2 per side with 50 x 50mm vertical webs to provide extra stiffening. The b/heads are set on to the hull by being positioned on top of 50 x 50mm foam cored framing as per drawing to prevent formation of hard spots. And are laminated to the hull using 1800gm2 laminate with a min 6” overlap.

Additional collision b/head is fitted in the bow.

Materials -

All Lloyds approved GRP materials (resin & glass) used in the construction of hull. Details / certificates provided.

1.9 TRAILS & DELIVERY

On completion and launch builders trails are to be carried out with an engine manufactures representative aboard and the engine installation to be approved.

Customer trails: Prior to hand over a full set of trails will be completed in Cork Harbour and will include a two way run between the green and red buoys marking the channel between the Oil Refinery and East Ferry in order to verify the crafts maximum speed. Maneuvering & handling trials

Will be completed to determine the crafts handling, and rough weather trails off Roches Point will be carried out to determine the crafts sea keeping abilities.

A full check on the operation of all the crafts systems and electronics will be carried out.

An inclining experiment will be carried out by Safehaven Marine in order to determine the crafts VCG and stability documentation will be provided.

All trials to be carried out with 100% fuel, & 6 crew.

On completion and acceptance of the vessel the craft to be handed over at East Ferry Marina in Cork . The vessel to be delivered in a clean and tidy condition.

WARRANTY

Safehaven Marine shall provide a full 12mth warranty against any defective workmanship or component fitted to the craft. Equipment shall carry a 12mth warranty. The Engine shall be covered by the engine manufacturers own 12 mth, or where extended warranty.

2.1 FORE PEAK

The fore peak extends aft of the collision b/head and is a void space provided with a sole and capable of being used as a storage area. There is full access to all fittings and the area is flow coated.

2.2 FORWARD ACCOMMODATION

An accommodation area extends between the fore peak and the f/wd engine room b/head. This are provides a basic galley with a sink with hot and cold pressurised water, hot water is provided by a 40 litre calorifier fed from the cooling system on the st/bd engine. A 24 V Microwave and 240 v mains outlet for a kettle are fitted. Lockers provide storage space. A small dinette area is provided opposite with a table between. A separate heads compartment on the port side is accessed from the forward accommodation and is fitted with a manual Jabsco sea toilet, S/S sink and hot and cold water. Basic storage area is provided. The compartment is lined with Formica faced plywood and the exposed hull area is flow coated with access to all hull fittings (fender bolts)

There is a central water tight dogged door in the f/wd engine room b/head that leads into the engine compartment. Steps on the st/bd side lead up to the main accommodation / wheelhouse area and is accessed through a water tight door.

2.3 ENGINE COMPARTMENT

The engine compartment has a central aluminium tread plate walkway fitted above the keel void between engine bearers and provides approx 5’10” headroom, diminishing out board of engines. 2 x central vertical poles act as grab railings and sole support pillars. The area is lined on the under deck area between deck beams with sound deadening material and is designed to minimise noise in the main accommodation area.

2.4 WHEELHOUSE

The wheelhouse contains a central helm position which facilitates ease of coming alongside on either port or starboard. A GRP helm console fitted with a horizontal steering wheel (bus / lifeboat style) with a recessed foot rest allowing comfortable posture when steering. The engine controls fall easily to hand. All engine instrumentation and navigational equipment is easily viewed and easily operated. The wheel house windows are forward sloping reducing glare reflection and improves water shedding. The helm position is fitted with a CAB 300 Series hydraulic damped and sprung helm set on a pedestal. Adjustable for height and fore and aft adjustment.

The cabin is fitted with 4 or 6 similar pilot seats on GRP Pedestals with footrests. The cabin sole is of black studded rubber .

2.5 AFT COMPARTMENT

Access to this area is from a watertight hatch situated deck aft of the cabin entrance. This area contains the rudder and steering gear exhaust water traps and exhaust outlets.

MACHINERY

3.1 MAIN ENGINES

The vessel is fitted with twin VOLVO D12 450hp engines and TWIN DISC MG5114 SC gear boxes 1.5:1 ratio. Each engine is fitted with H/D adjustable flexible mountings. The engines are mounted on 125 mm thick wood cored engine beds bolted through taped glassed in 15mm steel with 14mm bolts.

The machinery is installed in accordance with the manufacturer’s recommendations and installation instructions and commissioned by the appointed agent / engineer and tested to provide conformity with the manufacturer’s recommendations.

Care and attention is paid to providing durable machinery installation with adequate support and neatness on all piping and cable runs. Special attention is paid to provide ease of ongoing maintenance and ensuring all service items are readily accessible. All piping and connections to the engine and throughout the overall installation are to be of an approved type.

All water and fuel valves shall be clearly marked and labeled

3.2 STERN GEAR

Stern gear is provided by Clements engineering in the UK , consisting of:

2 ¼” stainless steel Aqualloy 30 or equivalent.

Glass in P bracket set in tunnel with cutlass bearing

GRP Glass in type stern tube assemblies with cutlass bearing

Drip free PPS stern tube seal

Rudder assemblies fitted with bronze blades, steering quadrants, O ring seals and PTFE type bearing also packed with grease through nipple. GRP rudder tubes, glassed in to hull bottom and reinforced as appropriate. 38mm solid steel tie bar, 20mm ball joints with 20mm bolts through tiller arm.

Square rudder stock allows fitting of an emergency tiller arm through a deck opening.

R&D coupling between the shaft half coupling and gearbox flange.

4 Blade 26” propellers running in tunnels.

Spurs type rope cutters fitted to each shaft.

A full material specification sheet is included I the appendix.

3.3 EXHAUST SYSTEM

The exhaust system is a wet type run from each engines exhaust bend to a Halyard water trap / silencer through the top of the aft compartment b/head via a glassed in exhaust elbow and exciting the transom via GRP 8” Outlet at the waterline. Vetus 8” exhaust hosing with double stainless claps on each connection. The exhaust system is designed to prevent back flooding of water to the engines and shall meet all engine manufacturers requirements regarding fall and back pressure. The system is also fitted with an high exhaust temperature alarm.

3.4 STEERING SYSTEM

The vessel is fitted with a hydraulic steering system consisting of an electro hydraulic steering system powering a vetus MTP 175 steering ram providing the craft with a hard over to hard over of 6.5 wheel turns light steering effort. Fitted with a bypass valve to allow operation via the emergency steering tiller arm. The system uses 10mm copper piping and compression fittings throughout, with a section of flexible hose at the steering ram to absorb steering ram movement.

An emergency steering tiller is supplied and stowed in the aft compartment.

3.5 ENGINE CONTROLS & INSTRUMENTATION

Single lever Morse controls controls with cables fitted at the main helm positioned, ergonomically positioned for ease of operation.

The engine panel is fitted with the standard manufactures instrumentation comprising-

Tachometer

Oil Pressure gauge

Water temperature gauge

Battery voltmeter

In addition the manufactures sirens and warning lights for low level / temp & pressure alarms are fitted.

3.6 SKIN FITTINGS

All skin fittings used throughout the vessel are of a suitable marine grade material and are fitted with ball type, lever operated shut off valves. All underwater valves are fitted with twin stainless steel jubilee clips.

SYSTEMS

4.1 BILGE PUMPING SYSTEMS

The craft is sub divided into four compartments.

The fore peak drains via a shut off valve into the bilge area of the forward accommodation space.

Each compartment is fitted with a non return bilge strum feeding back to a central bilge manifold situated in the main accommodation ar