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SAFEHAVEN MARINE. Builders of the Interceptor & Wildcat range of offshore craft
Gleann Mor, the first Pilot 42 is launched, click here to see the first pictures of her afloat
INTERCEPTOR 42 'PILOT CRAFT'
Sea
keeping, is defined in Webbers dictionary as being ‘the ability of a vessel to
weather a storm at sea’. Most vessels however, by choice, avoid storm force
conditions. But not a Pilot boat. It often has no choice. It often has to go, no
matter the conditions. . The pilots depend on their
boats seakeeping, it’s an absolute, their must be no question, a pilot boat
has to have the ultimate sea keeping. So what greater endorsement to the
Interceptor 42’s hull design, than to be chosen to base Safehaven Marines new
‘Pilot Boat’ upon. In response to an international tender for their new
pilot vessel, the
Against
stiff opposition from
Below, she is nearing completion now with about 1 week to launch, she has been named 'Gleann Mor' (Named after a small local costal village on Great Island, Cobh, close to her port of operation)
Further
trails in rough conditions were carried out on another day when a gale was
blowing and the Interceptor hull again impressed when taken alongside in rough
seas. At the same time her sea keeping was trailed, she was run at up to 28kts
in following and quartering seas to asses her directional stability, and all
aboard were very impressed in this respect. Following sea capabilities are a
very important consideration for the Cork pilots as the entrance to Cork Harbour
can be challenging in gale force conditions against an ebb tide, in these
conditions the coxswains have to have the utmost confidence in their boats
abilities. Her ride was accessed in
head seas and found to be soft and very dry, with very little spray coming
aboard and impairing visibility which can be an issue with other designs in
close quarter conditions when boarding.
The
design for the Interceptor 42 ‘Pilot Boat’ version is to be based on
Safehaven Marines very successful Interceptor 42 hull, with over 17 craft now in
commercial service. Utilizing an all new superstructure design, featuring
forward sloping windows and several high level skylights for maximum visibility
when boarding, a wide walkway up the side of the superstructure, and a clear
expanse forward for boarding. Engine room ventilation will be aft on the back of
the superstructure away from any airborne spray. Rounded transom quarters will
allow fendering to be wrapped around for maximum durability. A MOB recovery
basket will be stowed ready for deployment in a recess in the transom.
Traditional 6” fendering and diagonals supplemented with tyres on the
shoulders will cushion alongside impacts. Heavily built with massive 150mm x
150mm transverse framing @ 500mm centres she will be tough enough to wistand the
controlled collisions a pilot boat must endure. Her main accommodation provides
seating for up to six pilots, whilst a central helm position will allow boarding
to be undertaken from both port and st/bd with equal safety and control. Twin
D12 Volvo engines rated at 450hp will provide an operational speed of 25kts. The
vessel is scheduled for delivery in the middle of next year. Production of
Safehaven Marines commercial pilot boats will take place at a brand new 5500sq
ft, state of the art factory that has been specially built at Little Island,
Below- Based on our highly successful Interceptor 42 hull, the PILOT BOAT version has a special superstructure of 'classic' pilot configuration in the modern lifeboat style.
Below- Strength. The hulls scantlings are very closely spaced @ 500mm centers 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.
Technical Specification
Contents
Page
OVERVIEW
General
Description.
3
Classification
4
Principle
dimension
4
Speed
4
Hull
Construction
4
Deck
Construction
5
Wheelhouse
& superstructure construction
5
Bulkheads
6
Trails
& Delivery
6
GENERAL
ARRANGEMENT
Fore
peak
6
Forward
Accommodation
6
Engine
Compartment
7
Wheelhouse
7
Aft
Peak
7
MACHINERY
Stern
Gear
8
Exhaust
system
8
Steering
System
8
Engine
controls and instrumentation
8
Skin
fittings
9
SYSTEMS
Bilge
systems
9
Fuel
tanks
9
Fuel
Gauges
9
Fuel
system
9
Engine
cooling system
10
Engine
room ventilation
10
Fire
extinguishing system
10
Fire
proofing / protection
10
Alarms
11
Fresh
water installation
11
Heating
11
ELECTRICAL
INSTALLATION
Lighting
11
Navigation
and Communication equipment
12
Electrical
Equipment
12
Cathodic
Protection
12
FIT-OUT
Ventilation
12
Engine
room noise insulation
12
Windows,
hatches and doors
13
Deck
fittings
13
Mast`
13
Handrails
14
Lifting
Arrangements
14
MOB
Recovery system
14
Life
Saving equipment
14
PAINTING
External
colours
14
Internal
finishes
15
Logos
/ Lettering
15
ADDITIONAL
INVENTORY
Spares
/ Documentation
DRAWINGS
& DETAIL SCHEMATICS
LLOYDS
SPECIAL SERVICE CRAFT REPORT
1.0
Overview
1.1
GENERAL DESCRIPTION
Vessel
Description.
The
Interceptor 42 is a GRP craft utilising 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,
1.2
CLASIFICATION
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 licence.
1.3
PRINCIBLE
DIMENSIONS
Length
overall
44ft /
13.47m
Length
moulded
42ft 6” / 13m
Beam
moulded
13ft / 3.95m
Beam
overall
13ft 6" /
4.16m
Draught
4ft 2” / 1.28m
Displacement
(approx)
13,000kg (lightship)
Displacment (in service loaded operational condition) 15,000kg
1.4
SPEED
The vessel shall
provide for an operational speed of 26kts fully loaded.
1.5
HULL CONSTRUCTION
Hull laminate schedule / lay up wts -
300gm2 using isophthalic resin.
Composite as follows-
900gm2 CSM. isophthalic resin
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
300gm2 using isophthalic resin.
Composite as follows-
900gm2 CSM. isophthalic resin
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 TRANSVERSLY
FRAMED at 500mm centres giving 400mm panel widths.
Transverse
frames- 150mm x 150mm (6" x 6") (impact area) 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
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
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
900gm2 CSM
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
900gm2 CSM
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
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 consists of a one piece moulding, attached to the deck moulding with Plexus face adhesive and GRP internal angles (1800gm2 min 150mm)angles.
Laminate weights on superstructure are 2100gm2 - 3600gm2 laminate. Additional wood cored stiffening overlaid 1800gm2.
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
Five 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 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
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 booklet / 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
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 pressurized 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 aluminum 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 minimize 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 ergonomically 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 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 fuel tanks. Rudder and steering gear 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 2:1 ratio. Each engine is fitted with adjustable flexible mountings. The
engines are mounted on 125 mm thick wood cored engine beds bolted through taped
glassed in 12mm steel with 14mm bolts.
The
machinery is installed in accordance with the manufacturers recommendations and
installation instructions and commissioned by the appointed agent / engineer and
tested to provide conformity with the manufacturers 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
2
1/4”
stainless steel Aqualloy 30 or equivalent.
Bolt
on P bracket 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.
5
Blade 22” propellers.
Spurs
type rope cutters fitted to each shaft.
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 a stainless steel exhaust
outlet fitted with a non return flap. 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 a Vetus MTP53R
Hydraulic steering helm pump. MTP 175 steering ram providing the craft with a
hard over to hard over of 6 wheel turns without being overly heavy in 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
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 area. Two bilge pumps are
connected to the manifold. One diapram type pump of 90 ltre p/m capacity of 1 ½”
dia piping. The second pump is a engine operated Jabsco 1 ½” dia pump,
operated from the main accommodation area through a electro magnetic clutch. A
valve at the manifold allows switching between bumps. Where each bilge run
passes through a b/head it does so through a s/steel b/head fitting as high as
practicable in the b/head. The bilge system exits the hull above the W/L via a
shut off valve fitted with a non return valve. At the manifold each valve and
its operation is clearly marked.
4.1
FUEL TANKS
The
craft is fitted with two independent fuel tanks each of approx 150 gallons
capacity, be constructed from stainless steel and fitted on prepared beds in the
aft compartment and bolted to the aft engine room b/head and bonded attachment
lugs to the support beds (aft section of engine bearers, level and continued aft
to transom)
The
tanks are fitted with a suitable no of baffles, in general giving a maximum
unbaffled volume of 25 gallons
Each tank is fitted with an inspection hatch in the top into which fuel take off and returns as well as venting is fitted. The fuel runs use hydraulic hose from the tank to a through b/head hose fitting in the aft engine room b/head, and from the other side to the fuel filters and on to the engine with hydraulic hose.
Fuel
fillers are positioned aft on the wheelhouse back and use 2” dia fuel hose to
the top of the tank.
4.2
FUEL GAUGES
Each
tank is fitted with a sender unit and a fuel level gauge at the helm console.
4.3
FUEL SUPPLY SYSTEM
Fuel
piping is of 20mm dia hydraulic hose pipe. Each tank is fitted with a RACOR 900
series duplex fuel filter with a flow rate of greater than 340lt/hr and fitted with a
glass bowl. The system is arranged so that each engine feeds from and returns to
its own dedicated tank. The system is also however fitted with a cross over link
and valve allowing both engines to run from one tank should the other become
contaminated or blocked. A shut of valve is fitted in the aft compartment at the
tanks.
4.4
ENGINE COOLING SYSTEM
Each
engine is cooled by a heat exchanger. The raw water is fed to each engine from
its own 2 ½” dia sea cock, fitted with an external grill and filtered by a
H/D Aquafax type (clear glass top) water strainer. The position of the raw water
intakes is carefully considered to provide a continuous supply of water to the
engines in rough conditions. Hose connections to the engine are double clipped
and the hose is of an approved fire proof type.
The
waste water from the engine is piped to the exhaust outlet elbow. A feed of
waste raw water is taken to the water lubricated stern glands. The feed from the
gland is in copper pipe and extends 400mm above the w/l, from which point it is
in suitable flexible hose to the engine.
4.5
ENGINE ROOM VENTILATION
Intake
air is supplied through a ventilation stack on top of the aft section of the
wheelhouse where there is least spray. The vents are aft facing and of louvered aluminum, a dorade box system is built into the stack to prevent any water from
entering the engine compartment. Air is bought to the engine room down through
integral trucking in the aft section of the superstructure. A manually operated
fire flap is fitted allowing the engine room to be isolated in the event of
fire. The size of the ventilation is commensurate with the engine manufacturers
recommendations.
The
main and auxiliary batteries are vented with a swan neck overboard through 20mm
pipe.
4.6
FIRE EXTINGUISHING
SYSTEM
Fire-fighting
equipment.
·
A fire pump (whale gusher 30) is
situated above decks on the cabin b/head with a steel pipe running through the
deck connected directly to a sea cock. This sea cock is situated outside the
engine compartment inside the transom comp . Above deck a fire hose is connected
to the pump capable of putting a
spray of water on the source of fire.
·
A Co2gas flooding system is used to extinguish fire in the engine
compartment. Two 10 kg extinguishers (calculated by the recommended formula to
be suitable for the volume of the compartment) is situated outside the engine
compartment and are manually operated from the main cabin, outside the engine
compartment by means of a cable. The co2 gas is piped to the engine compartment
using 10mm copper pipe and compression fittings.
The
quantity of Co2 provided has been calculated to be sufficient to occupy at least
60% of the volume of the engine room compartment based on 0.56 cubic meters per
kg of liquid.
The
main engine room ventilation is positioned as per drawing. Of a size
specified by engine manufacturer. Situated on or about the vessels centre
line with its opening positioned .6m above deck level. Fitted with a
closable flap manually operated from the front of the ventilation box
whereby the flap will close off the engine room and allow the injected gas
to extinguish the fire.