Feature 4 | UK


Evolutionary designs for Wightlink newbuilds


Requirements for UK ferry operator Wightlink’s newbuild ferries, entering service this year, have been largely shaped by lessons learned on current routes, cost reduction and environmental issues.


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esigns for two new ferry classes for Wightlink to use on routes connecting UK south coast ports


to the Isle of Wight are based on lessons learned with existing craſt on those routes. Hard-won experience, along with evolved standards, have resulted in specific requirements for these very different classes of new vessel. Wight Light and Wight Sky are two new


ro-ro ferries which began operating on the 4nm Yarmouth-Lymington route on 25 February. A third ferry, Wight Sun, to the same design was launched in June 2008 from the builders in Croatia and is due to enter service this Spring. Tis third craſt will complete the new fleet due to operate this busy high-frequency service. The three ‘W’ (Wight) Class vessels


replace previous ‘C’ Class ferries that have served commuters, business and leisure travellers on the route for more than 30 years and which were nearing the end of their service lives. Mike Simpson, managing director of Hart Fenton and Company Ltd, who designed the new vessels in close collaboration with Wightlink, outlined the main role requirements. All three Wight Class vessels have Green Passports, as verified by Lloyd’s Registar.


Adapting to needs “Wightlink wanted a vessel of about the same overall size as the previous ‘C’ Class, with at least equal manoeuvrability for operating on the congested Lymington River, plus similar shallow draft and low wash characteristics,” Simpson said. “Traffic trends over recent years led them to specify a capacity of 360 passengers, down from 500 previously, but with 65 car equivalent units [CEUs], up from about 50 before. Freight capacity was to be unchanged at 110 lane-metres [included


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Wight Light (pictured here) is one of three new ‘W’ Class ferries that replace the old ‘C’ Class vessels on the Yarmouth-Lymington route (Credit: Wightlink).


within the CEU capacity]. Te operator also wanted slightly higher service speed, 11kts as against 9kts for the ‘C’ Class, to help in keeping to tight schedules and enabling precise sequencing at times when all three ferries are plying the route at once. Also within the brief were improved onboard facilities and decor consistent with contemporary comfort standards.” Other requirements included good


over-the-side visibility from the bridge, enlarged side doors to facilitate rapid passenger embarkation and disembarkation along with three boarding levels to allow for the high tidal range at the West Solent ports. Low acquisition and through-life running costs were further important considerations, along with the durability to withstand an anticipated 200,000 trips and more than 750,000nm per vessel over the expected service lifetime, with a high incidence of dockings. Among the highest priorities was the need for vessel operation to be compatible


with the environmentally sensitive Lymington River estuary, a valuable wildlife habitat and designated area of special scientific interest. Te new ferries are slightly larger than


their predecessors, being 4m longer at 62m loa, and 16m wide compared with 15m. However, at 1503tonnes (max) they are considerably heavier, their loaded displacement being 75% up on that of the ‘C’ Class. Most of the difference is accounted for by current building regulations that require greater freeboard and hull sub-division to confer adequate damage stability. According to Wightlink, if the original ferries, built in Scotland in 1973, were to be built today to current specifications, loaded displacement would be 69% over that of the original Caedmon, Cenwulf and Cenred, only a few percent less than that of the new ferries. Some 700tonnes of Lloyds ‘A’ Grade steel have gone into each new vessel. However, in general, the replacement


Ship & Boat International March/April 2009


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