RO-RO\\\ >> 14


Issue 4 2019 - Freight Business Journal


in May, Slawson explains.


The Red Kestrel is designed for


maximum manoeuvrability and flexibility. She is in fact virtually symmetrical and can be driven in either direction, says Cammell Laird’s Tony Graham. (It needs a shipping expert to differentiate between the bow and the stern.) She crams in a surprising lane-meterage for


amount of


such a compact vessel (265 lm) with space for up to 12 trucks, but she is also shallow


Fishguard-Rosslare route


Fishguard-Rosslare ferry Stena Europe is being refitted in a Turkish shipyard to allow it to carry full-height trailers on its main deck. Previously she was restricted to carrying full- height trailers on her port side only but modifications to the deckhead levels on the main vehicle deck will allow for taller loads to be carried across the whole of the main vehicle deck. The vessel is scheduled


to return late June 2019 and during


the visit a number


of other upgrades will be completed including internal refurbishment. During the refit, the Stena


Europe has been replaced by the Stena Nordica on the Rosslare-Fishguard service. Stena Line trade director (Irish Sea South) Ian Davies,


Denmark welcomes first hybrid ferry


She may look pint-sized compared with the behemoths on the Channel or Irish Sea, but the Kanalen is making history. The vessel, which connects the communities of Thyborøn and Agger on Denmark’s north west coast, transporting around 5,000 freight vehicles and 140,000 passengers every year, is the country’s first new-build hybrid ferry. With a capacity of 22 vehicles,


she is powered by a Danfoss Editron electric drivetrain which cuts emissions, maintenance and fuel costs and will help the Danish government meet its EU 2020 climate and energy targets. The ferry was delivered by the country’s Søby Værſt shipyard,


and replaces one that had been running for over 40 years. Like most ferries in Denmark,


the Thyborøn-Agger service operates over a relatively short distance, with a crossing time of just 12 minutes, so it carries out many crossings every day. The new vessel’s savings in operating costs would be so great that they would cover, and eventually exceed, the initial investment expenditure. The Editron system consists


of two 374kW electric propulsion motors, two 323kW diesel engines, two electric generators mounted onto the diesel engines and two 75kVA hotel load outlets for alternate current consumers. It also features two 78kWh battery


packs for energy storage, a 45kVA shore charging connection and two compact direct current panels including


power management


system controllers, as well as connections for both energy providers and consumers. Crossing leader, Kim Raabjerg commented:


Korshøj, “Danfoss


Editron’s system was smaller and lighter than other products by a weight equal to four cars, meaning it was the perfect choice to be used in our new hybrid electric ferry. The


space savings and


high efficiencies mean that, even though the new ferry is larger than the old one, it is expected to have a lower operational cost per crossing due to the savings in fuel and the reduced maintenance needs.”


said: “The Stena Europe is an important part of our Irish Sea South fleet and we look forward to welcoming a revamped vessel back to our Rosslare-Fishguard service in the summer with the capacity to accommodate even more full-height trailers


while still carrying up to 1,400 passengers.” Stena Line will receive the of


first its new generation


E-Flexer series vessels, the Stena Estrid, on its Dublin to Holyhead route in early 2020, the first of three similar ferries bound for the Irish Sea routes.


Taller trailers for


draſt, lightweight and her hull is designed to minimise wash – an important consideration given the number of yachts that frequent the harbours at Southampton and East Cowes. She also meets the latest Tier III emission regulations Graham adds: “I also think


she’s aesthetically very pleasing; my wife even described her as ‘cute’” – a rare accolade indeed in the world of freight ferries. From a more practical


standpoint, the Red Kestrel can carry six 19-metre and six 17-metre trucks, and her design allows for rapid loading and unloading without the need to shuffle vehicles around on deck. The bridge is 1½ metres higher above the deck than the standard motorway bridge which will allow the tallest trailers to be loaded safely, even allowing for bouncing suspensions. The high bridge and


maximum 72-tonne loading capacity in the centre of the deck will also allow for a wide variety of abnormal loads to be carried, Slawson points out. In time, when operational experience is


15


gained, it might even be possible to carry super-high loads that are higher even than the bridge and swivel the vessel around on arrival. As a freight vessel, Red Kestrel


is limited to 12 passengers, the same as the number of truck spaces although uniquely for a Wight ferry operator, Red Funnel also takes unaccompanied units. There is a comfortable driver’s lounge and catering, including the Red Funnel Breakfast which is already a popular feature with freight drivers on the existing ro- pax vessels. Red Kestrel will use the same berths as Red Funnel’s existing Raptor class


ro-pax vehicle ferries in Southampton and East


Cowes but a separate lay-by berth has been built at the latter port so that the freighter can be moved off the ro ro berth to allow one of the ro-pax vessels to use it. The Red Kestrel will operate


at times of peak freight demand and will initially run four times a day at the beginning and end of the week but sailings will be stepped up as demand increases, says Slawson. As a pure freighter, the Red


Kestrel will be able to handle all classes of dangerous goods, something that was not possible on the passenger-carrying ro- pax vessels. Given the limited options available for shipping to Wight, she could in time create a new market.


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