LAUNCH & DELIVERY
Wightlink’s latest vessel offers more than 550m2
of outside passenger decks and around 500m2
of total lounge space As a longstanding practitioner of
Voith Schneider propulsion, Wightlink nominated VSP units for Victoria of Wight. Two electrically driven, five-bladed, cycloidal propellers at the bow and two at the stern confer the high degree of manoeuvrability demanded at the berths and confined channels, plus the requisite thrust and directional stability for Solent transits at up to 13knots. Te propulsors used are VSP 21R5/150-2 models, rated 950kW apiece, and are largely identical to the VSPs fitted to the rest of the Wightlink fleet, other than in blade length. Besides the specific nature of the power
and propulsion arrangements, the raft of energy-saving features includes: light emitting diode (LED) motion-sensitive lighting; elevators designed to feed surplus power back into the ship’s electrical system; and waste heat recovery from the engines for use in shipboard heating.
Secure berthing The Portsmouth/Fishbourne connection fulfils a vital infrastructural role as both a commuter link and a conduit for vehicles transferring goods in both directions, serving a vibrant island economy, and also caters to the Isle of Wight’s important standing as a tourist destination. To the benefit of the passenger experience, the latest vessel offers more than 550m2
as well as around 500m2
of outside passenger decks, of total lounge space.
A drive-through configuration is
employed throughout. The main vehicle deck affords the headroom for heavy goods vehicles and deploys bow and stern ramps, manufactured by Turkish company Mariner, whereas the upper car deck is accessed using the shoreside linkspans. Te ro-ro access points in each case are slightly offset from the centreline, to port at the bow and to starboard at the stern, serving vehicular flow to and from the three car lanes on each side of the centreline casing on both decks. Te hull is irregular in shape. As explained
by Houlder’s principal naval architect David Wing: “Te new ship has a wider breadth than the ships for which the berth was designed. As a result, the linkspan centreline is offset
20
from the ship’s centreline and the offset shape is to ensure that Victoria of Wight’s ramps meet the linkspan correctly. One side of the ship has a ‘sponson’ type arrangement built on to the hull, above the waterline, to allow for the ramp offset. Tis allows the underwater shape to be symmetric, which helps improve hydrodynamic efficiency and prevents the ship ‘crabbing’ at sea.” Wing continues: “Te apparent elongated
octagonal shape is to ensure that the fenders meet the jaws of the berth correctly, ensuring berthing is secure, fast and precise to give smooth ramp transitions for vehicles and efficient turnaround times. For a ship that spends almost as long loading/ unloading as sailing, every second counts in turnaround time, which works for the overall efficiency of the ship by enabling a lower sailing speed for the same timetable.”
Speeding up operations Vessel productivity and schedule-keeping are abetted by the capability to work the two vehicle decks simultaneously, both at Portsmouth Gunwharf and Fishbourne. Furthermore, Automatic Number Plate Recognition (ANPR) software has been introduced to help speed up operations. Wightlink has also invested in a new,
vacuum-based automated mooring system, designed by Cavotec, to better ensure smooth turnarounds and optimal punctuality. Cavotec’s MoorMaster technology has been designed to eliminate the need for conventional mooring lines and the associated handling. Instead, remote- controlled vacuum pads incorporated into the quayside can moor the ferry in less than a minute and release her in a matter of seconds.
Two MoorMaster MM400E units were
specified for installation at Portsmouth, and one for Fishbourne. Te ferry’s captain initiates the system on nearing the berth. As the ferry has no cabin accommodation,
it was not possible to have the vessel make the positioning voyage from Turkey under her own power with a delivery crew. As a consequence, she was towed from the Sea of Marmara to Portsmouth by an anchor- handling ocean-going tug – namely, the 48m loa, 65tonne bp Amber II – which completed the 3,000nm journey in 25 days. Wightlink operates two other Solent ferry
routes, and these received a total of five newbuilds in 2009. Te latest investment programme was initiated aſter the company’s purchase
from Australian-controlled
Macquarie European Infrastructure Fund by Balfour Beatty Infrastructure Partners in 2015. Following a management buyout, the latter was renamed Basalt Infrastructure Partners in 2016. SBI
TECHNICAL PARTICULARS Victoria of Wight
Length ...................................................89.7m (oa) 88.4m (bp)
Breadth ..........................................................19.4m Depth .............................................................. 4.6m Draught, max ................................................ 2.6m Deadweight .........................................811tonnes Main gensets ................. 4 × 1,140kWe/1,200kW Battery racks ...................................... 2 × 467kWh Propulsors ..............................................4 × 950kW Passengers .....................................................1,170 Cars ....................................................................178 Class society ............................... Lloyd’s Register
Ship & Boat International November/December 2018
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