Think of Tasmania and a normal image would be of apple orchards, Tasmanian Devils and the annual Sydney-Hobart yacht race. Tasmania is that large island located to the south of the Australian state of Victoria, and sits at the meeting point of the Tasman Strait and the Southern Ocean. However, Tasmania has more recently become well-known for a major maritime product, namely the highspeed catamaran, built by a far-reaching and cutting-edge company called Incat, which is located on the Derwent River in the island’s capital, Hobart. The company itself is owned and run by the marine engineer and businessman Robert (“Bob”) Clifford, a man who is passionate about the sea, his native island and his company.

Dr. Robert “Bob” Frederick Clifford AO (Order of Australia), born in Tasmania, Australia, is an Australian shipbuilder, entrepreneur, and businessman, apparently known to his close friends as “Bean” and best known for his success in building his Incat catamaran building company into an international brand that sells a variety of wave-piercing catamaran ferries all over the world, including to the US military and many European ferry operators. Robert Clifford came from a humble background, having displayed his talents in a constructive, rather than an academic, way from an early age. It is reputed that his first major project, a hand-built sailing dinghy, was made as a school woodwork project inside his house, and his parents vacated the property for an afternoon while he removed the window to take the vessel’s hull outside for completion. His teacher, however, could not believe that he had single-handedly built the vessel. In 1963, Bob Clifford was awarded the apprentice of the year award for printing, before becoming a fisherman and later a ferry/tour boat operator. Having learned the disciplines of marine engineering, he began his boat-building business in his backyard before expanding it to a commercial operation. Eventually, he went into partnership with Phillip Hercus, who helped him expand Incat into a serious shipbuilding operation. He was immediately successful, and, without looking back and often without encouragement, he single-handedly promoted the idea of fast commuter ferries and turned his company into one of the world’s leading manufacturers of high-speed catamaran ferries. Developing much of the technology locally, Incat proceeded to research and design high-tech, high-speed wave-piercing catamarans for the commercial market, initially for local companies. By September 1977, Incat had launched their first high-speed catamaran at Prince of Wales Bay in Tasmania. Since then they have expanded their operation into 98- metre and 112-metre wave-piercing catamaran production.

The company was originally established to build ferries for Australian interstate operators, as well as to build and maintain ferries for Clifford’s own passenger service across the Derwent River in Hobart. The Incat group evolved from local Hobart boat building companies, including the Sullivans Cove Ferry Company (SCFC) formed by Robert Clifford in 1972. This company built conventional steel mono-hull vessels, and operated small ferries across Hobart’s Derwent River. SCFC gained prominence transporting more than 9 million passengers in the two years following the 1975 collapse of the Tasman Bridge, the sole bridge link between the eastern and western shores of Hobart, and it was this tragic event in January 1975 which saw Clifford’s ferry service become the most important transportation link within the island state. In order to satisfy the 50,000 passengers that required his services each and every week, Clifford built a number of additional ferries to accompany his existing fleet. When the demand was still to be totally satisfied, Clifford hired a ‘fast ferry’ from the UK called the Michael Howe. Despite the popularity of the faster vessel with the paying customers, Clifford soon realised that the vessel was poorly constructed. This discovery, coupled with his own innovative flair for boat building, saw Clifford establish his own ‘fast ferry’ construction company, International Catamarans (INCAT), a company that introduced aluminium welding technology to the world. Incat’s success at designing and building state-of-the-art ferry transport was quickly realised, with customers around the globe eager to purchase this new form of marine technology, which by this time had become significantly more advanced. The result was that Clifford’s catamaran range soon began to expand, with ever-larger vessels being built.

In 1983, the Wave-Piercing design was conceived, and the 8.7-metre prototype craft Little Devil (Hull number 013), an 8.7-metre length craft, first underwent trials in 1984. The results encouraged International Catamarans to proceed with a 28-metre Wave Piercing Catamaran, the Spirit of Victoria (016), which entered commercial operation in mid-1985, followed by the Tassie Devil 2001 (017), which was launched in December 1986. So innovative were these early craft, that the current range of Wave-Piercing Catamarans still reflects their characteristics. On 20th May 1987, a contract was signed for the construction of a 51-metre Wave-Piercing Catamaran for Sealink British Ferries, but agreement could not be reached on the commercial protection desired and the contract was not ratified by the board of Sea Containers. After the bridge re-opened, International Catamarans Pty Ltd. (Incat), as it had now become, specialised in the construction of fast ferries. Experience gained as both manufacturer and operator provided insight into the requirements of passengers and ferry operators, and after extensive research the company commenced specialisation in aluminium construction.

The partnership between Robert Clifford, as builder, and Phil Hercus as designer, amicably terminated in February 1988, allowing each partner to concentrate on their own respective businesses. Phil Hercus departed to design under the separate and unrelated business of Incat Designs (now trading as Incat Crowther, itself a successful boat builder), and Robert Clifford designed and built his catamarans under a new company, Incat Tasmania Pty Ltd., based in Hobart. A contract was finally signed with Sea
Containers on 16th September 1988 for a 66-metre car-carrying passenger catamaran. This craft was subsequently amended to 72 metres and again to 74 metres as a result of further tank testing on a model. The vessel was launched as Christopher Columbus (Incat Hull 025) on 28th January 1990 and was renamed Hoverspeed Great Britain shortly afterwards. On its delivery voyage via New York to the UK, it took the Hales trophy for the fastest commercial eastbound transatlantic crossing, and instantly showed the world the success of the new concept of high-speed craft.

In time, Incat’s success attracted competitors to the market, although these competitors tended to concentrate on the construction of much smaller vessels than Incat (the exception being Austal ships in Western Australia, which has constructed a trimaran type of high-speed craft). Incat continued to design and build larger and larger vessels, buoyed by excellent wordof- mouth reviews of its products and strong demand from what was then seen to be a healthy world economy. Things were to change however, with the economic downturn associated with the Asian Financial Crisis of 1997. Incat continued to build more advanced vessels despite a downturn in demand for new Incat production. Also, Incat failed to differentiate its product offering, so was totally reliant on the market for fast catamaran ferry transport. Incat’s decision to maintain the construction of vessels, despite no actual orders being taken during the economic downturn, was to result in a cash flow crisis for the company, a crisis that would see the company go into receivership management in 2001. However, Incat was to survive with a number of orders being placed by the Australian and US military during 2002 and 2003, as well as further commercial orders, although the question remains as to which direction Incat is to pursue from this point. To date, the largest Incat craft built are the 112-metre type, with three operating at present in different parts of the world. There are apparently plans to build larger vessels, especially freight-carrying high-speed craft, but these have yet to reach fruition. Much of the future depends upon confirmed orders, as the global recession has limited the financial scope of many operators which might otherwise have been keen to place orders for new high-speed craft with the company.

Incat began its operations in an industry that was, at the time, totally uncompetitive on the world markets. As such, the company had absolutely no export sales income, and indeed was reliant solely on the domestic Australian market for fishing boats and passenger ferries. After Clifford’s breakthrough with aluminium welding technology, the company received numerous orders from the international market, and so was able to take its first step into the internationalisation process. When the international orders became too large for the company’s Hobart shipyard to handle, the company undertook steps to license the production of its vessels to international shipyards in China and New Zealand. Eventually, however, Incat contracted its production centres to Hobart, after the state government agreed to provide assistance in building a state-of-the-art catamaran facility.

Incat, under the leadership of Bob Clifford, has thus become the market leader in the manufacture of large HSC catamarans, and is still based in the Derwent Park suburb of Hobart, Tasmania, Australia. Essentially, the company builds large commercial and military vessels that use aluminium construction, wave-piercing and water-jet technology. The largest vessels built by the company have been constructed up to 112 metres in length and cruise at 40 knots (75 km/h). Several catamarans built by Incat have entered naval services, including HMAS Jervis Bay, best known for its contribution to the INTERFET in East Timor, and HSV- 1 Joint Venture and HSV-2 Swift, both having been in service with the US military forces. However, even despite its previous financial uncertainties, Incat has been beset by legal issues, as since 2007, Incat and Austal, its main competitor in Australia, have been involved in a legal dispute over the ownership and transfer of sensitive documents between the companies.

However, despite these issues, the high-speed catamarans have proved to be one of Australia’s best industrial success stories of recent years, and during the dark days of the 1990s when the Tasmanian economy was suffering badly, the product provided a glimmer of hope to the ailing state. Over twenty of the catamarans have been sold to European operators, and a higher number has been sold to the US military. At the height of their success, Incat held more than 40% of the world’s high speed ferry manufacturing market. Although the market has slowed, Incat has moved into the production of catamaran freight vessels, and they are developing the design for even longer, 150-metre ferries. Clifford’s catamarans have also broken the record for the eastbound Atlantic Ocean crossing and have won many design awards, as well as the coveted Hales trophy.

Clifford famously does not pursue intellectual rights to his designs or products, preferring instead to try staying ahead of his competitors through savvy and intuitive technological advances. Not, however, that he has any reason to worry about his designs. Apart from Austal and Incat Crowther, no other company appears to have sought to compete against him, which may be seen as a tribute to his innovation, ingenuity and enthusiasm. After all, with the Hales trophy maintaining pride of place in the company’s offices, who could or would not be immensely proud of their technological achievements?

Clifford’s Incat business operated for many years on marginal profits, or even heavy losses, resulting in the company often coming into conflict with the Australian Miscellaneous Workers Union (AMWU), over such issues as workers’ pay, hours, and conditions, and the AMWU has called strikes against Incat in the past. The pressures of keeping the business successful have often led to large-scale layoffs of Incat workers, and as mentioned earlier, the company has been put into receivership in the past. Robert Clifford has sometimes come into conflict with both the State and Commonwealth governments, particularly over the issue of the allocation of shipbuilding contracts for the Australian military, which seem to be regularly allocated to mainland states at Tasmania’s expense, but he generally has a good relationship with both tiers of government. However, with the onset of the global economic crisis, Clifford has also called upon the Australian government to provide a more equitable approach to Australian shipbuilders, to the point of calling upon the national government to do more to grant aid to the shipbuilding sector in the face of the present economic difficulties encountered by the sector. However, amidst all these challenges, Incat is the builder of the world’s benchmark in high-speed ships with fast Wave- Piercing Catamarans in commercial and military service around the globe, carrying passengers, vehicles and freight, and providing high speed marine transportation solutions for a wide range of applications. The Incat group of companies is privately owned, with shares held by the Clifford family, company directors and employees. In 1994, Clifford skippered his maxi yacht Tasmania to line honours victory in the 50th anniversary Sydney-Hobart yacht race. In 1994, Clifford experienced one of his blackest moments when he accidentally ran aground his 40 million dollar catamaran Condor II upon Blackjack Rock in the mouth of the Derwent River.

Robert Clifford has won numerous design and manufacturing awards for his shipbuilding exploits. “Think fast – think light” is a philosophy often heard at Incat. A combination of lightweight aluminium construction, streamlined hull shapes and constant attention to research and development have seen product developments produce a range of Wave-Piercing Catamarans with dramatically increased payload as the size of the craft has grown over four decades of experience in the ferry and ship construction industry.

Incat’s shipyard facility at Hobart incorporates more than 70,000 square metres of undercover production halls, with two dry-dock areas capable of accommodating up to six vessels under construction. It states that its reputation for quality and excellence in production is supported by an experienced and dedicated workforce. The company’s mission statement is to maintain its position as the world’s leading fast passenger/car ferry builder into the next century. Its intention is to focus on customer needs and particular route requirements, providing the total, fast and safe transportation solution, and to excel in customer service, after sales service while delivering its vessels on time and on budget. As can be imagined, Incat is not intent upon resting on its laurels, and the next stage in the evolution of the Wave Piercing Catamaran was realised through the construction of 112- metre catamarans at the Hobart shipyard.

The design of the high-speed catamaran is in many ways a constant evolution. Each incremental increase in waterline length yields a myriad of modifications to the hull and structure, although the vessels within each generation are far from identical with a range of configuration, fitout, and performance variations evident in each example. In this respect, each vessel is unique and is thus tailor-made to its operator’s specific requirements before it is delivered. Since the first 74-metre high speed passenger and vehicle ferry was delivered to the UK in 1990, there has been a gradual but constant incremental increase in vessel waterline length and deadweight, while still maintaining the high speed that has given Incat its fame and reputation. Furthermore, payload has increased significantly as the vessel length has increased.

Incat craft have universal appeal to the commercial and military operator. The vessels offer fast transit, fast turnaround in port, flexibility and versatility in vehicle deck layout, passenger comfort, shallow draft, minimal crewing numbers and reliable and economic operation. A great diversity of craft has been built, from yachts to large Wave-Piercing Catamarans. Incat vessel generations have progressed through to the current 98m and 112m. Diversification within this range is evident with variance in passenger numbers, vehicle and freight capacity and configuration. Each owner’s operational and route profiles demand a diversity of possibilities of fit-outs to suit the new owner, and these are determined at the time the intended owner submits the order for the vessel, hence the uniqueness of each craft delivered.

Constant product improvements combined with lessons learned from decades working with the commercial sector have enabled Incat to deliver proven and tested craft with lead times that have astounded even military leaders. The “Commercial Off The Shelf” (COTS) concept has developed further with the Incat approach to the SeaFrame. Incat’s world-beating Wave- Piercing Catamarans, which have become a concept and global brand in their own right, are created through a production line system at the dedicated construction facility. Up to six vessels can be handled simultaneously in two drydocks, which includes the ability to house the construction of larger vessels up to 150 metres in length.

Like any thriving business, the company’s success has come to depend upon a core of dedicated and loyal staff. With high levels of job satisfaction, Incat has demonstrated a low staff turnover rate and a skilled workflow where many team member’s experience stretches back over two decades across a range of trades, and the company has been able to count the world’s finest skilled technicians amongst its workforce. High-performance vessels using advanced aluminium construction techniques require high-quality welding and the training of welders, development of appropriate welding procedures, and advanced testing techniques are essential to Incat’s continued success. To that end, Incat has developed a close relationship with the Hobart Institute of Technical and Further Education (TAFE) where training courses are directly matched to Incat construction needs. The purpose-built TAFE College of Aluminium Training has been constructed adjacent to the yard for even greater convenience. High-strength marine grade aluminium alloy, sourced in structural sections and plate from specialist suppliers in Australia, France and Switzerland, arrive at the plate shop where they are purpose-cut using software proprietary to the cutting equipment on site. Nesting plans are generated to extract a useable part from every stock piece of material, in order to avoid unnecessary wastage of precious materials.

The Inches shed, which is used by Incat for its vessel fabrication, was constructed in 1989 along with the neighbouring McGregor shed to facilitate the building of Incat’s early Wave-Piercing Catamarans. Today, the site is dedicated to the manufacturing of vessel components and it is to here that materials are delivered from the plate shop ready for pre-fabrication. At any one time, pre-fabricated vessel modules are under construction at the yard such as wave-piercing bows, engine rooms and fuel tanks, to name but a few processes. From liferaft cradles, trim tabs and safety rails to wheelhouses, hull sections, engine rooms, complex jet rooms and centre bows, these sections are all created within the Inches and McGregor pre-fabrications complex before being transported the short distance to the cavernous Coverdale and Wilson assembly halls. As has been proven in the present-day stateof- the-art shipbuilding sector, the benefits of pre-fabrication are immense. Components can be rotated, and by selecting the appropriate orientation, the welding process is kept to a large number of welds in a short timescale. Bulk plating, where the longitudinal structure extrusions are welded to the shell plate, means that welding is only required at transverse frames when these units are lifted into position. Such is the company’s emphasis on construction technology and innovation that in 1994, Incat established the world’s first large-scale aluminium ship building production/assembly line. The resulting improvements in efficiency and product quality enabled the company to double its capacity and to pass on significant benefits to customers.

Vessel assembly is divided into three stages:

Stage 1: The aft frames are stood and the first plating takes place. Portals are stood and the sewage holding and water tanks are added. Cross bracing is added here, and the vessel grows from the transom forward.

Stage 2: Having been rolled back into Stage 2, the jet rooms and bridging modules are added to the vessel. Work starts on the superstructure base while simultaneously the engine room is readied for its machinery. Pre-fabricated superstructure modules are lifted into position. The vessel continues to grow in this stage until it reaches approximately 600 tonnes, at which point it is rolled back into the next stage of the shed, clearing the production line for the next hull.

Stage 3: The final move of the vessel before launching, positions the ship in the dry dock. Work starts on closing-up the forward end of the ship and welding is completed. The unique Incat catamaran shape becomes recognisable as the wave piercers are fitted and the bottom is painted. With the engines installed, painting completed and wheelhouse fitted, the vessel is all but complete.

The majority of outfitting work is completed by the yard’s tradespersons in Stage 3. Fitters, plumbers, electricians, electronics, outfitting, hydraulics, pneumatic, painters and structural fire protection personnel all are engaged in the installation of components and vessel systems. Incat’s Quality Assurance staff and the classification society DNV inspect the vessel and sign off all welding and works once these are completed to their satisfaction. Once its powerful engines have been installed, the vessel is ready for launching, and once it is clear of the assembly shed, the radar installations and aerials are fitted and the final commissioning of systems takes place. Builder’s trials and sea trials for the customer are completed, mostly with Bob Clifford himself at the controls, and the vessel is ready for handover and delivery to her new home.

The Incat craft concept has several revolutionary characteristics which make it a unique vessel. The award-winning retractable T-foil, effectively a form of stabiliser, and positioned at the aft end of the centre bow, is used in combination with two transom mounted trim tabs providing ride control forces equivalent to a pair of keel mounted T-foils ensuring a smooth ride in heavy seas. The optional T-foil is used only when it is needed, meaning that there is less drag to slow the ship, with resultant savings in fuel and less chance of the foil striking a submerged object. In calm seas, the T-foil can be retracted and the ride control system switched off. In moderate seas, the ride control system is activated and only uses the trim tabs with the T-foil still stowed inside the ship. In high seas, the T-foil is deployed and the full capability of the ride control system is brought to bear on maximising passenger comfort. Earlier Incat built ocean-going vessels prior to hull 56 were generally fitted with trim tabs and bolt-on T-foils, a few smaller craft operating on sheltered waters have trim tabs only. These systems are the world’s most effective ride-control systems, and they are installed on Incat Wave-Piercing Catamarans to ensure passenger comfort and safety.

Flexible rubber mounts between superstructure and hull ensures that a minimum of noise and vibration permeates the climate-controlled passenger cabin, thus maintaining an atmosphere of relaxation and comfort. The versatility and flexibility of the High Speed Catamaran for the commercial operator means being able to carry any vehicle that can travel on the road. For the military operator, the mission focus will determine the way the vehicle deck or mission deck is configured. Vertical deck arrangements on Incat vessels allow operators to configure the loading arrangement to suit demand on any particular sailing, in the commercial world maximising revenue opportunities and providing year-round flexibility, while in the military area providing maximum space for mission cargo.

Incat vessels are built using marinegrade aluminium which is 1/3 the weight of steel. After design factors have been applied, the actual weight of an aluminium vessel will be approximately half that for a vessel built out of steel. Aluminium is a lightweight material, but does not sacrifice strength, thus allowing increased fuel savings and safety. It is also resilient and tough and has exceptional dent resistance, contributing to seaworthiness and safety. Maintenance costs and overhaul time are less for aluminium vessels than for steel-built vessels, owing to the high corrosion resistance properties of aluminium. Several recent Incat craft feature a grit blasted bare aluminium outer surface, thus avoiding costly and heavy painted surfaces, and interiors can also be left unpainted if so desired. Aluminium does not burn, but there is some loss of strength at elevated temperatures, where aluminium ranks second only to steel. Aluminium is also non-sparking and nonmagnetic, a factor which is of benefit for military minesweeping operations.

Every Incat vessel is fitted with the Marine Evacuation System (MES), developed jointly by Liferaft Systems Australia (LSA) and Incat. The system, which has been proven under international scrutiny, is deemed to be the safest and most advanced marine evacuation system in the world. Each evacuation system installed can be operated individually by a single crewmember or, alternatively, the ship’s entire evacuation system can be activated from the bridge. A significant safety feature incorporated into the MES is that when deployed, the liferaft, which is connected to the ship by an inclined inflatable slide, is securely positioned and angled away from the hull of the ship, as opposed to alongside. An additional safety feature of the MES is that it is the only evacuation system available which is approved as a recognised Means of Rescue, by having the capability of retrieving passengers from the sea in a rescue situation. The installation of the MES ensures than one crew member can supervise the safe evacuation of 100 people in less than four minutes, well within the International Maritime Organisation (IMO) requirements.

In civilian service, the 96 and 98- metre vessels are fitted with hoistable mezzanine decks enabling the stowage of cars on two levels. Deployed with a minimum of fuss as and when required the decks provide the operator with the flexibility to adjust load plans of a highway mix of traffic to suit sailing fluctuations. To take advantage of shoulder seasons or night freight runs, the mezzanine decks may be raised to deck-head level to allow a con-centration of freight vehicles. Alternatively the decks may be split to accommodate a mix of cars and freight, suiting the operator’s needs on any given sailing. On the 112-metre vessels, a full length upper car deck features above the main vehicle deck thereby leaving the latter free for shipment of a full load of freight vehicles and buses.

A combination of waterjet technology, shallow draught and state-of-the-art electronic control aid Incat vessels to access small ports with limited infrastructure, shallow water or tidal restrictions. With appropriate port infrastructure, complete discharge and loading can be achieved in less than 20 minutes. Within one minute of the release of the mooring lines, the ship can leave the berth and can complete a 180 degree turn before accelerating to harbour speed, and in less than three minutes the vessel can attain a speed of 40 knots. This has been observed by the author in the case of the IOM SP Incat vessels departing the terminal at Liverpool. Within a matter of minutes, the vessel is away from the linkspan and has turned into the River Mersey on her way across to the Isle of Man, the only evidence of her sheer power being the immense wake from her propellers as she accelerates down river. During the manoeuvring process, it takes only ten seconds to change from full ahead thrust to full astern thrust, thus enabling the ship to stop in a fraction of the time of conventional craft. The separation of waterjets in each hull creates a much greater steering ability during a turn than a conventional ship or high speed monohull, where the waterjets or rudders are located close to the vessel’s centreline. The Wave Piercing Catamaran can make a 360 degree turn in its own length, and the absence of the need for a bow-thruster brings savings in weight, hull drag and a quieter ride at sea.

The reduction in port turnaround times through the development of Incat’s unique vehicle deck arrangement has received widespread endorsement from an industry where the maximisation of loading and unloading facilities means that every minute and every dollar counts. While early vehicle craft were equipped with bow doors, contemporary commercial vessels load and discharge over the full width stern, enabling a capacity load to discharge within minutes. By comparison, single-lane discharge through the bow of the craft is a relatively slow and tedious process. Unlike their commercial counterparts, Incat’s military craft do not enjoy the luxury of having dedicated shoreside linkspans available to load and discharge their cargoes. As a result, these vessels are equipped with articulated ramps to accommodate any form of traffic which is to be transported by the vessel.

The interiors of Incat vessels range from luxurious lounges and stylish cocktail bars to the utilitarian robust interiors designed for military applications. Materials used on high-speed vessels must be able to meet a stringent set of regulations for fire/flame retardants, smoke and toxicity levels. All interior fittings are constructed and finished with close attention to detail and weight saving, while maintaining the sturdy, easilycleaned and maintained features which are required in high-density passenger traffic areas. In reality, each Incat craft is unique, with its interior features specifically constructed for the individual requirements of each client. In this respect, no two Incat craft are alike, as they are all effectively tailor-made to each individual customer’s requirements, and all have different interiors and features. The 112- metre craft can even be fitted with escalators to move passengers from vehicle deck to lounge level.

Before the introduction of the Hoverspeed Great Britain (025) in 1990, operators and passengers accepted that maritime travel implied a relatively slow journey. This view, however, has radically changed. The introduction of Incat vessels on to routes already operated by conventional ferries has resulted in drasticallyreduced crossing times. To satisfy market expectations, the new generation of fast ferry must be capable of operating at economical high speeds, have fast turnaround times, be comfortable and yet operate more efficiently than conventional ferries, including in less-clement weather conditions. Powered by conventional, affordable, medium-speed diesel engines, yet still offering among the fastest operating speeds in the world, the current generation of Incat vessels is deemed to be remarkable. Attractive power-weight ratios offered by modern engines enable Incat to increase deadweight capacity and to increase operational speeds of the vessels.

The Hales Trophy, commissioned by the British MP Harold Hales in 1935 for the fastest transatlantic crossing by a passenger ship, is not only a test of speed, but a test of endurance and reliability. The past three Trophy winners, all built by Incat, each in turn earned the right to fly the prestigious Blue Riband. Since 1998, Cat-Link V (049) has held the Hales Trophy with a record of 41.284 knots. It is a four-foot-high gilded solid silver trophy, and has graced the Incat offices since 1990. The distinctive prize is ornamented with a globe of the earth, mythological gods of the sea and miniature paintings of selected Blue Riband winners, amongst them the Hoverspeed Great Britain. The last big conventional liner to take the trophy was the US Lines’ United States on its maiden voyage in 1952, improving the Queen Mary’s record by 10 hours with an average speed of 35.59 knots. That record stood the test of time until 1990 when, on her delivery voyage from Australia to Britain, the 74-metre car-carrying catamaran Hoverspeed Great Britain smashed the record by three hours and 14 minutes with a crossing time of 3 days, 7 hours and 52 minutes at an average speed of 36.97 knots, and her win fulfilled the original purpose of the trophy to encourage the continued development of technology and design in passenger shipping. Since then, the Buquebus 91-metre Catalonia (Hull 047 and now P&O’s Express) captured the honour with a crossing of three days, nine hours and 40 minutes at a speed of 38.85 knots, also becoming the first commercial vessel to cover over 1000 nautical miles in 24 hours. Just one month later, in July 1998, the Cat-Link V (049) broke the 40-knot barrier with a new record speed of 41.284 knots. For the first time, three ships to win the trophy in succession had been built by the same shipyard, and Incat vessels have continuously held the transatlantic record since 1990. The current holder is another Incat vessel, the 91-metre Fjord Cat, now operating across the Skagerrak for Fjord Line.

In 2008, Incat built almost 40% of the world’s high speed vehicle-passenger ferry fleet over 50 metres in length. In deadweight terms, Incat has built 60% of the world’s high speed ferries with capacity over 750 tonnes. While the ferries initially revolutionised transport links around the United Kingdom, Incat-built ships now operate in North and South America, Australasia, the Mediterranean, and throughout greater Europe. New markets are also emerging, with particular interest in the vessels from Asia. Incat’s international accolades include:

2001 Lloyd’s List Cruise & Ferry Awards: most significant newbuild ferry, awarded for the vessel which made the most significant impact on the industry as a whole. Winner: Evolution 10-class, built by Incat Tasmania and owned by Fred Olsen, Canary Islands, Spain

2001 Lloyd’s List Cruise & Ferry Awards: best technical development award for the most significant technical contribution to a cruise vessel, ferry or fast ferry. Winner: retractable T-foil produced jointly by Incat Tasmania and Maritime Dynamics Inc., USA

Winner of the Hales Trophy three times within a decade

1996 Business Europe Review Award for the best Australian business achievement in Europe

1996 Australian British Chamber of Commerce, federal winner Australian British Export Award

Development of wave-piercing catamaran

Development of first high speed car ferry Pioneer of the modern aluminium shipbuilding industry

Builder of K-class catamarans, fastest diesel catamarans in the world.

There are several basic types of Incat vessel. These are as follows.

112metre
The Evolution One12 (112-metre) craft is capable of carrying up to 1,500 tonnes deadweight and is the largest diesel powered high speed catamaran in the world. For the commercial market, the Evolution One12 SeaFrame can be fitted with luxurious yet practical accommodation for up to 1,500 passengers. Developed by Revolution Design, an interior well suited to the demands of an intensive passenger ferry service can be provided.

In 1998, Incat perceived that a larger Wave Piercing Catamaran was required to fill a market niche for a larger high speed ferry. After several years of research, the 112-metre design emerged as a ship capable of meeting or exceeding all design brief goals. The Natchan Rera (10,800 gt) was the first physical result of that research. Ordered in May 2006 for Higashi Nihon Ferries of Japan, the new craft was designed to operate at speeds of approximately 40 knots while offering capacity for up to 355 cars or 450 lane metres of trucks and 193 cars. While Incat’s 112-metre design can accommodate up to 1,500 persons the Natchan Rera’s luxurious accommodation has been custom designed and laid out to cater for 800 passengers in high levels of luxurious style and comfort, along with a vehicle capacity of 355 cars.

The largest catamaran ever built in Australia, the 112-metre Natchan Rera provides greater sea-keeping qualities and passenger comfort even than the well-established and renowned Incat 98- metre class, on what can be a turbulent crossing. The Natchan Rera is powered by four MAN 20V 28/33D diesel engines, each rated 9000 kW at 1000 rpm and delivering a low weight when compared to other engines in its class, as well as delivering a service speed of 40 knots. The advantages of engine durability, efficiency, low noise and low maintenance costs make it the engine of choice for Incat vessels, not least of all impressive fuel consumption, burning less kg per cargo tonne per hour than any other high speed catamaran. The craft burns 120 grams of fuel for every tonne of cargo per mile travelled, amounting to 190g/kWh. The fact that these vessels are built to be as light as possible, consume clean diesel fuel and then burn less kilo fuel per cargo tonne per hour than any other high speed catamaran makes the environmentally progressive Natchan Rera a vessel which is not just advanced in terms of technology but well prepared for the future. The Natchan Rera was delivered to Higashi Nihon Ferries in August 2007, and her sister, the Natchan World (10,800 gt), was delivered to the same company the following year. Sadly she was not an economic success and now is laid up in the Taiwanese port of Keelung.

A later example of this type is the Norman Arrow, which operated with LD Lines, built in 2009 and delivered to the company in May that same year. On her delivery voyage, the Norman Arrow departed Tasmania on 2nd May and her journey included calls into Fremantle (South West Australia), Port Victoria (Seychelles), transit through the Suez Canal and a final call into Valetta (Malta) from where she departed on 24th May, en route to Dover and Boulogne. She arrived at Dover on 26nd May. The Norman Arrow was the largest ever fast ferry to operate on the cross channel routes between England and France. She was the world’s largest diesel-powered catamaran and also was the first-ever freight-carrying high speed vessel to operate across the Dover Straits, having first operated on the Dover-Boulogne route, as well as being the first Incat 112-metre craft to operate in Europe. The craft has capacity for 1,200 passengers, 417 cars, or combination of 195 cars and up to 30 freight vehicles. She now operates for Mols Line as Katexpress 1.

Passengers – up to 1,500
Cars – 417
Truck Lane Metres – 567 + 195 cars
Gross Tonnage – 10,800
Deadweight – up to 1,380 tonnes
Speed – 38-47 knots
Power – 36,000 kW

98 metre
The 98-metre range of craft reinforced Incat’s quest for continual innovation and market penetration in the development and construction of large capacity, high speed vehicle ferries. The Bonanza Express operates for Fred. Olsen Express in the Canary Islands. She is similar to the first of the 96-metre class, Devil Cat, which later became the Joint Venture.

The HSC Normandie Express (6,581 gt) is a 98-metre fast catamaran ferry owned and operated by Brittany Ferries. She is fitted with 4 Ruston 20RK270 engines, and has a service speed of 42 knots and a maximum speed of 48 knots. She has a capacity for 900 passengers and 267 cars. Since being built in 2000 (hull number 57), the vessel has borne the names Incat Tasmania and The Lynx. She was purchased from Incat in early 2007 for L30m ($38.9m) having been on chartered from them since 2005. She was built as Incat Tasmania at the Incat yards in Tasmania, Australia, and her first use was on charter to the Australian Trade Commission as a floating conference centre during the 2000 Olympic Games in Sydney. Later that year she was chartered to Tranz Rail for their Interisland Line service between Picton and Wellington, New Zealand. She was renamed The Lynx for this service and remained on the route until 2003 when she was returned to Incat.
In September 2004, P&O Ferries announced that they were to withdraw their services from Portsmouth to France. In order to continue the route, the French ferry operator Brittany Ferries later announced that they would run a fast craft service between Portsmouth and Cherbourg/Caen (Ouistreham) as a replacement and the Incat fast craft The Lynx was chartered for this service. In January 2005, she was renamed Normandie Express and sailed for France, stopping off in Indonesia to drop off supplies and equipment for the tsunami relief effort.

Also on board the craft for the trip to Europe was the French yacht Sill et Veolia, which was being returned to France after being damaged whilst competing in the Vendée Globe round-theworld yacht race. After calling in at Roscoff to drop off the yacht and being shown off to Brittany Ferries management, she undertook berthing trials in Portsmouth, Cherbourg and Ouistreham before starting service in March 2005. For her first year in service with Brittany Ferries, the Normandie Express had a bridge and engine room crew supplied by Northern Marine and was registered in Nassau, but protests from French unions meant that from 2006 she would fly the French flag and be registered in Caen with a full French crew.

The Normandie Express operates on two routes normally from late March to early November. She spends the rest of the year laid up. Her normal routes are:

Portsmouth-Cherbourg Portsmouth-Caen (Ouistreham) (Friday, Saturday and Sunday mornings only)

In February 2008, the Normandie Express covered the Plymouth-Roscoff route due to the delayed return of the Pont L’Abbé from refit.

The vessel was originally fitted with a Club lounge and children’s play area but these were removed during the refit for Brittany Ferries in favour of more standard seats. The Incat HSC Condor Vitesse, which operates for Brittany Ferries under charter from Condor Ferries between Poole and Cherbourg, also has these facilities.

Sister ships: Milenium Tres (6,556 gt, built 2006, powered by 4 MAN-B&W 16RK280 diesel engines), Milenium Dos (6,554 gt), Swift, T&T Spirit, The Cat.

Passengers -900
Cars -260
Truck Lane Metres – 330
Deadweight – 710 tonnes
Speed – 38-47 knots
Power – 28,320kW

96 metre
The HSC Manannan (5,029 gt) is a 96- metre craft originally built by Incat in 1998, and operates with the Isle of Man Steam Packet Company on its Liverpool-Douglas route. She was delivered to the company in 2003, having undergone a refit in 2001. She is powered by 4 Caterpillar diesel engines delivering a service speed of 38 knots, and has a capacity of 775 passengers and 240 cars. She is not, however, the first high-speed Incat craft to operate with the IOM SP Company, as there has been a 74-metre Incat craft operating successfully in the company’s service since 1994.

In 1987, Incat’s chairman Robert Clifford was invited by naval architects Hart Fenton, acting for Sea containers, the erstwhile major shareholder in the Isle of Man Steam Packet Company prior to its transfer to the Australian-owned Macquarie Bank, to visit the Isle of Man with a view to the construction of a high speed craft to serve the island’s needs. Three years later, in November 1990, the first generation Incat car ferry Hoverspeed Great Britain arrived in the island for trials. The craft provided a foretaste of things to come, demonstrating that ferry crossing times could almost be halved. It came as little surprise when in 1994, the 74-metre HSC SeaCat Isle of Man made her debut on the Manx routes.

Nineteen years after the Hoverspeed Great Britain’s demonstration exercise, the fifth-generation 96-metre Wave Piercing Catamaran Manannan made her debut on the busy Douglas-Liverpool service. The Manannan is now the largest diesel-powered high speed craft on the Irish Sea with greater cruising speed and increased vehicle and passenger capacity than the vessel she replaces. Onboard facilities have been enhanced to offer a variety of seating including two cinema lounges, a large bar area and the Coastto- Coast café. The upper deck skylounge offers a range of pre-bookable seating including Premium and Manannan Executive Club which equal or better anything found on similar vessels operating around the British Isles. The Manannan has a sister craft named Bonanza Express.

The Evolution 10 craft delivered proven technology in a catamaran capable of carrying a mix of freight and passengers at speeds over 40 knots. To maximise flexibility, hoistable mezzanine decks provide the ability to accommodate either a full load of heavy highway vehicles, a full load of cars, or a mix of the two.

Passengers – 600
Cars – 240
Truck Lane Metres – 330
Deadweight – 838
Speed – 38-47 knots

91 metre
Two Incat 91m catamarans have broken the record for the fastest Atlantic crossing by a passenger ship. Catalonia took the Blue Riband and Hales Trophy in June 1998, with Cat-Link V sailing into record books as the third Incat craft to claim the famed accolade one month later.

Passengers – 900
Cars – 240
Deadweight – 510
Speed – 41-49 knots
Power – 28,800kW 

86 metre
Having an extended outer hull length, increased volume and the then new Ruston 20RK270 diesel engines, the 86- metre range of craft further developed the concepts explored with the 81-metre class. Deadweight reached 400 tonnes, car capacity 200 and passenger numbers rose to 800, cat-link all more than double that of the first 74 metre ferry. An example of the 86-metre series is the HSC Condor Vitesse (5,005 gt), built in 1997, and operating with Condor Ferries. She has a service speed of 42 knots, and has a capacity for 800 passengers and 185 cars. She has three sisters, namely the Condor Express, Condor Rapide and Tarifa Jet. The four vessels of the class have all proved hugely popular in their roles in the UK, Spain and Australia.

Passengers – 900
Cargo Deck Area – 1,890 sq m
Deadweight – 415
Speed – 41-48 knots
Power – 28,320kW

81 metre
Successful wave piercing technology was further developed in the design of the 81m generation. As the size of vessels increased it became obvious bow doors and a single lane discharge delayed port turnaround times. Instead vehicles were turned onboard and multi-lane discharge was introduced over twin stern ramps.

Passengers – 700
Cars – 165
Deadweight – 480
Speed – 39-45 knots
Power – 17,280kW

78 metre
The 78-metre class was a logical progression from the successful 74-metre vessels, and provided substantially improved economies to the operator. Greater passenger accommodation was provided with an attractive central atrium foyer. Twin decks forward connected by internal lifting ramps enabled a significant increase in carried vehicles.

Passengers -700
Cars – 145
Deadweight – 260
Speed – 37-42 knots
Power – 16,200kW

74 metre
The 74-metre catamarans were Incat’s first car-carrying vessels. Through operational experience the design was modified and developed during construction of nine vessels in this class. Improvements included a forward T-foil ride control system, wider vehicle decks and installation of evacuation systems by Liferaft Systems Australia (LSA). Taxiploa’s craft HSC Master Jet (3,003 gt) is an example of this type of Incat craft. She was built in 1991 for the IOM SP Company as the Sea Express 1 and was later renamed SeaCat Isle of Man, before becoming the Snaefell in 2007. She joined her current Greek owners in 2012. She is powered by 4 Ruston 16R K270 diesel engines, delivering a service speed of 36 knots, and has a capacity for 500 passengers and 88 cars. She has 8 sister vessels, all of which are based in various parts of the world. She hit the headlines for the wrong reasons at the beginning of February 2007 when she collided with the cargo vessel Alaska Rainbow in fog on the River Mersey and was severely damaged.

Passengers – 500
Cars – 84
Deadweight – 238
Speed – 39-43 knots
Power – 14,600kW

K-Class
Incat’s K-Class catamaran is designed to operate at very high speeds in coastal waters. The design eliminates heavy and expensive items such as ramps and bow doors. Since entering service in 1995, K Class Catamarans have proved enormously successful, offering unsurpassed comfort, speed and reliability.

Passengers – 400
Cars – 89
Truck Lane Metres – 330
Deadweight – 181
Speed – 47-52 knots
Power – 22,000kW

It can hardly be said that Incat rests on its laurels. Under the control of its founder, Bob Clifford, the company has succeeded in filling a niche market in the face of the global recession, and it has vessels operating in most parts of the world, from Japan to Europe. It is also not content to stand still in terms of technology, and constantly seeks to improve its vessel designs and concepts.

From humble beginnings in Hobart, it has become the byword in high-speed craft technology, and can demonstrate a proven success story in the design, construction and operation of high-speed catamaran craft. Long may it continue to flourish.