Benchijigua Express

AUTO EXPRESS 127

“BENCHIJIGUA EXPRESS”... IS QUITE SIMPLY THE

MOST SIGNIFICANT VESSEL TO ARRIVE ON THE

FAST FERRY STAGE IN RECENT YEARS AND IS SET

TO IMPROVE FAST SEA TRANSPORTATION AND

OPEN NEW MARKETS BEYOND THE ABILITY OF

EXISTING FAST FERRY DESIGNS.

CONTENTS

C H A I R M E N ’ S S TAT E M E N T S 3

I N S E A R C H O F PA S S E N G E R C O M F O R T 4

THE TRIMARAN CONCEPT 8

INTERIOR DESIGN 10

THE CONSTRUCTION PROCESS 16

ENGINE SELECTION 18

PROPULSION & MANOEUVERING 21

A M I L E S T O N E F O R T H E C L A S S I F I C AT I O N S O C I E T Y 23

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P R I N C I PA L PA R T I C U L A R S 24

I N N O VA T I V E F I N A N C E F O R A N I N N O VA T I V E D E S I G N 25

T H E A U S TA L C O F F E R D A M 26

ABOUT FRED.OLSEN, S.A. 27

O P E R AT I O N S 29

F U T U R E T R I M A R A N A P P L I C AT I O N S 30

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Austal workforce at the launch of “Benchijigua Express”.

C H A I R M E N ’ S S TAT E M E N T S

MR JOHN ROTHWELL A.O. willingness to support this development phase before a

C H A I R M A N , A U S TA L shipbuilding contract was signed.

From the outset Austal has endeavoured to be the builder Having now tested the vessel in a wide range of conditions
of choice for fast ferry transportation, exemplified in a we are delighted to see the new ferry design exceeding
large part by our commitment to customised design and our expectations. The trimaran is a genuine step forward for
to provide our customers the best possible solution for their the industry and for the first time enables operators facing
operations. difficult sea conditions to specify a vessel based on payload

The delivery of “Benchijigua Express” is a substantial without sacrificing sea keeping.

milestone in the history of Austal and following an Personally it is pleasing to have been part of the large
unprecedented five year program of research, is design, engineering and production team that has worked
testament to the significant investment we make in product diligently through many challenges, and in cooperation with
development. an equally dedicated team from Fred.Olsen, S.A., to create

Proof of Fred.Olsen, S.A.’s position as a world leader in “Benchijigua Express”.

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
the application of high speed ferry services has been their

MR FRED OLSEN JNR. The result is a new “Benchijigua Express”, a slender

CHAIRMAN, FRED.OLSEN, S.A. stabilised monohull more commonly referred to as a

Through the close cooperation with Austal a highly versatile trimaran.

vessel with many improvements over our current fast ship The characteristics of this new vessel, with a length of
fleet has been developed. 126.7 metres and beam of 30.4 metres, will improve

This began while our previous Austal vessel, “Bocayna overall efficiency in terms of passenger capacity,

Express” was under construction where we explored further deadweight and freight lane metres by more than 35%.

research to refine a new concept for high-speed vessels At the same time passenger comfort will increase by 25%

which would develop from the low resistance, very good to 40% depending on the routes we operate.

stability and carrying capacity of catamarans. This trimaran should, for us, be the solution for many years

With these objectives in mind Fred.Olsen, S.A. and Austal to come and could very well set the standard for a new

cooperated on an extensive and dedicated programme of generation of large fast ferries. We believe our customers

research, tank testing and other analysis to firstly develop a deserve the best.

new design and then ensure it would meet our requirements

in an efficient and cost-effective manner.

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 I N S E A R C H O F PA S S E N G E R C O M F O R T

THIS PROJECT COULD BE SAID TO HAVE STARTED IN Fred. Olsen, S.A. were aware that Austal had been Improvements in computer simulation software now allow
investigating the trimaran hull form as a concept which could builders to investigate new solutions to improve the way
1999, WHEN AS A RESULT OF DISCUSSIONS WITH
deliver improved passenger comfort. Their request initiated a vessel behaves in a sea way. The use of wind and
FRED.OLSEN, S.A., AUSTAL WAS ASKED TO DESIGN many months of intense research and development into what wave data from the proposed area of operation gives
could be achieved with the new hull form. This involved builders and operators the further opportunity to predict
A LARGE CATAMARAN FOR USE IN THE CANARY
developing a new General Arrangement, some preliminary the operability of the proposed design whilst it is still in
ISLANDS. HOWEVER IT WAS CLEAR DURING THE tank testing and a large amount of Computational Fluid the conceptual stage of development. This allows a higher
Dynamics (CFD) work. An unexpected issue was the number degree of experimentation on differing hull forms at a low
ONGOING TECHNICAL DISCUSSIONS THAT FRED.
of patents that were in place describing various aspects of cost and with no risk. Investigations into ships motions have
OLSEN, S.A. WAS LOOKING FOR A FRESH APPROACH the trimaran design. The Austal trimaran took several months proved to be a useful tool for several projects at Austal.
to design in order to achieve the platform capacity, to For example the Royal Australian Navy Patrol Boat Project
AND A BETTER SOLUTION TO THE ISSUE OF develop the hull shape to achieve the performance required required all tenders to submit motion studies demonstrating
PASSENGER COMFORT, HULL EFFICIENCY AND FUEL by Fred. Olsen, S.A. and to comply with the HSC Code. that the location of compartments such as the Command
Control Room, galleys, sleeping quarters and day rooms
Sea keeping has been called the forgotten factor in the fast
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

CONSUMPTION. were located in the optimum position within the vessel’s

ferry market. Over the last decade builders of fast ferries
structure with respect to the motions of the whole vessel.
have supplied larger and larger vessels to improve the
deadweight carrying capacity of their product; a secondary
W H AT I S M E A N T B Y O P E R A B I L I T Y ?
effect of the increase in size has been the improvement in
the vessel’s seakeeping ability. However this has occurred Defining the Operability of a vessel can be split into several
as a consequence of the development and has not been parts.
its prime objective. Routes being considered for fast ferries • Identification of the critical motions
today are typically longer and more exposed than the routes
• Definition of the limits on the critical motions
of yesterday. The expectations of comfort demanded by
passengers are higher today than a few years ago. Ferries • Application of the environmental data
that are comfortable and seaworthy attract loyalty from the • Prediction of the vessel’s response
passengers who are also looking for a super ferry feel on
• Evaluation of the outcome
fast ferries. Competition from short haul cut price airlines has
further increased the pressure on the ferry market share. It is important to first identify the motions that are important
to the operation, these will differ depending on the vessel
type. For instance in a military program, motions that dictate
whether sonar, or helicopter operations can take place
are paramount, whereas for a ferry operator the motions
experienced on the passenger deck will be more important.

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The definition of the limits to be placed on motions uses Analysis of the way the vessel behaves in a seaway against F I G U R E 1 - F O U R S TA G E S O F A N A LY S I S
well established criteria that have been published for many each of the criteria noted above consists of several stages (AS DEFINED BY MARINTEK)
years. At Austal the three criteria that have been used to which are illustrated in Figure 1.
measure the performance of passenger vessels are as
The four stages can be defined as follows;
follows;
1. Transfer function calculation or RAOs. These functions
• Motion sickness incidence (MSI)
describe the hull form’s response to regular waves. The
• Lateral force estimator (LFE) RAOs can be obtained from tank testing or by computer
simulation. RAOs can include the effect of ride control
• Roll
systems.
The criteria can be defined as shown in Table 1.
2. Ship’s response to irregular waves. This part of the
• MSI is usually measured over a 1 or 2 hour period as
calculation takes into consideration the response of
this is typically representative of the voyage length under
the vessel to wave energies across a chosen wave
investigation.
spectrum.

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• The Lateral acceleration limit is the amount of
3. Operational Limits. Establishes the wave height at which
acceleration an average person is comfortable with
the motion criteria will be exceeded.
whilst standing up and holding onto a rail.
4. Operability. Expressed as a percentage, and describes
• The Roll limit approximates the maximum roll that can
the vessel’s capability considering the time spent in each
occur before an object on a table will start sliding.
sea condition, heading and speed. This can be route F I G U R E 2 - L AT E R A L F O R C E E S T I M AT O R
specific. OPERABILITY
The percentage operability generated by the process
TA B L E 1 determines the proportion of the time that the vessel can
MOTION CHARACTERISTIC CRITERIA operate in the environmental conditions as defined by
the wave scatter and wave direction diagrams without
Motion Sickness Incidence
Exposure 1/2 hour exceeding the defined motion criteria.
1 hours 10% The operability of the vessel can be shown as a polar
2 hours 10%
diagram as illustrated in figure 2.
10%
Lateral Accelerations
Passengers on a ferry 0.05g (RMS)
Roll
Passengers on a ferry 3.0º (RMS)

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 Figure 2 shows the LFE of the 127 metre trimaran compared percentage increase in operability, to gain the quantum FIGURE 3
to a 120 metre catamaran. The diagram shows that in a improvement that was being sought would only be achieved
beam sea (on the route being considered) that; by designing of a new hull form.

• The trimaran can operate for 95% of the time without The operability studies were based on the actual sea
exceeding the LFE criteria. conditions found in the Canary Islands. Conveniently there
was a wave buoy near the proposed route from which
• The catamaran can operate for 65% of the time without
a wave scatter diagram could be derived. This data
exceeding the LFE criteria.
combined with directional data enabled the performance
Operability studies can also illustrate the output in a
of the vessel to be accurately modelled for each leg of the
graphical manner as shown in figure 3.
proposed route. The operability information was delivered
Figure 3 illustrates the capability of a particular trimaran to Fred.Olsen, S.A. as a series of polar diagrams which FIGURE 4
to operate in a higher sea state than a catamaran before compared the catamaran and trimaran performances.
either exceeds the roll criteria. For instance in a beam sea The final report to Fred.Olsen, S.A. stated that the trimaran
the trimaran can operate in a sea 3.8 metre higher than the would offer a 26% improvement in operability over the
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

catamaran hull being used in this comparison. compared hull forms. Encouraged by these early predictions

One of the first studies in the commercial arena that used there was a program of further design development

operability as a way of quantifying a vessel’s behaviour including additional tank testing and the construction of

was for the development of the trimaran. The initial design an 11 metre manned model of the hullshape.

proposal was for a 120 metre catamaran hull with a This year the Research and Development Department at
1000 tonne deadweight capacity. Operability analysis of Austal has conducted a number of operability studies
this design showed that whilst the increase in length over for interested operators. These studies have followed
Fred.Olsen, S.A.’s current tonnage would provide some the procedure outlined above and in all cases have
demonstrated the superiority of the trimaran over other
hull forms. improvement in operability for a vessel operating with seas
anywhere on the beam it is necessary to change the
There have been a number of interesting outcomes from
hull form.
these studies.
The trimaran hull form allows Austal to decouple capacity
When comparing two catamaran designs, for example,
from the overall length of the vessel. This is a very useful
an Austal 101 metre design and the 120 metre design
feature for operators who have a rough sea route requiring
it is apparent that the increase in length whilst beneficial
a larger vessel but a low deadweight requirement. A 100
if operating in a head seas environment, only marginally
metre long trimaran has the capability of being designed
improves operability when the seas are between a
with a low deadweight whilst remaining cost competitive
quarter head through to just aft of the beam. This is an
with the equivalent sized (in deadweight terms) catamaran.
• The T-foil of “Benchijigua Express” important finding as it indicates that to achieve a significant
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Figure 4 shows the overall Operability of three vessels Annex 9 of the HSC Code is titled “Definitions, requirements The Code goes on to state that the worst intended condition
operating in a typical sea spectrum and shows the and compliance criteria related to operational and safety shall be documented in much the same way as for the
relationship between the trimaran hull form, a monohull and performance”. This annex describes the method by normal operating conditions, and that vertical accelerations
a catamaran. which a vessel should be sea trialled to demonstrate its shall also be measured close to the vessel’s longitudinal
characteristics in a seaway. centre of gravity.
A catamaran with its high metacentric height can be
controlled to a certain degree; there comes a point however Section 3.2 of Annex 9 states that the vessel may be There appears to be disagreement between some of the
where the control surfaces have to be so large in order to trialled in “two relevant sea conditions” and that “model Flag States in Europe as to how to approach the use
achieve the desired motions that they become unrealistic, tests and mathematical simulations” may be used to verify of computer modelling and the extrapolation method to
due to the weight and speed loss due to wetted surface the performance in the worst intended conditions. Recent demonstrate a vessel’s performance in the worst intended
area. The trimaran hull form with its lower metacentric discussions within the IMO may alter this requirement to conditions. However most Flag States accept that a linear
height and softer roll can be controlled with smaller control read, ‘the worst intended conditions should not exceed relationship between the wave height and accelerations
surfaces. 150% of the more severe of the two measured conditions”. based on measurement in two sea conditions can be
The Annex states that the vessel must be trialled whilst assumed.
Whilst the catamaran and trimaran designs are similar in
controlled manually and under autopilot, with each run

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
terms of powering and efficiency a comparable monohull The sea trials of “Benchijigua Express” in varying sea
lasting 15 minutes.
requires up to 20% more power to achieve the same speed. conditions off Fremantle has demonstrated that the vessel
The Code further states that the normal operating limits shall will achieve Safety Level 1 compliance in seas up to 4.5
I N C R E A S I N G T H E O P E R AT I O N A L be documented by measuring the following; metres significant wave height.
PROFILE
• craft speed
It is clear from our discussions with operators in Europe
• heading to the waves
that most high speed vessels have been restricted in their
• measuring horizontal accelerations
operations to a sea state not exceeding 3.5 metres. This
limit has been imposed independently by a number of Flag The horizontal accelerations measured may be interpolated
States and should not be confused with the Classification to ensure that the levels do not exceed those shown in
Society speed wave height curves which typically show Annex 3, Table 1. This table shows four Levels of Safety as
operations are permitted in sea states up to 4.5 to 5.0 shown below;
metres significant. The Classification Speed wave height
Level 1 Minor effect Moderate degradation of safety
curves are calculated on inputs containing the vessel’s
Level 2 Major effect Significant degradation of safety
length, displacement and other parameters with the purpose
of restricting the vertical accelerations at amidships to 1g. Level 3 Hazardous effect Major degradation of safety

The High Speed Craft Code provides the method by which Level 4 Catastrophic effect
an operator or designer can demonstrate that the 3.5 metre The intent of the regulations is that high speed craft operate
wave height limitation should be reviewed for a particular within Safety Level 1.
design.
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 THE TRIMARAN CONCEPT
C O N T R I B U T E D B Y M A R I N T E K , N O R WAY

THE CATAMARAN HAS BEEN THE DOMINATING The conventional monohull has so far been the only realistic Many concepts which have been very promising in calm
concept for operation in oceans and high sea states, but water and low sea states have encountered considerable
HIGH SPEED CRAFT CONCEPT FOR TRANSPORT OF
at lower speeds. To increase the speed of a monohull the problems in higher waves.
PASSENGERS/CARGO IN RELATIVELY PROTECTED slenderness of the hull has to be increased, however, this
We have been involved in development of trimaran
introduces stability problems. The trimaran concept is in
WATERS. FOR OPERATION ACROSS THE OCEANS concepts for many years. This work has comprised research
principle a stabilized monohull, a monohull with outriggers.
and development studies and verification/documentation
IN HIGH SEA STATES THE TUNNEL CLEARANCE Such concepts were well known hundreds of years ago.
of performance for commercial projects. We are working
We found such a concept from early times in the Maritime
closely together with NTNU, the Norwegian Centre of
ON CATAMARANS RESULTS IN A SIGNIFICANT
Museum in Fremantle, see below left.
Excellence for Ships and Ocean Structures.
OPERATIONAL LIMIT DUE TO LARGE EXPOSED AREAS MARINTEK has over the last 20 years tested more than 200
The Austal trimaran is the most advanced high speed
different high speed craft concepts for customers around
WITH HIGH IMPACT WAVE FORCES. concept we have been involved in regarding speed, size
the world, including monohulls, catamarans, multihulls,
and rough weather behaviour. Extensive model tests have
Surface Effect Ships and foil assisted vehicles. Model
been carried out in order to optimize the hull and propulsion
tests in laboratories, tests with seagoing models and full
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

system with respect to fuel consumption and speed in a

scale tests have been carried out. We have seen that the
seaway, see for instance the model picture below right.
most important limiting factor is high impact loads and
operational control in waves.

• Indonesian Minahasan canoe with amahs found drifting • Numerical modelling developed by • 5 metre tank test model used for seakeeping analysis.
in 1944. Now located in the Western Australian Maritime Austal using Shipflow software was
Museum. used to evaluate trimaran hull designs
prior to tank testing.
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Our main efforts have been related to predicting and • Formal sea trials off Fremantle,
stimulating the forces on the hull and the operational Western Australia 9 April 2005 – 40.5 knots,
characteristics of the ship in waves, headings and periods 500 tonnes deadweight, 32,800 kW with
in normal and in extreme conditions. operating ride control

In our unique Ocean Basin we can study models of high

speed ships operating in two and three-dimensional waves,
long and shortcrested waves in combination, in deep and
shallow water, and under wind and current conditions.

Combined with our theoretical methods, which Austal also

has access to, we provide our customers with the best basis
for it’s detailed structural optimisation.

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• 2.6 metre model with variable amah positions. • 5 metre advanced hull model. • 11 metre self-powered manned model, fully instrumented
for motion and thrust analysis. Trialled between June 2001
and January 2002.

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 INTERIOR DESIGN

AUSTAL’S FIRST EXPERIENCE OF WORKING WITH

FRED.OLSEN, S.A. WAS DURING THE CONSTRUCTION

OF “BOCAYNA EXPRESS” THE 66 METRE AUTO

EXPRESS DELIVERED IN NOVEMBER 2003. BOTH

FRED OLSEN JR. AND THE APPOINTED OWNER’S

REPRESENTATIVES DEVOTED MANY HOURS TO

DEVELOPING THE LAYOUT OF THE PASSENGER

SPACES AND VEHICLE DECK, AND IN SELECTING

• Transom design enables full beam car and truck loading • Vehicle deck showing mezzanine levels enabling mixed
FURNISHINGS, FABRICS AND COLOUR SCHEMES and unloading. loading of cars and trucks/buses for flexible payload.
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

FOR THE VESSEL THAT WERE IN HARMONY WITH

The approach to the interior design of “Benchijigua • To achieve 450 truck lane metres with pillar spacing
THE FRED.OLSEN, S.A. CORPORATE IDENTITY AND
Express” was undertaken with the same high level of and deck planking arranged such that the heaviest
COLOUR SCHEME. DURING THIS PROCESS THE cooperation and instrumental involvement in developing the freight vehicles can be carried in the centre lanes while
general arrangement drawing. lighter vehicles can be accommodated in the outer
AUSTAL INTERIOR DESIGN TEAM DEVELOPED A
lanes but with sufficient space to drive around inside the
The arrangement of the vehicle and passenger decks was
STRONG RESPECT FOR MR OLSEN’S KEEN EYE vehicle deck.
the first areas of focus for Fred.Olsen, S.A.
• To create a highly flexible arrangement of lightweight
FOR DETAIL AND HIS PASSION FOR FINISHES In developing the vehicle deck layout the key factors were:
hoistable ramps and mezzanine decks that would permit
AND COLOURS. • To create a full width vehicle deck opening at the stern
the vessel to switch between freight and passenger
to accept the Fred.Olsen, S.A. terminal ramps. Each
vehicle modes in the minimum time.
terminal has three ramps side by side which land on the
• To achieve minimum turnaround times in port of no more
stern of the vehicle deck and permit the simultaneous
than 30 minutes.
loading and/or unloading of three vehicle lanes.

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• Midship restaurant seating. • Wheelhouse designed for high speed operations. • Crew mess for off-watch comfort.

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Similarly the arrangement of the passenger decks was Two other areas of contribution by Fred.Olsen, S.A. Crew accommodation is not normally provided in high
developed by Fred.Olsen, S.A. to optimise passenger were the Bridge and Crew Accommodation. The Bridge speed ferries but here again Fred.Olsen, S.A. demonstrated
flow and to make the most effective use of natural light is designed without bridge wings but with a centre a unique approach to crew management deciding that
and available space. Particular attention was paid to manoeuvring console facing aft, equipped with a duplicate greater amenity would be provided to the crew by being
the location and width of staircases in order to reduce set of main engine, waterjet and bowthruster controls and able to accommodate them on board in port at night.
passenger loading and unloading times and also to colour TV monitors taking feed from berthing cameras. To that end, a suite of single and double cabins together
evacuation routes to ensure that all passengers can be In addition the Master and the bridge team sit in line at with showers, toilets and laundry facilities were installed in
quickly and safely evacuated in the event of an emergency. the front of the wheelhouse with the Engineer’s console to the centre hull forward of the engine rooms. Fred.Olsen,
The arrangement and design of bars, shop and catering port and the Navigator’s console to starboard. This layout S.A. paying particular attention to ensure that the layout,
areas was another key element of the Fred.Olsen, S.A. was specifically chosen by Fred.Olsen, S.A. because it furnishings and facilities would maximise comfort and
developed interior. is consistent with the bridge layout and Bridge Resource restful qualities.
Management practises in the rest of the high speed
ferry fleet.

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 A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

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Bridge Deck
Observation Deck
Upper Deck
 Mezzanine Deck
Main Deck
Hulls

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 With the basic arrangement of the passenger facilities vessels, particularly from “Bocayna Express”. Corporate
determined Fred.Olsen, S.A. turned its attention to the colours and themes were replicated in carpet designs,
colours, fabrics, furnishing and fittings. With a much larger furniture fabrics and laminate selections.
passenger cabin and a more diverse range of facilities
The Fred.Olsen, S.A. project team were meticulous in their
than any of its previous high speed vessels this process
consideration of the interiors and in debating the choices
called for a greater range of fabrics, textures and colour
of colours, materials and finishes, before making their final
combinations. The collaboration between the styling and
selections.
colour sense of Mr Olsen and his team mixed with Austal’s
There are a number of key features of the passenger layout
sound knowledge of materials and construction techniques
and interior that illustrate the rigour of this process. Feature
ensured the end result - a superb interior finish.
bulkheads were designed to capture Mr Olsen’s vision
In the initial design stages, Austal provided Fred.Olsen, S.A
using a combination of feature panels combining specially
with a wide variety of material samples for consideration • Starboard aft seating area.
selected laminates and upholstered leather. Cabin dividers
together with detailed sketches of the vessel’s interiors
added key focal points to smoke boundaries and frosted
including the passenger spaces, bars, shop, and crew
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

glass panels were also used as area highlights. Customised

spaces. Of key importance to Fred.Olsen, S.A. is achieving
passenger areas, such as the shop, purser’s office and
a high level of visual co-ordination within its fleet and
children’s playroom were distinguished to great effect with
therefore many ideas were carried over from existing
the incorporation of fine finishes in leather and glass.

• Forward seating allowing visibility • Souvenir shopping facilities. • Children’s play room.
ahead for passengers.
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The VIP area was of particular importance to Mr Olsen • Large bay window
and a series of luxury finishes and details were assembled features give passengers
for this area, with an additional focus on executive seats unrivalled views.
incorporating a leather finish and special laminates. Mr
Olsen was also keen to incorporate innovative products
such as leather in combination with baby ostrich accents,
which were used to excellent effect on vessel compression
posts, feature bulkheads and mullions.

Seating was another area to receive particular attention

- Mr Olsen wished to update the design standard and so a
new, modernised, prototype was produced in conjunction
with Beurteaux Australia. With the aid of detailed sketches,
Beurteaux spent many hours in refining the design until the
finished seat was finally approved by Mr Olsen and the

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
new improved seating approved for installation in the vessel.

This thorough and detailed approach to the interior design

combining the passion and design flair of Mr Olsen and his
team with the superb construction and outfitting skillbase of
Austal has resulted in a vessel which not only co-ordinates
with the rest of the Fred.Olsen, S.A. fleet but raises that
standard to a new level.

• Classe Oro for VIP passengers.

15
 THE CONSTRUCTION PROCESS

JUNE 2001 JUNE 2002 AUGUST 2002 APRIL 2003

A smaller trimaran was built and tested for Tank testing of the hull form begins Tank Testing Finite Element Model
research and development

APRIL 2004 APRIL 2004 JULY 2004 JULY 2004

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

Construction progress Construction Progress The bow module is moved and attached to the Engines are lifted and fitted into the hull
main structure

OCTOBER 2004 NOVEMBER 2004 NOVEMBER 2004 FEBRUARY 2005

MES deployment trials Christening of “Benchijigua Express” Austal holds a staff open day Finishing touches on the interior

16
MAY 2003 AUGUST 2003 FEBRUARY 2004 MARCH 2004

The signing of this contract in May 2003 Plate cutting begins Construction progress Construction progress
symbolised an exciting new era of shipbuilding
for our staff

AUGUST 2004 AUGUST 2004 AUGUST 2004 SEPTEMBER 2004

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Construction progress The main structure is moved out of the shed to fit Bridge section about to be fitted Launch of “Benchijigua Express”
the bridge section

MARCH 2005 APRIL 2005 APRIL 2005 THE FUTURE

Seatrials commence off the coast of Fremantle, “Benchijigua Express” is handed over to the “Benchijigua Express” leaves Western Australia The Littoral Combat Ship based on the same hull
Western Australia proud new crew for Spain form as “Benchijigua Express”

17
 ENGINE SELECTION
CONTRIBUTED BY MTU

A TOTAL OF 44,000 HORSEPOWER WAS REQUIRED In addition to the main propulsion diesel engines, MTU Development of the 8000 series engine began in 1996,
has also supplied the on-board power generation system, with an introduction to the market in September 2000.
TO SATISFY THE DESIGN PARAMETERS OF
comprising of four 12V 2000M40A series diesel engines. Since that time, 40 engines have been ordered into various
“BENCHIJIGUA EXPRESS”. THE FINAL DECISION WAS The electrical power produced by each unit is 540 kW. A applications ranging from Naval Vessels, Supply Vessels,
stand-by power generation system has also been supplied Yachts and of course Fast Ferries. The first engines were
MADE BY FRED.OLSEN, S.A. TO EQUIP “BENCHIJIGUA
by MTU. The MTU Series 60 engine provides 250 kW commissioned into service in late 2003.
EXPRESS” WITH THE MTU 20V8000M70, FOLLOWING of electrical power for this purpose. The entire package
The Series 8000 was developed with the fast-ferry market
is complimented by a comprehensive service and support
in mind, placing an emphasis on the operator. Such
AN AGREEMENT TO INCREASE AVAILABLE POWER
agreement.
features represented by this engine are the robust and yet
FROM 8,200 KW TO 9,100 KW DURING THE FIRST The two centre engines of this vessel share a common relatively compact design, low fuel and oil consumption,
gearbox in what is called a CODAD (Combined Diesel long maintenance intervals combined with a user-friendly
QUARTER OF 2006. TO ACCOMMODATE THIS
And Diesel) configuration. MTU has taken responsibility maintenance design, and importantly low exhaust emissions.
INCREASE IN HORSEPOWER, PROVISION WAS for the control of these engines in this somewhat
The engine crankcase comprises of an extremely stiff design
technically complex arrangement. The MTU designed and
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

MADE BY AUSTAL WHEN SIZING THE WATERJETS, with a slender 48°V configuration. Integrated charge
manufactured electronic control system (RCS/5 DAD /
air ducting, thus reducing external pipework, enhances
GEARBOXES, SHAFTING AND ASSOCIATED WJ), ensures that the two centre engines, which share the
the engine compactness whilst maintaining a cylinder
common gearbox, evenly share the load. This is achieved
COMPONENTS TO ALLOW FOR A SEAMLESS displacement of 17.37 litres.
by a number of reporting mechanisms back to the control
A characteristic of MTU Engines is the sequential turbo
POWER TRANSITION. system, which adjust the power output of the individual
charging system. This technology considerably improves
engines accordingly.
supercharged engines, enabling a wide performance map
with good acceleration. It is also a contributing factor to
low fuel consumption and exhaust emissions, and essential
to meeting IMO (International Maritime Organization)
regulations. This system of sequential turbocharging enables
individual exhaust turbochargers to be utilized as required
during engine operation, which is determined by the
engine’s power demand. This concept greatly improves
the turbocharger, and overall engine efficiency. At rated
engine power, the sequential turbocharging system on the
20V8000 series generates a remarkable 2,700kW of
aspiration power. MTU first introduced this technology into
• Section of the Hulls showing engine rooms. • The aft engine room containing two MTU 20V8000M70 series production in 1982. In the mean time, it has proven
main propulsion diesel engines. its worth in over ten million hours of operation.

18
The Common Rail Fuel Injection system on the 8000 series the vessel, as replacement power units can be prepared The scope of work and downtime experienced by the
is another key factor to the performance of this engine. in advance of scheduled maintenance, and the removed operator from this design concept is considerably reduced.
The system provides high fuel injection pressure throughout power units can be returned to MTU for overhaul at a time Optimisation of fuel consumption and reduced through
the entire engine speed range, and continuously optimises which suits the operator. Also assisting crew onboard the life costs further enhance the prospects of a profitable and
injection timing, pressure and flow according to input vessel during maintenance is the service module concept. reliable business.
from the engine management system. Optimisation of Elements of the engine, which require regular minor
As a business partner, MTU has a vested interest in the
the fuel injection process ensures that fuel consumption is maintenance, such as filters, are all located at the non-drive
success of fast ferry operations. The MTU Series 8000
minimized throughout the entire power range. Specific end of the engine. The engine interface with shipboard
diesel engines have been designed, manufactured and
fuel consumption at rated power is less than 195g/kWh, systems is also located at this end, simplifying the installation
supported to assist fast ferry operators in providing a
reducing to 190g/kWh at the most efficient point. On the work for the shipbuilder.
reliable ferry service for their passengers.
basis of these values, the new engine attains the best fuel
economy in its performance class.

The 8000 series is controlled and monitored by the MTU

designed and manufactured electronic engine management

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
system, MDEC (MTU Diesel Engine Control). Using this
system, an optimal control of all engine functions is possible.
Furthermore, the engine can be integrated in the overall
control and monitoring system of the entire propulsion
system, which can also include other areas of the ship.
“Benchijigua Express” is also equipped with the MTU
operating data recorder, MTU Assyst. MTU Assyst collates
data from the engines for review by the operator, recording
trends, parameters for analysis and also assisting with
diagnosis and preventative maintenance.

The standard Time Between Overhauls (TBO) of the

20V8000M70, is 24,000hrs. The engine has been
designed for minimal maintenance downtime, and one
feature highlighting this concept is the Power Unit. The
cylinder head, liner, piston and conrod are designed such
that they are all removed together in the one procedure,
lifted from the engine as a unit and replaced as a unit. This
procedure minimizes the time for maintenance onboard

• The MTU 8000 Series diesel engine ready to installation.

19
 A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

20
PROPULSION & MANOEUVERING
CONTRIBUTED BY ROLLS-ROYCE MARINE

ROLLS-ROYCE IS PROUD TO HAVE BEEN SELECTED TO PROJECT DEVELOPMENT FRED.OLSEN, S.A.

DEVELOP AND SUPPLY AN INTEGRATED PROPULSION Rolls-Royce was involved with Austal at an early stage of the Fred.Olsen, S.A. demanded solutions that provided
project when powering options and water-jet selection were maximum efficiency, economy and functionality.
SYSTEM FOR THIS LANDMARK VESSEL THAT IS closely examined.
OPTIMISED BOTH FOR HIGH SPEED TRANSIT AND R O L L S - R O Y C E WAT E R J E T S A N D
The hull form, available powering options and the operating
AZIMUTH THRUSTERS
profile or route analysis provided by Fred.Olsen, S.A.
SLOW SPEED MANOEUVERING.
were a basis for an intense period with detailed technical Rolls-Royce Marine has delivered triple Kamewa Water Jets
and commercial analysis made to determine the final and twin Ulstein Aquamaster Retractable Thrusters for this
A new standard has being created in hull form, motion configuration. Increased power output available in the near vessel. Selection of this equipment was made to fit precisely
control, passenger comfort and versatility of the platform for term also had to be considered. Service conditions, harbour with the operational and design objectives.
a commercial ferry. The result is a new class of vessel that limitations and environmental factors such as wind speeds
utilises 21st century technology in systems and efficiency. were also taken into consideration. K A M E WA WAT E R J E T S

Two steerable units of size 125 SII 7B are fitted as outer jets

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
on the main hull. Design power is 9,100 kW each

A central booster jet is provided for ocean transit and is shut

down when entering port. Design power is 18,200 kW

I M P E L L E R C O N F I G U R AT I O N – S E V E N
BLADES

The impellers on all jets are the latest from Kamewa being
originally developed for military applications.

The shift from 6 to 7 blades provides considerable

reduction in noise and vibration on-board the vessel. The
larger number of blades are more lightly loaded and offer
increased cavitation margins against adverse operating
conditions.

• “Benchijigua Express” a launch day showing stern and waterjet arrangement

21
 MANOEUVRING

The vessel proportions give the operator particular

advantages with the platform however different constraints
apply to this vessel compared with others necessitating the
addition of auxiliary manoeuvring plant.

The design objective was to achieve a vessel with equal or

superior manoeuvring to a similar size catamaran.

Use of tunnel thrusters is common on slower vessels however

on a vessel that can travel in excess of 40 knots the
presence of open tunnels, or elaborate closing plates is
to be avoided.

After much discussion, the Rolls-Royce experience with

azimuth thrusters was utilised and Aquamaster retractable
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

units were proposed.

Compared to tunnel thrusters, the azimuth thruster with • The 180 BII 7B Kamewa central booster jet while • One of the two Ulstein Aquamaster
nozzle offers approximately 15% greater thrust for the same still in the factory at Rolls-Royce AB. Retractable Thrusters in the Rolls-Royce
power as a tunnel thruster. works in Finland.

The presence of the structural elements of the nozzle provide

a natural platform for mounting a hull closing plate (not SEA TRIALS
shown). The thrusters are mounted in tandem in the vessel
All equipment performed as predicted and it was pleasing
with opposed starting positions.
that the owners noted that the quiet operation of the
Aquamaster thrusters was quite different to their experience
I N T E G R AT E D C O N T R O L A N D
with other lateral thrust devices.
MANOEUVRING SYSTEM

Rolls-Royce delivered a common electronic control system

for the water jets and thrusters, greatly simplifying the
installation and providing the operator with considerable
flexibility to operate each device individually or to integrate
them all into one manoeuvring device for harbour or sea
transit duty.

22
A M I L E S T O N E F O R T H E C L A S S I F I C AT I O N S O C I E T Y
CONTRIBUTED BY GERMANISCHER LLOYD

H I G H LY O P T I M I S E D D E S I G N S C A L L F O R There are no internationally valid construction rules for high- These measures proved active design support for Austal.
D E TA I L E D I N D I V I D U A L S T U D I E S speed trimarans. For the Classification Society, the design
From the safety viewpoint, the new trimaran is regarded as
and fabrication of the ship therefore presented a special
a monohull as far as its stability criteria are concerned, in
THE BUILDERS AND OPERATORS OF HIGH SPEED challenge in several respects. It was necessary to apply the
agreement with the IMO. Another essential safety aspect
experience of Austal and GL as intensively as possible in
CRAFT REPEATEDLY TAKE ON A PIONEERING ROLE is the evacuation of passengers. Lifeboats or liferafts must
interpreting the existing regulatory framework for high speed
not be allowed to pass too closely to the side hulls, in case
IN BLAZING A NEW TRAIL IN TECHNOLOGY. IN craft. At a very early stage, experts from GL were on site in
the ship starts to roll during the evacuation procedure. Even
Australia to discuss the design concepts with the engineers
CONCERT WITH FRED. OLSEN, S.A. AND AUSTAL, questions that at first glance appear to be relatively simple
from Austal. The subsequent plan approval took place
can present a challenge with such innovative ship designs.
THE CLASSIFICATION SOCIETY ALSO TOOK A NEW mainly at Austal in Australia. Both measures, coupled with
For example, this applies for the regulation-conformant
the deployment of experienced HSC surveyors by GL, made
APPROACH IN THE DEVELOPMENT OF “BENCHIJIGUA definition of the ship length if, as in this case, the stern of the
a major contribution to completing the project within such a
side hulls lies aft of the main hull.
EXPRESS” AS A COMPLETELY NEW DESIGN. AT THE tight timeframe.
A large number of high-speed monohulls and catamarans

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
SAME TIME, THE SUCCESSFUL TRIALS AND DELIVERY have have been built but, the fast multi-hull designs are
D E T E R M I N I N G T H E G L O B A L W AV E
still in the limelight. They are particularly suitable wherever
OF THIS EXCEPTIONAL VESSEL MARK ANOTHER LOADS
slender, fast ships with a good seakeeping behaviour and
A major role in the work of GL was the determination of
HIGHLIGHT IN THE COOPERATION BETWEEN large deck area are needed to accommodate passengers
the global wave-induced loads. Here GL made good use
and motor vehicles. Their advantages make them attractive
GERMANISCHER LLOYD (GL) AND AUSTAL, WHICH of the experience it had gained with in-house research and
not only for passenger and Ro/Ro commercial traffic
development as well as the hydrodynamic computations
HAS BEEN A SUCCESS STORY SINCE 1995. but also for military purposes. It therefore comes as no
proven by testing. For the dimensioning of the ship structure,
surprise that the new Austal trimaran has already attracted
the global wave loads were first ascertained with the aid of
international attention.
complex seaway programs.
In view of possible growth in the number of multi-hull
In determining these global loads, panel models for the
newbuildings in future, the question arises as to whether
hydrodynamic computations were created in an initial step.
specific construction rules will be needed to serve such
Together with the relevant sea state, the extreme values of
vessels. However, one may expect that multi-hulls will remain
the wave loads were then calculated. To reduce the wave
a rather unusual species of ship. In the foreseeable future,
loads caused in the forebody by the pitching movements of
their highly-optimized designs will still call for detailed
the ship, the width was reduced in this area.
individual studies.

Modified panel model Original panel model

23
 P R I N C I PA L PA R T I C U L A R S

Length overall: 126.7 metres TA N K A G E

Length waterline: 114.8 metres Fuel: 145,000 litres

Beam moulded: 30.4 metres Fresh water: 7000 litres

Hull depth moulded: 8.2 metres Black & grey water: 7000 litres

Hull draft (max): 4.2 metres Lube oil: 2 x 600 litres

Deadweight (max): 1000 tonnes Hydraulic oil: 2 x 600 litres

Crew: 35 Sludge: 1000 litres

Passengers: 1291
PROPULSION
Vehicles: 341 cars or
Main engines: 4 x MTU 20V 8000;
450 truck lanes metres and 123 cars 8,200kW at 1095rpm each
Axle loads: 15.0/12.0 tonnes
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

Gearboxes: 2 x Renk ASL65; 1 x Renk ASL 2X80

(dual/single axles) on central lanes
Waterjets: 2 x Kamewa 125 SII; 1 Kamewa 180 BII
9.0/12.0 tonnes (dual/single axles) outboard
Azimuthing bow thrusters: 2 x Ulstein Aquamaster UL601
1.0 tonnes on forward ramps
Generator sets: 4 x MTU 12V 2000 M40, 540 kW each.
0.8 tonnes on mezzanine decks

Vehicle deck clear height (max): 4.60 metres SURVEY

Speed: 40.5 knots, 500 dwt, 32.8 MW Classification: Germanischer Lloyd ✠100A5, HSC-B OC3
with operating RCS High Speed Passenger/Ro-Ro Type ✠MC, AUT.

24
I N N O VA T I V E F I N A N C E
F O R A N I N N O VA T I V E D E S I G N

FINANCE PLAYS A MAJOR PART IN ANY SHIPBUILDING Early in the discussions that lead to the eventual contract ABN AMRO is one of the world’s largest global financial
to build “Benchijigua Express” Fred.Olsen, S.A. identified institutions. Formed in the Netherlands over 180 years
DECISION. AUSTAL HAS ESTABLISHED AN IN-HOUSE
that Austal’s ability to provide an innovative and tailored ago ABN AMRO today operates in over 60 countries and
FINANCIAL TEAM THAT MAINTAINS RELATIONSHIPS finance package would be equally as important as its ability provides a wide range of financial products and services,
to design and construct the innovative and revolutionary including specialised financing for shipping. ABN AMRO
WITH A NUMBER OF INTERNATIONAL FINANCIAL
trimaran design. has previously worked with Austal to provide shipbuilding
INSTITUTIONS THAT CAN ASSIST AUSTAL’S CLIENTS finance for a number of its clients.
So while the technical teams were focussed on tank tests,
operability analyses and structural design challenges, the Together with ABN AMRO and EFIC, Austal was able to
IN DEVELOPING CUSTOMISED VESSEL FINANCING
financial team at Austal worked to source lenders and structure an innovative financial package that provides Fred.
SOLUTIONS. investors who would work with Austal to create a financial Olsen, S.A. with a tax effective ten year lease purchase
structure that would meet the objectives of Fred.Olsen, S.A. structure and Austal with a cash sale.

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
Two key partners in this process were the Export Finance As Andrew Lawson, the head of ABN AMRO’s cross border
Insurance Corporation (EFIC) and ABN AMRO. structured finance team said:

EFIC is an arm of the Australian government mandated to “This transaction provided an excellent opportunity to
provide finance to facilitate export projects that fall within demonstrate the benefits of our geographic reach, financial
its qualifying parameters. Over the years EFIC has been product range and structuring ability. It further consolidates
a strong supporter of Australian high speed ferry exports the strong relationships between ABN AMRO, Fred.Olsen,
having provided finance for multiple vessel orders with a S.A., Austal and EFIC”.
total value of A $870 million.

25
 T H E A U S TA L C O F F E R D A M

DURING THE PRE-CONTRACT NEGOTIATIONS

AND DISCUSSIONS WITH FRED.OLSEN, S.A., THE

CONCEPT OF PROVIDING AN ALTERNATIVE MEANS

TO INSPECT AND REPAIR THE WATERJETS ON THE

VESSEL WITHOUT DRY DOCKING WAS DISCUSSED.

FRED.OLSEN, S.A. HAD EXPERIENCED DELAYS AND

• Cofferdam in position ready for use. • Pneumatic air controls. • The cofferdam pumped dry and in
HIGH COSTS WHEN DRY DOCKING HULLS IN THEIR position under the vessel.

CURRENT FAST FERRY FLEET.

Initial studies were directed at investigating a full width position using guides built onto the cofferdam and chain after it has been lifted out of the water. For convenience the
drydock capable of lifting the aft end of the vessel out blocks that may be attached to brackets located on the cofferdam may be dismantled into smaller sections so that
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

of the water, however the final selected design was a hulls. A diver is used to check that the seals have not been storage issues are reduced.
submergable cofferdam that would fit underneath the aft end dislodged during the flooding operation. Pneumatic air is
The Austal cofferdam for “Benchijigua Express” provides a
of the centre hull. then used to force water out of the ballast tanks. The water
cost effective and fast alternative to dry docking the vessel.
The cofferdam was designed to the precise shape of the remaining in the well of the cofferdam is pumped out using
The cofferdam design, design loads and construction were
aft end of the vessel’s underbody, with a labyrinth seal a submersible pump. Once the ballast tanks are pumped
inspected and supervised by Germanischer Lloyd.
arrangement providing the watertight connection between dry the cofferdam provides about 200 tonnes of uplift
the hull and the inside of the cofferdam. against the vessel’s hull and this uplift provides the sealing
force on the labyrinth seal arrangement. The well of the
The cofferdam has a number of floodable ballast tanks
cofferdam is also fitted with a small submersible bilge pump
located in its walls and cross structure which allow the
which is designed to take care of any minor leaks that may
complete unit to be submerged below the aft end of the
occur through the seals.
centre hull. The amount of water in each ballast tank is
controlled by pneumatically operated flooding valves. Once in place under the vessel it is possible for a person
The pneumatic controls for the ballast tanks are located to climb down into the cofferdam and to walk forward
centrally in a raised control station. Pneumatic air and access any of the three waterjet sea intakes or either of the
electrical power is supplied by the vessel’s onboard supply. two rudders. Alternatively if it is necessary to inspect the aft
section of the drive shaft in the waterjet, this is now possible
The cofferdam is manoeuvred into position behind the centre
without slipping the vessel.
hull of the trimaran prior to being flooded down. Once the
cofferdam has been flooded it can be manoeuvred into Removing the cofferdam is the reverse of the above
procedure. The cofferdam is designed to be stored ashore

26
FRED.OLSEN, S.A.
& THE CANARY ISLANDS CONNECTION

THE CANARY ISLANDS COMPRISE A GROUP OF Fred. Olsen & Co. was founded in Norway in 1848. Today the company operates five routes in the islands
leading the passenger and cargo market with more than
ISLANDS IN THE NORTH ATLANIC OCEAN MAKING In 1904 the Fred Olsen family established trade and
2,700,000 passengers, 400,000 cars, and more than
business relations with the Canary Islands. Initially this was
UP TWO PROVINCES OF SPAIN. THE ISLANDS HAVE 150,000 trucks per year. At the same time the company
only through shipping but developed to include a shipping
also has a wide variety of interests in the hotel trade,
A FINE CLIMATE WITH SANDY BEACHES, BLUE SEAS agency, agricultural development, tourist promotion activities
restaurant industry and culture.
and ferry services.
AND SUNSHINE ATTRACTING ABOUT 10 MILLION From the beginning the company’s philosophy has been to
It was in 1974 after a number of petitions from the
connect the Canary Islands between the nearest points and
TOURISTS ANNUALLY. TODAY THE CANARY ISLANDS people of La Gomera that Fred. Olsen Snr. established
to offer a combined service for passengers and cargo.
Ferry Gomera, S.A., and on July 8 of that year the first
ECONOMY IS DRIVEN PRIMARILY BY TOURISM
ferry to take the name “Benchijigua” commenced service Once fast ferries were commercially operative the company
ALTHOUGH AGRICULTURE AND DEEP-SEA FISHING between the ports of San Sebastián de La Gomera and decided to convert its fleet of conventional ferries into high

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
Los Cristianos (Tenerife). For this island, one of the smallest speed ferries.
PROVIDE AN INCOME FOR THE PROVINCES.
in the archipelago, and at that time very isolated from the
other islands the service enabled an immediate improvement
in prosperity and a memorable change to the lives of the
Gomerans.

27
 This landmark was achieved in 1999 with acquisition of
the company’s first high speed ferry, “Bonanza Express”,
an Incat 96 metre wave piercing catamaran, which
inaugurated a 1 hour service between Santa Cruz de
Tenerife and Agaete, Gran Canaria.

“Bonanza Express” was followed by two further 96 metre

Incat wave piercing catamarans that allowed the company
to also offer a 30 minute service between San Sebastián de
La Gomera and Los Cristianos, Tenerife.

In December 2002, Fred. Olsen, S.A. contracted Austal

to construct a vessel to operate between the islands
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

of Lanzarote and Fuerteventura with capacity for 450

passengers and 69 cars or 110 lane metres of trucks plus
37 cars at a speed in excess of 30 knots. In November
2003 the vessel “Bocayna Express” was delivered.

• Drawing of “Benchijigua Express” by Mercedes Kerch Morales, age 10,

winning entry used for the cover of the 2005 calendar for Fred.Olsen, S.A. and Austal.

28
O P E R AT I O N S

Canar y Islands
Alegranza
Graciosa
Atlantic Ocean Lanzarote
La Palma Ar r e c i f e

Santa Cruz de la Palma

Fuerteventura
Te n e r i f e
Santa Cruz de Tenerife Puer to de l R o s a r i o

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
La Gomera Las Palmas
Agaete
de Gran Canaria
San Sebastian
Los C hristianos
de la Gomera

Valverde
Gran Canaria
El Hierro Europe
Spain

FRED.OLSEN,S.A. “Benchijigua Express” operations 0 50 miles

FRED.OLSEN,S.A. Other ferr y operations 0 50 kilometres

Morocco
The Canar y Islands

Africa

29
 F U T U R E T R I M A R A N A P P L I C AT I O N S

AUSTAL IS THE VESSEL DESIGNER AND BUILDER IN THE B A C K G R O U N D I N F O R M AT I O N

GENERAL DYNAMICS TEAM FOR THE US NAVY’S NEW The Littoral Combat Ship (LCS) is a key element of the
US Navy’s plan to address asymmetric threats. Intended
HIGH-SPEED SURFACE CLASS SHIP. to operate in coastal areas worldwide, the ship will be
fast, highly manoeuvrable and geared to supporting mine
detection/elimination, anti-submarine warfare and surface
warfare, particularly against small surface craft including
terrorist boats.

The goal is to deliver a platform (vessel) that can be

deployed in relatively large numbers to support a wide
range of joint missions, with reconfigurable mission modules
to assure access to the littoral (near shore) environment
while also being able to independently deploy over long
A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

distances and remain on station for extended periods.

Some of the key characteristics of the LCS include the

following:
• 127 metre Littoral Combat Ship design for US Navy.
• Modular payload with rapid changeover capability to
reconfigure in response to changes in mission, threat,
and technology.
vehicles to execute assigned missions and will employ
• Top speed in excess of 40 knots. technologically advanced weapons, sensors, data fusion,
• Very low core manning for all ship navigation, C4ISR1 systems, hullform, propulsion, optimal manning
engineering and self-defence functions. concepts, smart control systems and self-defence systems.

• Very shallow draft to allow operations in littoral regions. The LCS must be capable of operating at low speeds for
littoral mission operations, transit at economical speeds,
The LCS will rely heavily on manned and unmanned
and high-speed sprints, which may be necessary to
avoid/prosecute a small boat or submarine threat, conduct
intercept operations over the horizon, or for insertion or
extraction missions.

30
 The 127 metre long, 31.6 metre wide trimaran will be built
in aluminium and powered by two gas turbine and two
diesel engines to reach sustainable speeds in excess of 40
knots. The ship is designed to allow a crew of fewer than
40 sailors to fully operate, maintain and defend it.

The flexibility, speed, endurance, volume, seakeeping,

payload capacity, and manoeuvring characteristics of the
trimaran, coupled with modular mission packages and
other modifications to address military-specific requirements,
provide an optimal solution for the US Navy’s LCS
requirements.

Key characteristics of the ship proposed by the General

Dynamics Team include:

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
• Capable of supporting several missions simultaneously.

• Open-architecture information systems enable over-

the-horizon surveillance and reconnaissance, global
networking and coordinated air, surface and undersea
tactical picture.

GENERAL DYNAMICS LCS TEAM • Incorporation of stealth technologies increases ship and
crew survivability.
Bath Iron Works, a General Dynamics company, is the
prime contractor and leads an international team in which • Shallow draft allows operations near the shore.
Austal takes the key role of the designer and builder of the • More payload per tonne of displacement than any
trimaran platform. previous US warship.
Other Team members include CAE, BAE Systems, Maritime • Huge interior volume delivers enhanced mission
Applied Physics Corporation, Northrop Grumman Electronic capabilities and endurance.
Systems and four other General Dynamics companies:
• Supports concurrent and simultaneous operation of two
Advanced Information Systems, Armament and Technical
large (H-60) helicopters.
Products, Electric Boat and General Dynamics Canada. • Mult-role design for high speed troop and
The trimaran’s characteristics also make it applicable to
equipment transport.
GENERAL DYNAMICS LCS TEAM PROPOSAL a wide variety of other domestic and international navy,
coastal defence, and high-speed logistics support programs.
The General Dynamics Team’s LCS design is based upon
Austal’s innovative, high-speed trimaran design.
31
 A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”

32
• 76 metre Trimaran
• 50 metre Trimaran
 • 126 metre Trimaran
• 100 metre Trimaran

A U S TA L A U T O E X P R E S S 1 2 7 “ B E N C H I J I G U A E X P R E S S ”
33
AUSTAL TRIMARAN TECHNOLOGY
• G R E AT E R PA S S E N G E R A P P E A L – A M O R E C O M F O R TA B L E R I D E , M O R E O F T E N

• B E T T E R S E R V I C E R E L I A B I L I T Y – M O R E O P E R AT I N G D AY S A N D F E W E R D E L AY S

• L O W O P E R AT I N G C O S T S – B U R N L E S S F U E L T H A N A L T E R N AT I V E H U L L F O R M S

• N E W O P P O R T U N I T I E S – O P E R AT E W H E N A N D W H E R E O T H E R FA S T S H I P S C A N N O T

• DEPENDABLE – DEVELOPED, DESIGNED AND BUILT BY THE EXPERTS

• FEWER COMPROMISES – ENHANCED SEAKEEPING NO LONGER DEPENDS ON SIZE

• M E E T I N G Y O U R N E E D S – S U I TA B L E F O R A R A N G E O F V E S S E L S I Z E S A N D T Y P E S

• T H E D I S C E R N I N G C H O I C E – C H O S E N B Y L E A D I N G C O M M E R C I A L A N D D E F E N C E O P E R AT O R S

A U S TA L 1 0 0 C L A R E N C E B E A C H R O A D , H E N D E R S O N , W E S T E R N A U S T R A L I A 6 1 6 6
TELEPHONE: (+618) 9410 1111 FA C S I M I L E : ( + 6 1 8 ) 9 4 1 0 2 5 6 4 E M A I L : M A R K E T I N G @ A U S TA L . C O M
W W W. A U S TA L . C O M