Page 27: of Maritime Reporter Magazine (July 1994)

polyethylene foam to absorb impact. A steel wire with tensioners holds the welded tube fender in position.

Considerable care was also taken in the de- sign and layout of the control console. The builder created a timber mock-up and all inter- ested parties, including an ergonomics expert from the local university, were called in to offer views and advice. Despite the inevitable con- flict of opinions, a format was agreed and the mock-up was used as a mold for the finished glass fiber console. Every instrument is clearly visible and nothing obstructs the helmsman's view. The helmsman's position is dead central immediately behind the Raytheon radar with engine and reverse bucket controls and

Robertson autopilot close to hand on the star- board side. To port is the ISIS 700 engine monitoring system and Raychart plotter. Be- hind the three seats for the crew there are twelve passenger ferry-style seats for the pilots.

Voyager's main deck is at a relatively high level forward which steps down to a low aft deck. This is extended further aft with a welded aluminum platform above the waterjet buckets and steer- ing nozzles, not solely to protect, but also form- ing part of a hinged MOB recovery system/ ladder designed by the builder. Icing of the stainless steel deck handrails in winter is pre- vented by the simple but effective technique of lining them with plastic pipework connected to the vessel's hot water central heating system.

The plastic lining ensures a more even distribu- tion of heat and reduces the weight penalty of a large water volume.

All three parties contributing to its realiza- tion are proud of Voyager and pleased with the interest it has created. On every count it has been a success. It weighed slightly less than the target weight of 26 tons. On sea trials it achieved 35 knots in calm conditions and is reported by the pilots to be able to consistently maintain 30 knots in an operational environ- ment. The vessel is currently about halfway through a lengthy evaluation period with each of the four regional divisions of the Dutch Pilot- age Organization. Estimates of the total num- ber of Voyager class vessels that will eventually be built varies between seven and 12, although the present dilemma facing the Organization appears to be whether the first order will be for two or four.

Hydrolance Ferry Prototype

Under Construction (Continued from page 27) operating at a low, easy-to-muflle sound fre- quency.

In the SCORE engine the fuel/air mixture is set off in layers, producing an even burn and further improving fuel efficiency. The engines, capable of burning anything from jet fuel to alcohol, will be set to burn No. 1 and No. 2 diesel oil. The electric drive, measuring only 30 in. long and 20 in. in diameter, will provide variable speed power to the Cadenza Ram Propulsors.

This tiny unit is fluid-cooled and produces 1,000- hp continuous with a 1,500-hp peak capability.

It connects to the rotary engines via the com- puter-controlled power grid, which replaces me- chanical reduction gearing. The drive unit is installed as a module in the Hydrolance pontoon for easy removal and replacement. The entire propulsion system is designed to operate at efficiencies as high as 97 percent.

A 40-ft. (12-m) prototype hull balanced atop 90-ft. (27-m) rails is under construction. If everything goes according to plan, construction on the 65-ft. (20-m), 100-ton vessel should begin in late 1994, and will be completed at Cadenza's

San Diego facilities, with additional work being done at both Campbell and Tillotson Shipyards.

July, 1994

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