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The Largest Trimaran Ferry: Discovering the Benchijigua Express

• September 12, 2023

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The Benchijigua Express, a remarkable trimaran ferry, is renowned for its groundbreaking design and impressive capabilities. Here will provide an in-depth exploration of this innovative vessel, from its construction and specifications to its unique features and operational details. Join us as we delve into the world of the Benchijigua Express and uncover the secrets behind its success. 

Benchijigua Express: An Overview

Fast ferry service between Tenerife, La Gomera, and La Palma in the Canary Islands is provided by Fred. Olsen Express through the Benchijigua Express. With its delivery in April 2005, this extraordinary vessel has captured the attention of maritime enthusiasts worldwide. Measuring an impressive 127 meters in length, the Benchijigua Express is the second-longest trimaran in existence, falling just short of the Independence-class littoral combat ship.

Design and Construction

The construction of the Benchijigua Express was entrusted to Austal, a leading shipbuilding company located in Henderson, Western Australia. This trimaran showcases a unique combination of materials, with an aluminum hull coated in a specialized offshore film supplied by Orca Marine. The vessel’s body is not only robust but also lightweight, contributing to its exceptional performance on the water.

The Benchijigua Express can go very fast thanks to its four MTU Series 8000 diesel engines, each producing 9,100 kW at 1,150 rpm. This boat can quickly take people and cars across the Atlantic Ocean and go as fast as 42 knots. The engines are strategically placed in two different engine rooms to ensure power is distributed evenly, and the system works efficiently.

Specifications and Passenger Accommodation

The dimensions of the Benchijigua Express are truly remarkable. It spans 126.65 meters in length, with a width of 30.4 meters and a draught of 4 meters. This spacious ferry can accommodate up to 1,291 passengers across its two decks. Although the crossing time between the islands is relatively short, the vessel does not feature passenger cabins. However, it offers ample space for vehicles, including 123 car spaces and a truck lane measuring 450 meters. In certain configurations, the truck lane can be converted into an additional 218 car spaces, providing flexibility for different transportation needs.

Innovative Features and Operational Capabilities

The Benchijigua Express is equipped with various innovative features that enhance its operational capabilities and ensure a smooth and efficient experience for passengers and crew alike. One notable feature is the ballast and heel control system, which helps maintain stability, especially when loading heavy vehicles onto the outer decks. This system consists of two ballast tanks and two heel control tanks, working in tandem to optimize the vessel’s transverse stability.

To facilitate maneuvering, the ferry is equipped with a pair of Ulstein Aquamaster UL601 azimuthing bow thrusters. These thrusters can be controlled independently or integrated into the water jet’s harbor mode control. Steering is assisted by high-speed rudders, while a T-foil located forward and roll control fin stabilizers contribute to the vessel’s overall stability. Additionally, the Benchijigua Express features a ride control system provided by Seastate, ensuring a comfortable journey for passengers, even in challenging sea conditions.

Predecessor and Related Designs

The Benchijigua Express is not the first vessel to bear this name. Its predecessors, both served by Fred. Olsen Express, operated between various destinations in the Canary Islands. The ship’s name was chosen due to its association with the village of Benchijigua on La Gomera, where Fredrik Olsen owned property. The current Benchijigua Express has built upon the successes of its predecessors, incorporating advancements in design and technology to deliver an even more impressive ferry experience.

Interestingly, the design of the Benchijigua Express served as the basis for the hull design of the Independence-class littoral combat ship. Austal, in collaboration with General Dynamics, utilized the trimaran concept to create a highly capable naval vessel. This highlights the versatility and adaptability of the Benchijigua Express design, which has found applications beyond the realm of passenger ferries.

Benchijigua Express stands as a testament to the ingenuity and innovation in the maritime industry. With its trimaran design, impressive size, and advanced features, this ferry has revolutionized the transportation of passengers and vehicles between the Canary Islands. From its construction and specifications to its unique operational capabilities, the Benchijigua Express continues to capture the imagination of those who witness its remarkable capabilities firsthand. Fred. Olsen Express can be proud of this extraordinary vessel that combines comfort, efficiency, and cutting-edge design.

Related FAQs

How fast can the benchijigua express travel.

The Benchijigua Express has a maximum speed of 42 knots, allowing it to swiftly transport passengers and vehicles between the Canary Islands.

How many passengers can the Benchijigua Express accommodate?

With its spacious design, the Benchijigua Express can accommodate up to 1,291 passengers across its two decks.

What is the unique feature of the Benchijigua Express's hull design?

The Benchijigua Express features a trimaran hull design, consisting of three hulls, which contributes to its stability and exceptional performance.

How long does it take to load and unload vehicles on the Benchijigua Express?

The vehicle deck of the Benchijigua Express can be loaded and unloaded in approximately 30 minutes, ensuring efficient operations.

What is the significance of the Benchijigua Express's ballast and heel control system?

The ballast and heel control system of the Benchijigua Express helps maintain stability, especially when loading heavy vehicles onto the outer decks, ensuring a safe and comfortable journey for passengers.

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The Benchijigua Express – Is this the Largest Trimaran Ferry?

Having three hulls instead of the conventional two, the Benchijigua Express is a ferrying vessel that operates between Los Cristianos in Tenerife and La Palma and La Gomera in the Spanish Canary Islands.

Built by the Australian Shipbuilding conglomerate Austal for the Spanish ferry company Fred Olsen, the ferry was put into operation in the year 2005. The triple hulled vessel, also referred to as a trimaran technically, is the biggest vessel of its kind built by the shipbuilding conglomerate.

The vessel specifications can be detailed as follows:

• The Benchijigua is known for its speediness, offering a maximum speed of over 38 knots
• The vessel measures nearly 127 metres lengthwise, 30.4 metres beam wise with a depth of about 8.2 metres and a draught of four metres. The deadweight tonnage of the ferry is around 1,141 tonnes
• Benchijigua has a voyager carrying capacity of nearly 1,300 people and is also equipped to carry vehicles. Having four vehicular pathways, the ferry can accommodate around 123 cars with a 450 metre passageway for trucks. Alternatively, the ferry can accommodate nearly 350 cars singularly

Built of aluminium with a finishing of a particular vinyl, the Benchijigua was commissioned specifically to provide speed along with comfortability. The ferry is graded by the certifying authority Germanischer Lloyd as being a speedy cruise ferry with a Ro-Ro capacitance.

In order to adjust the balance of the vessel’s hull on account of the huge weight intake, the vessel’s ballast tankers have been designed to ensure absolute steadiness while the vessel has been loaded fully.

The equipments fitted in the vessel include state-of-the-art radar systems, a DGPS receiver set, alarm and monitoring systems, recording systems for the navigations undertaken and systems to ensure effective night-sight.

The Benchijigua Express forms an important part in the six-vessel fleet of the Fred Olsen cruise company which furthers the name and the reputation of the cruise company.

References:  fredolsen , ship-technology

Image Credits:  matsu ,  statics.atcloud

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About Author

Sharda is a freelance writer with a post graduation in journalism and mass communication. Working as a senior writer with Marine Insight, she likes to explore and write about maritime history and incidences of life at the sea. In her free time she likes reading and browsing sports channels.

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Benchijigua Express

The Benchijigua Express is the largest trimaran in the world. This spectacular high-speed boat operates regularly between Tenerife, La Gomera and La Palma, and will provide you with exceptional comfort.

Built in 2005, it is a world reference and its unique trimaran shape, designed for fast ferries in this shipping company, has been replicated internationally, improving navigation and welfare on board, in countries such as the United States and Japan. A whole transport revolution that you can enjoy with Fred. Olsen Express in the Canary Islands.

Accommodations

Accessibility

Technical data

Vessel Plan

Choose your seat from four bright and spacious lounges. You will find locations with live TV, family zones or quieter areas. Find the accommodation that best suits your trip!

The Benchijigua Express offers seating with tables, overlooking the sea, for families, in the cafeteria or in our comfortable Clase Oro lounge, a very popular option for professional travelers.

Your pet is welcome at Fred. Olsen Express. You will be able to choose between three accommodations: Pet-Carrier (suitable for pets under 10 kg), Pet-Room (suitable for pets of any weight) and Pet-Sofa , with which they can travel on a mat, next to your seat. Remember that it is essential to reserve your accommodation before traveling.

In addition to exceptional service, you will find the following services on board:

Clase Oro (Business)

Entertainment

Air conditioning

Outdoor areas

Luggage compartments

Assistance service

Ramp or Elevator Access

Accessible Parking

Wheelchairs

Accessible Restrooms

On-board barrier-free pathway

Accessible Accommodations

Magnetic Loops

Looking for more information about our accessibility services? Click on this link: More information

Check here the technical characteristics and the map of the Benchijigua Express:

Vessel plan

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• Austal Delivers First Of Two 118 Metre Trimarans To Fred. Olsen Express
• VesselFinder
• Maritime News

Austal Limited (ASX:ASB) announced yesterday that Austal Australia has delivered Hull 394, Bajamar Express , to Fred. Olsen Express at a ceremony held at the Company’s shipyard in Henderson, Western Australia.

The 118 metre high-speed trimaran ferry is the first of two identical vessels ordered by Fred. Olsen Express in a €126 million (A$190 million) contract in October 2017. The second vessel, Bañaderos Express (Austal Hull 395), is under construction at Austal Philippines shipyard in Balamban, Cebu, and is scheduled for delivery in the first half of 2021.

Speaking at the delivery ceremony, Austal Chief Operating Officer Patrick Gregg said the Bajamar Express was the second trimaran to be delivered to Fred. Olsen Express and the 4th Austal vessel to join the Fred. Olsen fleet.

“Fred. Olsen Express recognised the enormous potential of the trimaran hull form for high-speed craft and engaged Austal to develop the original and still the largest trimaran ferry operating in the world, the 127 metre Benchijigua Express. Based on that ship’s success, Fred. Olsen Express ordered two more trimarans in 2017 and today we celebrate the first of these vessels to be delivered,” Mr Gregg said . “Bajamar Express joins Benchijigua Express plus two Austal-built catamarans already operating in the Fred. Olsen fleet, the Bocayna Express and Betancuria Express. When the Bañaderos Express is delivered in 2021, Fred. Olsen Express will be operating five Austal vessels, including 3 trimarans.”

During sea trials, Bajamar Express has achieved impressive speed, seakeeping and passenger comfort results, highlighted by Austal’s new MARINELINK-Smart technology that provides real-time analysis of vessel performance, on board and remotely. With the benefit of Austal’s MOTION CONTROL System, Bajamar Express was able to reach trial speeds in excess of 44 knots (81.5km/h) whilst maintaining superior passenger comfort.

Capable of transporting 1,100 passengers and 276 cars at a cruising speed of more than 37 knots, the new trimaran ferries for Fred. Olsen Express feature class-leading interior amenities and facilities, including multiple bars, kiosks, a retail shop and children’s play area.

Fred. Olsen S.A. CEO Andrés Marín said the Bajamar Express was eagerly awaited in the Canary Islands, where the ship will commence operations between Santa Cruz, Tenerife and Agaete, Gran Canaria, immediately upon arrival in August 2020.

“We cannot wait to introduce this fantastic new trimaran to our fleet and offer our customers an enhanced level of service on even more routes in our popular ferry network,” Mr Marin said. “On behalf of the entire Fred. Olsen Express team, I would like to thank the Austal Australia team for their outstanding commitment and shipbuilding capabilities, especially during the COVID-19 pandemic which has affected all of us, around the world.”

Source: Austal

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On board the world's largest trimaran White Rabbit

She’s blissfully quiet, impressively efficient and comfortably cavernous. Oh, and she’s an 84 metre trimaran. Stewart Campbell follows the White Rabbit ...

The obvious question, really, is: why bother building a trimaran when the rest of the world is cruising around in monohulls? Why go so radically against the grain?

Vindication can be sweet – in January 2019 the team behind White Rabbit picked up the Best Naval Architecture Award for Displacement Motor Yachts at the Boat International Design & Innovation Awards . It turns out that trimarans, done right, are quieter, leaner and more environmentally sound than monohulls. The owner of White Rabbit has known this for some time; he has never been anything but evangelical about their benefits. He has almost single-handedly proven the concept in big boats and now owns the world’s two biggest trimaran superyachts: the original three-hulled 61-metre White Rabbit from 2005 and now this 84-metre version, delivered just in time for Christmas. There’s also a large catamaran in the fleet, a 51-metre support vessel called Charley .

Let’s tick off some of those other benefits. You might think that a trimaran platform limits interior space, but you’d be wrong. White Rabbit carries 2,940 gross tonnes, so roughly the same as a 90-metre monohull. Sunrays , the 85-metre 2010 Oceanco , has an internal volume of 2,867GT. Solandge , the 85-metre Lurssen from 2013, has a gross tonnage of 2,899. The 90-metre DAR from Oceanco has an interior measured at 2,999GT, so only a snip more than 84-metre White Rabbit . All this volume is generated by the trimaran’s 20-metre beam, which makes it around five metres wider than equivalent-length monohulls. And she could be a lot more voluminous – the top deck, for instance, is fairly modest, while a bluff bow would generate even more GTs.

Such novel naval architecture surely adds to the cost, though? Not according to Mark Stothard, founder and owner of Echo Yachts , the Australian yard responsible for  White Rabbit , who estimates the yacht was "significantly cheaper" to build than an equivalent-size monohull at a Northern European yard. You sometimes hear complaints about the ride of trimarans, and here, they have a little work to do. A comparison study by the Maritime Research Institute Netherlands (MARIN) in 2000 showed that when bow-on to the weather, at speed or rest, trimarans are more comfortable than monohulls with equivalent displacements.

But in some conditions, particularly stern-quartering seas, the motion of a trimaran can be worse. To counter this,  White Rabbit’s  naval architects drew on the experience gained from the 61-metre boat, installing four enormous Naiad fins totalling 45 square metres that jut out from the centre hull. These have a limited range of movement and essentially act as aircraft wings under the water, planting the hulls and evening out the ride. Each of the three hulls also carries significant flare, generating buoyancy to dampen roll. The brains behind  White Rabbit  claim that trimarans, unlike monohulls, are far easier to fine-tune to find a ride motion the owner is comfortable with, simply by increasing or decreasing buoyancy in the outer hulls – "so the negatives are really not negatives", says exterior and interior designer Sam Sorgiovanni .

The very same MARIN study points out the obvious, and massive advantage of trimarans: "When the same speed is required, the installed propulsion power [in the trimaran] can be reduced by some 40 per cent, leading to lower operational costs, a reduction in weight and less environmental contamination." And there you have it – three slender hulls are better than a single fat one. Or, as Sorgiovanni puts it: "What would you rather be paddling in? A bathtub or a kayak?" In an age when all superyacht owners, regardless of bank balances, are casting a lingering eye over fuel bills and environmental impact, comes a concept that offers you better space, value and a cleaner conscience. So naval architects’ phones should be ringing off the hook with billionaires demanding multihulls, right? Right...? Not quite.

The problem is one of perception, says Stothard. Not necessarily on the part of owners, he says, but from an occasionally reactionary superyacht industry inexperienced with the multihull form. Sorgiovanni agrees. "Why would I build three hulls instead of one?" was one shipyard’s response to a trimaran design he presented. "Meanwhile, you’ve got big-name naval architects who in their whole career have never done anything like it, so why would they endorse it? Why would they endorse something they’re fearful or ignorant of?" Whatever the reasons for the inertia, it doesn’t look like the needle will be twitching in favour of trimarans any time soon. Which is a shame, because for all the above reasons and more, this platform makes all kinds of sense – as  White Rabbit  capably proves.

As a rough guide, the length-to-beam ratio of a monohull superyacht in this size range is around 6:1. By comparison, the length-to-beam ratio of  White Rabbit’s  centre hull is 13.7:1. You don’t need a degree in naval architecture to know which one will use less fuel, but the truly impressive thing about  White Rabbit  is the engineering underpinning her natural slipperiness. One key demand of the owner was that Echo Yachts limit noise – and therefore engineering – in the centre hull, where he has a cabin, so designers had to rethink the arrangement seen on the 61-metre, where the main engines are located on the centreline. "The owner sat us down and said, ‘Boys, with this thing I want some engineering boldness.’ He said what was important to him was smoothness and quietness," says Stothard. "And he gave us the latitude to go out and explore solutions."

The team quickly decided to go diesel-electric, with generators in the outer hulls powering STADT electric motors in the centre hull, in turn spinning two Rolls-Royce variable pitch props. Other ideas were discussed and thrown out: waterjets because the boat would be sitting idle in Singapore for lengths of time, so divers would be required to go down to pump out the jet tunnels and then plug them; Voith thrusters because the yard felt it a "bit early for them to be able to gear up to such a project"; and azimuthing pods because they would have required too much volume in the centre hull. They also looked at putting everything – engines, motors, shafts – in the outer hulls, but studies revealed the ultimate solution to be the most efficient. Just how efficient is best exemplified, again, by way of comparison: according to White Rabbit’s naval architect, the Sydney studio One2Three , it requires 91.5-metre Equanimity (now Tranquility ), which has an equivalent gross tonnage to White Rabbit , 7.2MW of power to reach its top speed of 19.5 knots; White Rabbit requires just 4.2MW of power to reach its top speed of 18.7 knots – some 40 per cent less.

There are six generators on board – four Caterpillar C32s outputting 940ekW and two C18s outputting 550ekW, each brought online and off by a Kongsberg power management system. The engineers should get plenty of life out of these units because the boat can run at a 12-knot cruise with just two gensets engaged. "I’ve been on sea trials up the coast using just two C32s – and that will be cruising at 12.8 knots, with 75 per cent power to the drive system and 25 per cent, or 500kW, to run the house," says Stothard. "That’s with four generators offline and a burn of about 320 litres an hour for everything. The crew even think they could do 12 knots on one C32 and one C18." The boat’s eco-cred doesn’t end there: she barely creates a wake. Sea trial images included in this feature show the yacht running at around 15 knots, but she might as well be idling for all the wash she generates. The owner does a lot of coastal cruising and wanted the "ability to operate without detrimental wash impact on surrounding vessels and foreshores", says Steve Quigley, One2Three’s managing director.

All this has resulted in a very quiet boat. In the lower deck master cabin Echo Yachts recorded sound levels of just 40db at 13 knots. Up on the main deck those levels dipped below 40db. "The owner was walking around with his own sound meter," says Stothard. "He didn’t even bother going up top." The diesel-electric set-up on  White Rabbit  has the added benefit that you can carry less fuel. The trimaran’s fuel capacity is 166,200 litres, for a range of 5,000 nautical miles.  Solandge ? 222,000 litres.  Sunrays ? 285,000 litres.  Equanimity ? 271,000 litres. That’s a lot of weight she’s not lugging around.

Smaller fuel tanks free up space, of course, but the designers weren’t fighting for volume here: there’s plenty of it. On the main deck, the boat gets very beamy, for a length-to-beam ratio of 4.3:1. Fat, but without looking it. That’s down to the skill of Sorgiovanni, whose office is not far from the Echo Yachts facility in Henderson, Western Australia. He’s the first to admit that the layout of White Rabbit is very idiosyncratic and has developed more "conventional" versions with beach clubs, gyms and bigger master cabins. But his brief from this client, with whom he worked on the 61-metre  White Rabbit , was very clear: this is a multigenerational yacht, built for family use, but with a necessary corporate function. Translation: lots of cabins – two masters, three VIPs and six guest – for a total guest capacity of 30 and a wide open main deck to host upwards of 200 people when alongside in her hometown of Singapore.

"You’re spanning three generations in terms of functionality as well as style," says Sorgiovanni, who travelled to Singapore to spend time with family members and hear each of their wants. "The overwhelming comment was, ‘We love what we’ve got, we just want it bigger.’ The words were: ‘We want [61-metre]  White Rabbit  on steroids.’ They literally meant it. As we started to develop the boat we realised that whatever we presented kept coming back to what they loved, which was their current boat. In a way it’s flattering to think they enjoy and love that boat so much, but it has evolved. The bigger boat has a far more sophisticated approach, both inside and out, but nevertheless there is that link there to something that is familiar." The art deco edge on the smaller yacht has been rounded off a little on the 84-metre, but there are still references throughout – in the light column at the huge bar in the main saloon, for instance, and wall sconces.

The colours used are rich enough to keep you interested, but not so much that the spaces feel stuffy or overly formal; you’re never afraid to put your glass down. The tactile, chequer-style wall panelling used all over the yacht, made of brushed Tasmanian oak, helps with this, and brings a bit of nature to the saloons. All the cabinetry and furniture was custom made by Alia Yachts in Turkey, who Sorgiovanni worked with on 41.3-metre  Ruya .

He was so impressed by their furniture skills he asked them to pitch for  White Rabbit’s  interior, which was fully assembled in Turkey, allowing Sorgiovanni and Echo’s project manager, Chris Blackwell, to walk through it making changes before it was disassembled and shipped to Australia for installation. This was a considerable undertaking considering the 1,200 square metres of guest area on board. The amount of space proved one of the designer’s biggest challenges – just what do you do with it all?

The main deck is the main event – and where the boat’s 20-metre beam is most evident. "And it could have been even wider," says Sorgiovanni. "But I was very conscious about keeping it human scale. It’s just a massive area." The designer has split the space into zones, according to generations. Upon entry, and beyond the spectacular staircase leading to the upper deck, the saloon splits – to port is a more informal lounge for younger members of the family, and to starboard a slightly stiffer seating area for elder generations. "The saloons are separated but not completely separated, because the owner didn’t want the generations split up," he says.

Beyond, all ages come together around that attention-grabbing bar and games area and dining space. The owner dictated that there be no televisions in any of the cabins (except his), forcing kids into the light and demanding that they spend time with the rest of the family. If they want a screen, they’ll find one only in a communal area. In direct contravention of the modern vogue for massive, floor-to-ceiling windows, meanwhile, the owner was deliberately modest with his glazing choices, but the windows still usher plenty of light across the 20-metre expanse.

The upper deck saloon is tiny by comparison and used as a media lounge and karaoke hangout by the family, complete with baby grand piano. The focus of this deck is really accommodation, for both guests and crew. Strangely, the guest cabins on this level either have very little or no cupboard space, but they do have benches, "so guests can put their stuff out", says Sorgiovanni. "They said they didn’t want any wardrobe space as guests are expected to live out of their suitcases," which suits the kind of cruising guests are expected to join for – weekends and overnights. Up again is the sundeck, with another games area and forward-facing cinema with seats that shake to mirror the action on screen. "From a sound point of view, it’s in the right spot," says the designer. "You can really crank it up and you’re not disturbing anyone." The deck spaces up here are ample – and the site of the only spa pool on board – but they are under-exploited. Sitting in the sun is clearly not a priority for this family, nor is charter a fixation. This is, and will remain, a private yacht.

The real master cabin is on the main deck, close to the family action, but there is an alternative on the lower deck of the centre hull for passages. It’s a strange feeling walking down to this level – almost like going underwater. Hull windows reveal the tunnel between the centre hull and the starboard outrigger. It’s an unusual view, but also quite an exciting one as water rushes between the hulls at 18 knots. "We decided to make a feature of it," says Blackwell. "All the underwater lights are deliberately in this centre hull so they shine under the outer hulls as well, so you get the benefit of glow here. It creates a different ambience and shows off the trimaran concept." The art subtly plays on this underwater sensation. "On the lower decks the artwork is all scenes from below the water; on the main deck it’s all on the water and then it’s above the water on the upper deck," says Sorgiovanni.

The 30 guests are served by a crew of 32, who get plum real estate forward on the main deck in the shape of a huge cafeteria-like mess and crew lounge. "The boat is on call 24/7, so the owner wanted very specifically to have the crew in a very comfortable space on the main deck, with large windows," says Sorgiovanni. In an alternative universe, this might be reserved for a vast, full-beam owner’s cabin, with crew moved to the lower deck, or voluminous guest cabins. In the same universe, those rear VIP cabins in the centre hull would become a wellness and spa area, with direct access to the water through a folding transom door. Maybe in that universe, trimarans are the norm and everyone’s cruising the world using a lot less fuel than in this one. I’m not saying trimarans are the answer for everyone – obviously berthing is a key factor and some people just might not like the look of them – but the benefits definitely deserve closer attention.

It’s something the owner of  White Rabbit  has learned through long experience. He started out in a monohull Feadship in 1989, built another in 1995 before experimenting with a catamaran in 2001. Then came the first trimaran in 2005, and, finally, the 84-metre  White Rabbit . He’s a true convert. As is Mark Stothard, the Echo Yachts boss: "If anyone is serious about building a yacht this size and they didn’t make the time to come and have a look at this boat, they’d be mad. I’ve been in this game since the early 1980s and I’ve been on some really impressive yachts in that time and this thing blows my mind. Regardless of whether we build it or not, it is unequivocally doing everything that we said it was going to do... and then some."

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Austal Launches High-speed Ferry

February 10, 2020

(Photo: Austal)

Austal Limited announce that Austal Australia has launched Hull 394, the first of two 118-meter high-speed trimaran ferries currently under construction for Fred. Olsen Express of the Canary Islands.

The aluminum vehicle-passenger ferry, to be known as Bajamar Express, was launched at Austal’s Henderson, Western Australia shipyard on February 4, and is now in the final stages of fit out, prior to scheduled delivery in the second trimester of CY2020, Austal said.

The vessel will operate on Fred. Olsen Express’ Santa Cruz, Teneriffe and Agaete, Las Palmas routes in the Canary Islands.

Austal Chief Executive Officer David Singleton said the launch highlights Austal Australia’s competitiveness in the global shipbuilding industry and continued leadership in trimaran design technology.

“With today’s launch of Bajamar Express, our internationally competitive Australian team has again demonstrated an inherent capability to design and construct advanced, cutting-edge vessels efficiently and cost effectively,” Singleton said.

“Austal developed the world’s first and largest high-speed passenger trimaran ferry, the Benchijigua Express, here in Henderson Western Australia and it is with great pride that we now launch the latest evolution of that highly successful, proven design.

”This latest trimaran will provide Fred. Olsen Express with class-leading seakeeping, improved fuel economy and greater passenger comfort that builds upon the unrivalled reputation of the iconic Benchijigua Express.”

Bajamar Express (Hull 394) is capable of transporting more than 1,100 passengers and 276 cars at speeds up to 38 knots. Along with her sister ship, Bañaderos Express (Hull 395) under construction at Austal Philippines, the ship features an optimised trimaran hull form and is fitted with Austal’s Motion Control technology that delivers a smoother ride and an enhanced on board experience for both customers and crew, the builder said.

Bajamar Express' interior amenities and facilities include multiple bars, kiosks, a retail shop and children’s play area.

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• October 09, 2017

Austal to build two 117 m high speed trimarans for Fred Olsen

The 127m Benchijigua Express was the world’s first and largest trimaran hull vehicle passenger ferry, designed and built by Austal for Fred Olsen S.A. in 2005.

OCTOBER 9, 2017 — Austal Limited (ASX:ASB) has booked a contract, valued at EUR 126 million (about $148 million), to design and build two 117m high-speed vehicle passenger trimaran ferries for long time customer Fred Olsen S.A. of the Canary Islands, Spain.

The aluminum trimarans, designed by Austal Australia, will be the second and third trimarans to be delivered to Fred Olsen S.A. which already operates the world’s first and largest trimaran vehicle passenger ferry, the 127m Benchijigua Express – designed and built by Austal in 2005.

Austal Chief Executive Officer David Singleton thanked Fred Olsen S.A. and the Olsen family for the company’s continued partnership and investment in Austal’s innovative trimaran technology and shipbuilding expertise.

“It is truly exciting to announce this major shipbuilding contract with Fred Olsen, who had the courage and foresight to work with Austal’s advanced trimaran technology in developing the Benchijigua Express in 2005,” Singleton said.

“The Benchijigua Express has become an industry benchmark for blue-water commercial ferry operations, exceeding expectations for performance, speed and customer experience in the Canary Islands.”

Austal Vice President of Sales and Marketing Ben Marland added, “This is a watershed contract for our next generation trimaran design that will deliver new levels of seakeeping, passenger comfort and efficiency, and proves the trimaran is the right tool for the job in the challenging sea conditions of the Atlantic. It is a game-changer in the market.”

The two new trimarans will each be capable of transporting over 1,100 passengers and up to 276 cars at speeds of up to 38 knots, with both commencing construction in 2018.

The vessels are due for delivery in 29 and 36 months, respectively. The build shipyard will be announced separately.

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• LATIN AMERICA

VESSEL REVIEW | Queen Beetle – New 500-pax trimaran to serve Fukuoka-Busan route

JR Kyushu Jet Ferry, a Japanese passenger transport company that serves the 115-nautical-mile route between Fukuoka and the South Korean city of Busan, recently welcomed a new high-speed trimaran vessel to its fleet.

Named Queen Beetle , the new ferry was built by Austal Australia in response to the operator's need for a vessel that could transport up to 500 passengers at a cruising speed of 37 knots between Fukuoka and South Korea's second most populous city. Further, the vessel needed to possess an assortment of onboard amenities to ensure comfort and convenience for passengers on every trip.

Queen Beetle – which Austal CEO David Singleton claims is the first high-speed trimaran passenger vessel ever to be operated by a Japanese company – has an LOA of 83.5 metres, a moulded beam of 20.2 metres, a moulded depth of 6.3 metres, a maximum draught of 3.6 metres, and a maximum deadweight of 115 tonnes.

The newbuild could accommodate a total of 502 passengers on two decks. The upper deck consists of two sections with lookout seating for 16 passengers and business class seating for another 120. Passengers in the lookout seating section are afforded a view of the horizon directly ahead of the bow; the only other area of the vessel where such a view is available is the bridge.

During instances of clear weather, passengers will be allowed access to the outdoor viewing area forward of the lookout seating section on the upper deck.

The main deck is an all-economy class area that could house 366 passengers. Access between the two decks is via port and starboard stairways and an aft ramp passage for use by elderly and disabled individuals.

Although the seating allotted for elderly and disabled passengers is limited only to the main deck, the particular area where these seats are located features much greater space for moving around compared to other areas of the vessel, thus guaranteeing improved mobility and easier access even for wheelchair-bound guests.

The onboard amenities include a bar, a café with galley, locker rooms for luggage, a children's play area, male and female restrooms, two nursing rooms for mothers and small children, and a store that sells duty-free merchandise. There is also a separate crew mess area forward of the passenger area on the main deck.

The interiors of both the main and upper decks were custom-designed by Japanese firm Don Design Associates, which had also provided design work on the interiors of the railway vehicles operated by JR Kyushu Jet Ferry's sister companies under the JR Kyushu Group.

Queen Beetle is powered by four MTU 16V1163 M74 IMO Tier II-compliant diesel engines that drive four KaMeWa 90 S4 waterjets to propel the ferry to a speed of 36.9 knots at 85 per cent MCR. The sea trials that were conducted prior to delivery showed that the ferry could also reach speeds in excess of 40 knots while maintaining stability.

The ferry has also been fitted with Austal's proprietary advanced motion control system that automatically adjusts a set of hydraulically powered, bottom hull-mounted T-foils to keep both pitching and rolling to a minimum even when sailing at speeds above 30 knots. Real-time monitoring of the vessel's performance may be done through either an onboard station or the crew's mobile devices, thanks to remote monitoring software that had also been developed by Austal.

Queen Beetle is classed by DNV GL and is currently sailing under the Panamanian flag.

Click here for the other news, features and reviews comprising this month's Passenger Vessel Week.

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Austal Next-Generation Trimaran Passenger Ferry

Austal is a leading manufacturer of passenger catamarans and high-performance aluminium vessels. In December 2009 the co

Vessel type

Trimaran passenger ferry

Passenger capacity

Vehicle capacity.

630 nautical miles

3 x 9,100kW MTU 20V 8000 M71L at 1,150 rpm

3 x ZF 53800

3 x Wartsila LJX 1300

Length (waterline)

Trucks under raised mezzanine deck, cars under mezzanine deck, cars over mezzanine deck.

Austal is a leading manufacturer of passenger catamarans and high-performance aluminium vessels. In December 2009 the company launched its next-generation, high-speed trimaran vehicle/passenger ferry.

The 102m ferry is currently under construction at Austal’s Western Australian shipyard and is scheduled to be completed in February 2010.

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The 700t ferry has a waterline length of 101.4m, a moulded beam of 26.8m, a moulded hull depth of 7.6m and a hull draft of 4.2m. It can cruise at a maximum speed of 39kt, at a range of 630 nautical miles.

The trimaran platform is developed by using patented trimaran technology to improve performance, sea-keeping capability, fuel efficiency, payload capacity and passenger comfort. The vessel provides less transverse and vertical accelerations in comparison with other catamarans and mono-hull vessels due to its long and trim main hull. The design also incorporates an additional aft which causes minor vertical motions.

The trimaran is fitted with outfits and interiors suitable for cruise operations or international voyages. The vessel utilises less power compared with similar high-speed ferries operating at related speeds.

It is suitable for all weather conditions, delivers high speeds in waves and operates in higher wave heights. It is also fitted with three underwater wings at the apexes which provide control over the motion of the vessel. Roll accelerations and motion sickness are reduced due to its lower metacentric height. The waves created behind the vessel are also significantly reduced to cut down the impact on the environment.

Accommodation

The ferry can accommodate up to 1,165 passengers. The seating layout can be customised according to the operator’s requirements. The ferry offers a variety of onboard passenger facilities including two bar venues, a food preparation and service counter and a boutique gift shop.

Amenities include wheelchair-accessible toilets, a high-speed elevator and four independent passenger entry points.

The mezzanine deck is a combination of fixed and hoistable decks which allow the carriage up to 132 cars with a clear deck height of 2m. The clear height on the main deck is under 4.3m and 2.3m when it is lifted and lowered. The vehicle deck has space to accommodate 245 cars or 145 cars. The stern is reinforced to allow the fitting of a stern ramp for future requirements.

The trimaran ferry is equipped with three MTU 20V 8000 series diesel engines which deliver 9,100kW each with 1,200rpm. The three class-leading engines provide the highest power-to-weight ratio in their power range. The propulsion system consists of three Wartsila LJX 1300 waterjets.

The patented three-engine configuration, combined with the hydrodynamic hull form, improves fuel efficiency across a variety of operating environments. It also saves weight compared with conventional four-engine layout. The trimaran ferry is classified as Germanischer Lloyd 100 A5, HSC – B OC3 High Speed Passenger / Ro-Ro Type, MC, AUT.

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