The project introduces a new concept of a Ro-Ro (Roll-on-Roll-off) vessel designed in a catamaran-configuration for large-volume maritime transport of un-accompanied road trailers and other classes of rolling cargo.
The goal is to confirm the task to achieve a cost reduction of 50% per trailer and a CO2 emission reduction of 70% per trailer compared with large conventional Ro-Ro vessels in use today on a route of approx. 120 nautical miles.
The intention is to develop a business case that will enable an operator and/or investor to start negotiations with partners as well as with customers, ports, shipyards, and authorities.
The project introduces a new concept of a Ro-Ro vessel designed in a catamaran-configuration for large-volume maritime transport of un-accompanied road trailers and other classes of rolling cargo. The catamaran is loaded and discharged transversely on two decks via a linkspan along the entire length of the vessel.
The analysis and investigations have been based on two specific routes for the Trailer Cat. The markets have been investigated. Establishment of terminals and the challenges in access to the ports etc. have been investigated and, in that respect, we have identified the project to be viable.
The feasibility of the structural design and the hull form has been confirmed. Seakeeping and loads have been analysed by Bureau Veritas and a preliminary optimisation of the steel structure has been carried out to minimise building cost and fuel consumption.
A replacement of parts of the steel structure by alternative lightweight materials such as composite has been considered assuming a competitive weight reduction can be achieved.
The hull form has been developed by CFD analysis also with focus on the interference between the two hulls.
The required power for the propulsion and power supply has been analysed for the European operation profile and alternative configurations of the power system are being compared including hybrid solutions.
A principal design and cost estimate of the linkspan has been carried out and a principal layout of the terminal has been prepared. The loading and discharging operation has been analysed and the time for loading and discharging can be halved compared to a huge Ro-Ro vessel of traditional design.
For one of the routes (114NM long), we have compared the Trailer Cat service with a service based on traditional vessels of 3800 LM operating on HFO. The Trailer Cats are operating on LNG. The cost reduction per trailer has been estimated to 41% and the reduction in CO2 emission per trailer has been estimated to 72%.
A business case for each of the two potential routes has been developed.
