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Incat Australia

Incat is a Tasmanian-based company specialising in high speed aluminium vessels for commercial applications. As with Austal, Incat has captured a niche in the overseas market for fast ferries and other lightweight commercial vessels. For more than 20 years, Incat has developed the design of Wave Piercing Catarmarans. In 1990, it pioneered large high-speed craft with a 74 metre fast ferry. These vessels have increased in length to 112 meters.

The Incat group evolved from local Hobart boat building companies, including the Sullivans Cove Ferry Company (SCFC) formed by Robert Clifford in 1972. SCFC built conventional steel mono-hull vessels, and operated small ferries across Hobart’s Derwent River. SCFC gained prominence transporting more than 9 million passengers in the two years following the 1975 Tasman Bridge collapse, the sole bridge link between the eastern and western shores of Hobart. After the bridge re-opened, International Catamarans Pty Ltd specialised in the construction of fast ferries. Experience gained as both manufacturer and operator provided insight into the requirements of passengers and ferry operators. After extensive research the company commenced specialisation in aluminium construction.

In 1983 the Wave Piercing design was conceived, the 8.7 metre prototype craft Little Devil (013) first undergoing trials in 1984. The results encouraged International Catamarans to proceed with a 28 metre Wave Piercing Catamaran, Spirit of Victoria (016), which entered commercial operation in mid 1985. Tassie Devil 2001 (017) was launched in December 1986. The current range of Wave Piercing Catamarans still reflects the characteristics of these early craft.

On 20 May 1987 a contract was signed for the construction of a 51 metre Wave Piercing Catamaran for Sealink British Ferries, but agreement could not be reached on the commercial protection desired and the contract was not ratified by the board of Sea Containers.

A partnership between Robert Clifford – builder, and Phil Hercus - designer, amicably terminated in February 1988, allowing each partner to concentrate on their own respective businesses; Phil Hercus designing under the separate and unrelated business of Incat Designs (now trading as Incat Crowther), and Robert Clifford designing and building under a new company, Incat Tasmania Pty Ltd, based in Hobart. A contract was finally signed with Sea Containers on 16th September 1988 for a 66 metre car-carrying passenger catamaran. This was subsequently amended to 72 metres and again to 74 metres as a result of further tank testing. The vessel was launched as Christopher Columbus (Incat Hull 025) on 28 January 1990 and renamed Hoverspeed Great Britain shortly afterwards.

The Hales Trophy for the fastest transatlantic crossing by a commercial passenger ship is not only a test of speed but a test of endurance and reliability. The distinctive prize is ornamented with a globe of the earth, mythological gods of the sea and miniature paintings of selected Blue Riband winners, amongst them the Hoverspeed Great Britain. The last liner to take the trophy was the United States in 1952, improving the Queen Mary’s record by 10 hours. That record stood the test of time until 1990 when on her delivery voyage from Australia to Britain the Hoverspeed Great Britain smashed the record by three hours and 14 minutes. Since then the Buquebus 91 metre Catalonia (Hull 047 and now P&O’s Express) captured the honour with a crossing of three days, nine hours and 40 minutes and the current holder is another Incat vessel, the 91 metre Fjord Cat now operating across the Skagerrak for Fjord Line.

Incat has been the world leader in the production of High Speed vessels (HSV) for commercial application since pioneering the fast ferry design in 1990. Since then the company has exported over (40) vessels of over 70 metres in length, representing 40% of total vehicle-passenger high speed ferries over 74 metres in length. In deadweight terms Incat has built 60% of the world’s high speed ferries with capacity over 750 tonnes.

Incat vessels have universal appeal to both commercial and military operations alike. They offer fast transit, fast turnaround in port, flexibility and versatility in vehicle deck layout, passenger comfort, shallow draft, minimal crewing numbers and reliable and economic operations. Commercial off the shelf technology is providing economic, efficient and effective commercial platforms that now interest defence forces that understand the need for new ways to do business.

Traditionally, world militaries have relied mostly on airlift and sealift to deploy troops and equipment. Ocean travel has meant slow, deep-draft vessels. In this age of terrorism armies need to get troops and equipment into the fight quicker while navies look for a platform to conduct a variety of sea-based operations.

In 1999 the Royal Australian Navy chartered an Incat 86 metre vessel for use during the East Timor crisis. As HMAS Jervis Bay she completed over 100 trips between Darwin and Dili, transporting personnel and equipment as part of the United Nations Transitional Administration in East Timor (UNTAET). With average speeds of 40 knots, the craft completed the 900 nautical mile return trip from Darwin to east Timor in less than 24 hours.

During this time the vessel seized the attention of the US military, enabling them to witness the potential of high speed craft to perform various military roles. As a result, in 2001 the Bollinger / Incat USA partnership was established and joint forces from the US military awarded Bollinger / Incat USA the charter contract of Incat 96 metre HSV X1 Joint Venture. The success of Joint Venture let to more charter contracts. The 98m TSV-1X Spearhead was delivered to the US Army in September 2002, and HSV 2 Swift to the US Navy in August 2003.

All three vessels have displayed their excellence in humanitarian roles, including Swift’s major role in Hurricane Katrina, often responding on short notice to meet the needs of disaster relief efforts. The ships became the military benchmarks for future fast sealift acquisitions due to the high operational speed, long range deployment capabilities, combined with a high deadweight capacity.

Incat Wave Piercing Catamarans are already proven on the oceans of the world, being used in dozens of applications over the last two decades. Tried and tested by the US Army, Navy and Marine Corps in operational environments, including in support of Operation Iraqi Freedom, Incat vessels offer world militaries a no fuss solution to transforming marine capabilities.

Incat Australia's Managing Director, Mr Craig Clifford, has stated that the 'fact we have had vessels available to lease to military programs in the past has been more good fortune than management'. He noted that the vessels are large assets for the company and need to be in constant use. In the longer term, Mr Clifford agreed that commercial operators seconding vessels to a military operation 'would make some sense'. However, it is unlikely that Incat will join Austal as a commercial shipbuilder involved in warship construction. There is scope for commercial shipbuilders to undertake hull and ship modules construction work subject to their industrial capability. But they are less likely to play a major role in the design, production and support of the weapon, combat and specialised communication system requirements which make up the primary systems in Naval ships.

The aluminium design of the vessels does not limit future development. Indeed, Incat has drawings for a 150 meter catamaran. Incat's focus remains on producing large aluminium highspeed catamarans, rather than aluminium patrol boats. The company had had discussions with the UK Ministry of Defence, several European navies and North American interests as well. Unlike Austal, however, Incat did not foresee opportunities to build offshore. Incat was not in a position, from a manpower point of view or a financial point of view, to set up shop with a large commercial facility in America. Incat saw that as distracting from the core business, which is shipbuilding in Australia. Incat did not foresee a stage where the American shipbuilding lobby will readily allow Australian built ships to be sold into America.