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HSC High Speed Jet
HSC High Speed Jet
HSC High Speed Jet
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Hoverspeed Great Britain at Dover in 1992.
History
Name
  • 1990–2004: Hoverspeed Great Britain
  • 2004–2005: Emeraude GB
  • 2005–2008: Speedrunner 1
  • 2008–2011: Sea Runner
  • 2011–2015: Cosmos Jet
  • 2015–Present: High Speed Jet
OwnerSeajets (2010–Present)
Operator
Port of registry
BuilderIncat, Tasmania, Australia
Yard number025
Launched27 January 1990
Maiden voyage1990
In service12 July 1990
Out of service2015
Identification
Honours &
awards		Hales Trophy (eastbound)
StatusLaid-Up in Avlida, Chalkis, Greece since 2015.
Notes[1][2][3]
General characteristics
TypeWave piercing catamaran
Tonnage3,000 GT
Length73.6 m (241 ft)
Beam26.3 m (86 ft)
Draught2.5 m (8 ft 2 in)
Ramps
  • 2 × stern
  • 1 × bow
Installed power4 x Ruston 16RK 270 medium speed diesel engines (4 x 3,600kW at 750 rpm)
PropulsionFour Riva Calzoni IRC115DX steering water-jets
Speed
  • Cruise: 35 knots (65 km/h; 40 mph)
  • Maximum: 42 knots (78 km/h; 48 mph)
Capacity
  • 450 passengers
  • 80 cars
Notes[4]

HSC High Speed Jet is a 74 m (243 ft) ocean-going catamaran built in 1990 by Incat for Hoverspeed and currently owned by Seajets. In 1990, as Hoverspeed Great Britain, she took the Hales Trophy for the fastest eastbound transatlantic journey, making the run, without passengers, in three days, seven hours and fifty-four minutes, averaging 36.6 knots (67.8 km/h; 42.1 mph).[2]

History

[edit]

The ship's previous names were: Hoverspeed Great Britain (1990–2004), Emeraude GB (2004–2005), and Speedrunner 1 (2005–2008, when she sailed the Mediterranean Sea for Sea Containers and Aegean Speed Lines.[3]) Sea Runner (2008–2011) and Cosmos Jet (2011–2015, when she first began operating for Seajets).

She entered service on the Portsmouth to Cherbourg route on 12 July 1990 operating three round trips per day.[5] HSC Hoverspeed Great Britain was replaced on the cross-channel route by MDV 1200 class ferries Superseacat One and Superseacat Two.

Specifications

[edit]
Speedrunner I at Piraeus.

Power is supplied by four Ruston 16RK270 V-16 marine diesel engines each with a 3600 kW (4825 hp) at 100% maximum continuous rating (MCR).

The 16RK270 engine has 16 cylinders, a 270 mm bore and a 305mm stroke, for a per cylinder displacement of 17.46L and a total displacement of 279.408L. The vessel in trials attained over 48 knots (89 km/h; 55 mph) on a 5-minute run; at full displacement she showed 45.20 knots (83.71 km/h; 52.02 mph) maximum and 44.08 knots (81.64 km/h; 50.73 mph) for a two-way average.

References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

HSC High Speed Jet

View on Grokipedia
from Grokipedia
The HSC High Speed Jet is a 73.6-meter-long aluminum wave-piercing ferry built in 1990 by Incat Tasmania Pty Ltd in , , designed for high-speed passenger and vehicle transport across various international routes. Launched as on January 28, 1990, and renamed Great Britain prior to delivery, it achieved a maximum speed of 42 knots and was notable for winning the for the in 1990 for the fastest eastbound between Ambrose Light, New York, and , covering 2,922 nautical miles in 79 hours 54 minutes at an average speed of 36.6 knots. Powered by four Ruston 16RK270 diesel engines producing a total of 16,200 kW and equipped with four LJ115DX waterjets for propulsion, the vessel has a of 3,003, a beam of 26 meters, and a draft of 3.1 meters, enabling it to accommodate up to 450 passengers and 84 . Its construction features welded aluminum hulls with watertight compartments, optimizing it for ocean-going operations while minimizing hydrodynamic resistance. The catamaran initially operated for Hoverspeed Ltd on routes such as Portsmouth to Cherbourg and later Dover to Calais, before being chartered to operators including Ferrylineas Argentinas in 1992–1993 for South American services and Emeraude Lines in 2004–2005 for Channel Islands crossings. Subsequent renamings included Speedrunner I under Aegean Speed Lines in 2005 and Sea Runner with Alpha Ferries in 2008, reflecting its adaptability to Mediterranean and European ferry networks. In 2011, it joined Seajets as Cosmos Jet for Aegean Sea routes but was laid up shortly thereafter due to operational challenges in the Greek ferry market. Renamed High Speed Jet in 2015 and owned by Kalan Shipping, it has remained out of service and out of class at Chalkis Shipyard in Greece as of 2024, primarily serving as a source of spare parts for other vessels.

Design and construction

Development and ordering

In the late 1980s, the cross-Channel ferry market experienced intense competition as operators aimed to shorten crossing times and improve efficiency to rival slower conventional ferries, which dominated passenger and vehicle transport between the UK and continental Europe. Hoverspeed, originally formed in 1981 from the merger of hovercraft operators Seaspeed and Hoverlloyd, sought to maintain its high-speed advantage by transitioning from hovercraft to more reliable and cost-effective catamaran designs amid rising fuel costs and operational challenges with air-cushion vehicles. Incat Tasmania Pty Ltd, an Australian shipbuilder, played a central role in this shift through its pioneering work on wave-piercing technology during the . The design concept emerged in 1983, with the 8.7-meter prototype (hull 013) conducting successful trials in 1984 that validated the hull's ability to slice through waves rather than climb over them, thereby reducing pitching, enhancing stability in rough seas, and enabling higher sustained speeds for commercial applications. This innovation built on Incat's earlier small-scale catamarans and addressed key limitations of traditional ferries in the growing demand for fast, all-weather services. In 1989, commissioned to build a 74-meter wave-piercing tailored for cross-Channel operations, aiming to achieve a service speed of 35 knots to cut typical crossing times and compete directly with established routes operated by conventional vessels. The vessel adopted the wave-piercing bow to optimize performance in the variable conditions of the , drawing from Incat's proven prototypes to balance speed, capacity, and . The contract specified construction under yard number 025 at Incat's facility, with delivery targeted for mid-1990 to align with 's expansion plans; this project represented a in scaling Incat's technology for ocean-going passenger ferries.

Building and launch

The HSC High Speed Jet, originally named Hoverspeed , was constructed at Incat's Prince of Wales Bay shipyard in , , using marine-grade aluminum to achieve a lightweight structure suitable for high-speed operations. The vessel was launched on 28 January 1990 as into the River Derwent. It was renamed Great Britain prior to completion, reflecting its intended operator. Sea trials followed in April 1990, where the reached a maximum speed of 42 knots. Delivery to occurred in May 1990 from the yard. The wave-piercing design, carried over from the development phase, supported its capability for transoceanic voyages.

Technical description

Hull and structure

The HSC High Speed Jet employs a wave-piercing hull design constructed from welded aluminum alloy, utilizing plates of grade 5083 H321 or H116 and extrusions of 6082 T6 and 5083 H112 to minimize weight while maintaining structural integrity for high-speed operations. The vessel's principal dimensions include an overall length of 73.6 m, a beam of 26 m, a draught of 3.1 m, and a of 3,003 GT. Structurally, it consists of twin slender hulls, each divided into vented watertight compartments by transverse bulkheads and supported by longitudinal stiffeners and web frames, connected via two main bridging beams and intermediate transverse sections to a central ; a prominent center bow structure at the forward end serves as the wave-piercer to reduce pitching and enhance in rough seas. The deck configuration centers on a main vehicle deck accommodating up to 84 , accessed via bow and stern doors for efficient loading, with the entire arrangement supported by the on anti- mounts to ensure stability during high-speed transit; the hull form is optimized for integration with waterjet to maximize .

Propulsion and performance

The system of the HSC High Speed Jet relies on four Ruston 16RK270 V16 marine diesel , each delivering 4,050 kW at a maximum continuous rating, for a combined output of 16,200 kW. These turbocharged and charge-cooled medium-speed operate at around 1,000 rpm and are resiliently mounted to minimize and during high-speed operations. Power from the engines is directly coupled to four LJ115DX waterjets, which generate by accelerating water rearward through axial-flow impellers. Two of these waterjets are steerable to enhance directional control, enabling the vessel to achieve a service cruise speed of 35 knots and a maximum speed of 42 knots under optimal conditions. The wave-piercing hull aids hydrodynamic efficiency by reducing drag at these speeds. The vessel operates on , with a capacity of approximately 35,600 liters in tanks plus additional long-range storage, supporting extended voyages across international routes. provides superior maneuverability compared to conventional propellers, allowing rapid acceleration from standstill and instantaneous reverse thrust via bucket deflection, which facilitates precise docking and berthing without auxiliary thrusters. This design is particularly advantageous for operations in confined waters, where quick directional changes are essential.

Capacity and facilities

The HSC High Speed Jet accommodates up to passengers in its main passenger cabin, featuring an anti-vibration mounted superstructure designed to enhance comfort during typical 1-2 hour crossings. The vessel includes dedicated seating arrangements within air-conditioned lounges to ensure a pleasant environment for travelers. Vehicle capacity stands at 84 cars (each measuring approximately 4.5 m x 2.3 m), housed on the main deck with additional space equivalent to 300 lane meters for mixed loads. Access is facilitated through configuration, including two doors and ramps (each about 3.8 m wide) and one bow visor/ramp, allowing efficient loading and unloading. Onboard facilities comprise a for refreshments, retail shops offering duty-free goods, and basic entertainment areas to occupy passengers during voyages. Safety features are robust, with two marine evacuation stations capable of serving 200 persons, six 100-person rafts providing capacity for an additional 600 evacuees, a SOLAS-compliant rescue , and a comprehensive system paired with drencher sprinklers on the vehicle deck and passenger areas. Accessibility provisions include access to main decks and accommodations for disabled passengers, supported by external evacuation and lifejackets stored under seats or in designated areas.

Operational history

Service with Hoverspeed

The HSC High Speed Jet, operating as Hoverspeed Great Britain, entered commercial service with on 14 August 1990, inaugurating the – route across the . This high-speed , capable of sustained speeds over 35 knots, reduced the typical crossing time to approximately 2 hours, significantly outpacing conventional ferries and attracting business travelers seeking quicker access to northern . However, early operations were marred by technical challenges, including propulsion issues that limited reliability and prompted a refit after just five months. During the 1990s, achieved operational peaks on key Channel routes, handling high passenger volumes amid fierce competition from rivals like European Ferries. The vessel primarily served the Dover– and –Boulogne corridors after 1991, with seasonal extensions to other ports such as – and , capitalizing on demand for rapid, vehicle-carrying crossings. From December 1992 to March 1993, it was chartered to Ferrylineas Argentinas for services between and Colonia in . A notable milestone occurred on 23 1990, when it completed a transatlantic publicity voyage from Ambrose Light off New York to in the , averaging 36.6 knots over 3 days, 7 hours, and 54 minutes to win the for the fastest eastbound commercial crossing. By the early 2000s, shifting market dynamics favored larger, more capacious vessels over high-speed catamarans like , exacerbated by the Eurotunnel's impact on short-sea passenger traffic. The ship was withdrawn from 's fleet in 2004 and chartered to Emeraude Lines for services, marking the end of its original operator's era.

Service with subsequent operators

In 2004, following the end of its service with , the HSC High Speed Jet was chartered to the French ferry operator Emeraude Lines and renamed Emeraude GB. She commenced operations on high-speed passenger and vehicle services between and the , specifically and , providing rapid crossings in the . The charter period lasted until February 2005, during which the vessel adapted to shorter, frequent regional routes while maintaining its capacity for up to 450 passengers and 84 cars. In early 2005, the ship was then chartered to the Greek operator Aegean Speed Lines and renamed Speedrunner 1, shifting focus to the . Under this name, she operated on routes from () to various islands, including stops at , , and , offering efficient connections for tourists and locals during the summer seasons. This service continued through 2008, emphasizing the vessel's versatility in island-hopping itineraries with reduced crossing times compared to conventional ferries. By 2008, the HSC High Speed Jet had been purchased outright by the Greek company Alpha Ferries and renamed Sea Runner. She was deployed on domestic routes, primarily daily services between on and , facilitating quick transport amid growing demand for inter-island travel. This phase, lasting until 2011, highlighted the ship's ongoing role in regional connectivity, retaining its original Incat-designed waterjet propulsion for sustained high speeds of up to 35 knots in warmer waters.

Seajets ownership and lay-up

In 2011, acquired the high-speed , renaming it Cosmos Jet and placing it into service on routes, including connections between , , and on the island of . The vessel was refitted in prior to deployment and operated high-demand summer schedules, accommodating up to 450 passengers per voyage along these popular tourist corridors. However, its active period under was brief, lasting little more than a month before a major engine failure forced its withdrawal from service later that year. Following the breakdown, the ship was laid up initially in Keratsini and before being relocated to Chalkis in 2013, where it has remained inactive since. In June 2015, ownership transferred to Kalan Shipping Ltd. while still under ' operational umbrella, prompting a rename to High Speed Jet. The engine issues were never repaired, leading to prolonged storage at Chalkis Shipyard on Evia Island, , and use as a source of spare parts for other vessels. As of 2025, High Speed Jet continues to be laid up in Chalkis, with basic maintenance to preserve the hull and structure but no immediate plans for reactivation due to the unresolved problems. Its future remains uncertain, potentially involving arrangements or sale as prioritizes newer high-speed vessels for Aegean operations.
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