|Engine designation||KAMD44P EDC|
|Crankshaft power, kW (hp)||191 (260)|
|Propeller shaft power, kW (hp)||184 (250)|
|Engine speed range, rpm||3700 - 3900|
|Displacement (cu. in.)||3.6 (219)|
|Number of cylinders||6|
| Bore / stroke, mm (in) .... ||92 / 90 (3.62 / 3.54)|
|Compression ratio||16, 5:1|
|Dry weight with HS63AE, kg (lb)||539 (1188)|
|Duty rating / Reverse gear:|
| Ratio RH (standard):... ||1.56:1, 2.04:1, 2.52:1|
|LH:||1.58:1, 2.02:1, 2.53:1|
|Ratio RH (standard):...||1.56:1, 2.00:1, 2.48:1|
|LH:||1.57:1, 2.02:1, 2.53:1|
|In a relatively short time Marine Aluminium Technic have seemingly become a very successful builder of custom designed aluminium craft. Based in Oregrund, Sweden, the company was founded in 1995 to produce boats from 6 metres to 35 metres in length for the growing commercial and leisure markets in Northern Europe and the Far East. |
The nature of these larger contracts called for substantial premises, hence, Aluminium Technic's yard includes indoor building halls and slipways which are designed to cater for craft up to 150 tons dry weight. Besides the usual inboard/outboard trailer-borne craft, the company manufacture the more advanced vessels in the range which include waterjet powered craft of the type shown here. Though this particular RIB has been sold into the leisure market, the model itself is equally suitable as a rescue or fire-fighting craft. Plus, with a fully enclosed wheelhouse adorning its top deck, it also boasts something in the way of an all weather capability.
The HP1100 RIB is an impressive example of this type of construction, being well suited to a leisure application, at least when it comes to the matter of its,general fashioning and overall design. Much of this is directly attributable to the fact the RIB'S installation work has been carried out by Aluminium Technic's own 20 strong team of craftsmen and welders who are all certified to EN287, 2 standard.
A team whose skills have become well known by the likes of Kvaerner Fjellstrand, Danyard, Djupviks Varv and Finnyard, and are worthy of being contracted into other shipyards to assist in their aluminium construction programs. Supporting the company's workforce is a network of naval architects, design engineers and draftsmen. However, the HP RIB constitutes an in-house design which is flexible to the extent it can be centre consoled or of wheel house specification depending, of course, on the client's needs and the particular role the vessel has to perform.
In terms of a shipbuilding material, aluminium has the benefit of being very strong as well as lightweight, possessing a high corrosion threshold and having the benefit of being easily repairable. It may be an expensive medium to work in, but you have to admit it has its attractions. This 10 metre HP RIB weighs in, without crew and fuel, at 4550kg which affords her an operational speed of well over 30 knots. Her form is strengthened considerably by means of fully framed transverse webs and longitudinal profiles which ensure she remains robust and durable for hard work and rough conditions even at full planing speeds.
Design wise, the HP RIB features a flybridge helm station accessible from its rear, beneath an arch mast arrangement which carries the vessel's flying gear. This helm position affords good all round visibility whilst being well appointed and functional at the same time. On deck, aft, the large counter stern provides an excellent and spacious working platform which features a stern tow post plus suitable guard rails which provide additional on board security to what is, after all, a high risk area. Moving ahead to the bow and foredeck, via the narrow access beside the wheelhouse superstructure, presents little problem due to the good handholds provided. A stainless steel pulpit then guards the Samson post and windlass located in the forepeak.
Access to the interior of the RIB is gained via a secure access way which immediately brings one into the main saloon with its helmsman and navigator positions. There's a good amount of room to this first area with comfortable lounge seating for crew in the rear, whilst the more 'serious' members of the team are accommodated behind then respective positions in armed pilot seats. These provide great security and their positioning is good from the point of view that both the instrumentation screens and the controls are within a natural line of sight, as well as being nicely to hand. Being a highly maneuverable craft with its twin VP K22 waterjet system, good outward visibility is obviously essential too. This RIB can move rapidly in most directions, so, therefore, the whole combination of helm point, positioning of controls, seating and visibility is essential to the coxswain and ultimately the safety of his crew. Further to this, the design of the HP RIB'S wheelhouse windows ensures blind spot: are kept to a bitter minimum. Their converse installation also keeps sea water and rain from 'clinging' to the screen and prevents the main forward facing windows from needing constant attention from the wipers.
Going forward down into the vessel's fore cabin, a low bulkhead means reduced height, but nonetheless it remains a useful and comfortable area all the same. The heads are located here and, of course, galley facilities etc. could all be located in this section according to the clients needs. Skylights ensure the internal cabins remain light and airy, plus, it's possible to even stick your head out of the hatch directly above the helm position, if you so require. Internally, the HP RIB may not possess the most refined of finishes, but it does, however, show potential. With more work and time given to the matter of internal aesthetics, I'm confident Aluminium Technic will bring this aspect up to the standard reflected in the rest of the build.
This boat, for the most part, was a pleasure to drive and felt substantial yet nimble at the same time. It wasn't, however, the softest of rides, especially from a passenger's point of view. (The most comfortable ride is always to be had behind the wheel!) This was somewhat surprising for a craft of this size. It also had the tendency to rock on its haunches when underway, a motion which can cause seasickness. It would really benefit from the fitting of trim tabs, for amongst other things, a boat of these proportions can have the tendency to ride with a bow up attitude even in settled conditions. This means that in a steep head sea, for instance, it would be most difficult to keep her running level and punching effectively through the waves.
In conclusion, I would say the HP RIB clearly displays potential, its design being versatile enough to suit both leisure and commercial applications with a minimum of alteration. To my mind, however, I would say her true potential lies in the work arena where both her lines and manner of construction seem naturally suited to an offshore working role.