The ship's design of the Windcat CTVs, in combination with the self-developed fender, enables an effective, safe and easy access system. The general design of the fender is used on every ship but varies in size and energy absorption capability depending on the ship's size and propulsion system. Several windpark projects already proved that the shape and material of the fender increased the grip which in fact improves the transfer's safety. Due to the design of the fender system, stocked fenders can be easily replaced. For the development and construction of all ships in our fleet, which are especially designed for the offshore industry, the special operational concerns of this sector had been considered.
The passenger area offers enough space for the technicians to take on and off the safety and working equipment. Moreover, there is also enough space to store the working clothes, devices, tools and equipment. In total, the passenger area enables an overall comfortable transfer while offering a nice view and enough sunlight. According to our customer's wishes and needs, individual adjustments on the CTV can be made to provide the most optimised solution for your specific projects.
Please send your charter enquiries to: [email protected]
Hydrocat 55Download ship specifications
- Length 25.00 m
- Beam 7.30 m
- Operational Draft 2.00 m
- Gross tonnage 115 t
- Max. speed 26.50 kn
- Service speed 25.00 kn
- Passengers 26
- Power output 1,498 kW
|Crew Transfer Vessel (CTV)
|Lloyd's 100 A1 SSC, HSC, Catamaran, Wind Farm Service Vessel
|Area of Operation
|FRS Windcat Offshore Logistics
|2 x MAN D2862 dual fuel engine
|Bollard push (using windgrip)
The Hydrocat 55 is the first CTV for the German offshore-wind industry, which can operate with MGO as well as hydrogen. The ship's design is based on Windcat Workboats' proven MK3.5 design. The dual-fuel system was developed in cooperation of Windcat Workboats BV and CMB.TECH, who already successfully operates hydrogen-powered ships in other operational areas. By using hydrogen compared to marine diesel, a significant amount of emissions can be saved. As the ship is still ready to operate with pure MGO at any time, it also has a constant back-up if there are some difficulties with the availability of hydrogen.