2002 125 (ft.) SWATH INTERNATIONAL Super 4000 Fast Passenger Ferry

Inactive - This listing is not for sale at this time

General Information

Listing# 49021

Jacksonville, FL, United States
Boat Type
Model Year
Commercial Boats
Super 4000 Fast Passenger Ferry
125 (ft.)
Hull Material
Fuel Type
Engine Model
TF40 (Burns Low Sulfer Diesel)
Number of Engines

General Details

This is the best riding offshore ferry boat available!

The M/V Cloud X is a high-speed passenger craft, designed on the Small Waterplane Area Twin Hull (SWATH) principle. The hullform is similar to that of a catamaran above the waterline, but has most of its buoyancy located in deeply submerged pontoons or lower hulls, which offers significant seakeeping advantages over conventional catamarans or monohulls of the same size.
Propulsion is powered by two gas turbine engines, each one driving a controllable pitch propeller via an epicyclic gearbox.
In addition to the all-up vessel’s weight, the vessel is designed to accommodate the following:
• Passengers: 367 at 90 kg each (including baggage).
• Crew: 20 at 100 kg each (including effects).
• Storage: 60 m3.
Passengers are accommodated in seating on the Main and Upper Decks, with the Bridge situated above the Upper Deck to ensure all round visibility. An Amusement Area is positioned on the Main Deck aft of amidships with bar/food service areas available on both decks.
The vessel’s maximum predicted speed at full payload is 27.5 knots in calm water and zero wind with an endurance of 200 nautical miles.


LWL: 106 Beam: 60 Max Draft: 11.5 Max Bridge Clearance: 54
Total Power: 4000 each
Holding: 4.8 Tonnes
The "Cloud X" is a one of kind passenger ferry that incorpoated the design concept developed by Swath International. SWATH is an acronym meaning Small-Waterplane-Area Twin-Hull. A SWATH ship’s key advantages are its' ability to deliver big-ship platform steadiness and ride quality in a smaller vessel and the ability to sustain a high proportion of its normal cruising speed in rough head seas. The concept for this vessel was developed for Swath Europe on a federal MARITECH Program cost-sharing grant to investigate a novel optimization approach to developing light-weight structures for SWATH ferries. The MARITECH study focused on SI's Super 4000 ferry design. After losses that were close to 100 Million in research and development, the program ran out of money and the vessel was saved by entepenuer/ inventor who was interested in the design concept. He used personal money finish the vessel as well as develop systems and software that had never been used before. An example is that the vessel has a stabilization system that controls pitch as well as yaw. The vessel was completed and put into operation as a fast ferry between West Palm Beach, Florida and Freeport, Bahamas. The vessel ran flawlessly but was plagued by the lack of passengers and very high overhead cost due to management. The "Cloud X" is well suited as a ferry carrying passengers and luggage for short distances across rough water. It needs to be moving to take advantage of it's unbelieavable ride so it is not well suited as Gaming vessel. It also has limited weight carring abilities so it cannot handle excess amounts of cargo. Passengers are accommodated in seating on the Main and Upper Decks, with the Bridge situated above the Upper Deck to ensure all round visibility. An Amusement Area is positioned on the Main Deck aft of amidships with bar/food service areas available on both decks. The vessel’s maximum predicted speed at full payload is 27.5 knots in calm water and zero wind with an endurance of 200 nautical miles. The vessel is currently flagged as a US vessel and would be well suited as a ferry between St. Croix and St. Thomas. If used outside of the US, it is easy to re- flag the vessel to keep down manning and operational cost.
The primary control position for the vessel is its Bridge which is fitted with an integrated console. The Bridge is the location for all of the principal control and monitoring facilities for the vessel including: navigation, communications, fire security, electrical and machinery control. The vessel’s Machinery Control and Monitoring System (CMS) enables the vessel to operate with periodically unmanned machinery spaces. Two sets of propulsion machinery are fitted, one in each lower hull. Each set consists of a gas turbine driving a controllable pitch propeller (CPP) via a speed reduction gearbox and propulsion shafting. The gas turbines are Textron Lycoming TF40s developing 2870 kW (brake) at a speed of 15400 rpm, including intake and exhaust losses. Each gas turbine is controlled from an associated instrument panel mounted within the Bridge Console. The engines are provided with trunked combustion air. Each gearbox is a combined parallel shaft- and epicyclic-type gearbox with an overall gear ratio of 41.2458:1. Each gearbox incorporates a thrust block and has a self-contained wet sump lubricating oil system with seawater cooling. Temperature control is provided by an Omega CN9000A Series Miniature Autotune Temperature Controller. There are hundred of thousands of dollars in spare parts available including a spare turbine that can be negotiated as part of the contract. Automatic start sequencing Automatic over-temperature monitoring and protection Redundant overspeed monitoring and protection Fail-safe lubrication system monitoring Automatic fuel management Stop control
Air Conditioning
The passenger lounges and Bridge are air-conditioned. The air- conditioning system was designed for the following ambient conditions: • Internal: +18 oC to +27 oC, 50% relative humidity. • External: +4 oC to +35 oC, 70% relative humidity. • Seawater +4 oC to +25 oC. The air-conditioning system is centralized. Fresh air is drawn from the atmosphere through single stage inertial vane separators; conditioned air is trunked to the conditioned spaces. De-misting is provided for the Bridge windows and mechanical ventilation is provided for the machinery spaces.
The navigation systems comply with IMO SOLAS - Amendments to the 1974 SOLAS Convention (1990/1991), Chapters III, IV and V. Sperry Marine SR 220 Gyrocompass Robertson AP9 Mk11 Autopilot Robertson APC-135 Magnetic compass Furuno Navigational Echo Sounder FE-680 Furuno Digital Depth Indicator ED-222 Datamarine Model 3200 Speed/Log Furuno FR-1510D Rasterscan Radar Furuno FAR-2117 Radar/ARPA Furuno Performance Monitor Model PM-30 Furuno Navtex Receiver NX-500 Rutter model VDR-100 Voyage Data Recorder Furuno FA 100 Automatic Identification System Furuno Marine Navigator GP-70 - GPS Standard CP1000C GPS Navigation Chart Plotter (2) Furuno Model Felcom 15 INMARSAT-C Furuno Model FS-5000 SSB Radiotelephone (2) Furuno Model FM-7000 VHF Radiotelephone Survival Craft Portable Two Way Radiotelephone Aiphone Telephone Intercom System Sound Powered Telephone System Audio, Video, and PA System
Two CAT 3306 B TA diesel generator sets (one in each Upper Engine Room) that provide the vessel's primary AC electrical power. During normal operations both generators are run in parallel. Each generator is rated at 180 kW continuous, 440 V, 3 phase, 60 Hz when operated at 1800 rpm. The generator incorporates a 24 V DC (100 A) alternator for battery charging and has local/remote and auto start/stop/parallel facilities (including automatic load sharing and load shedding). The 440 V, 60 Hz, 3 phase AC is controlled and distributed through two main switchboards, one port and one starboard. An AC supply voltage of 115 V, 60 Hz, single phase, derived from the 440 V supply via 440 V/115 V transformers, is used for lighting and light AC loads.
The main hull structure, including the structure above the Main Deck, is of welded aluminum alloy construction. There are no door, hatch, scuttle or window penetrations in the main transverse watertight bulkheads. Doors, hatches, and escape scuttles set in fire division boundaries are made of steel set in a steel surround. All other watertight and weathertight doors, hatches, and escape scuttles in the passenger and Bridge decks are constructed of aluminum alloy. Non-watertight accommodation doors are of a construction, consistent with Lloyd’s Register requirements. This Vessel has been designed to the philosophy of IMO resolution A373x that anticipates rapid evacuation of passengers in the event of a serious marine casualty with adequate rescue assets available in the vicinity of the certified routes. The Vessel is designed to withstand a collision that would flood any two adjacent watertight compartments to a penetration depth of 20% of the vessel's beam (6.5 meters) without danger of capsizing and maintaining damage stability to allow safe and rapid evacuation. In addition, a unique flood down system, as opposed to counter flooding, takes advantage of the Swath's upper hulls to provide a rapid increase in displacement basically by changing the Vessel from the SWATH configuration to a catamaran configuration.
The ride control system is an electromechanical-type system actuating two pairs of stabilizing fins designed and manufactured by Martin Automatic, Inc. The fins are situated on the inboard sides of the lower hulls, the aft pair being located just forward of the propellers and the forward pair being located just aft of the lower hull nose. The fins are independently controlled through a range of ±20º. Each fin is driven by an independent electromechanical actuator. Each actuator has a local intelligent motor controller mounted on the actuator control panel, situated near each control fin. The control computer at the Bridge Console monitors the vessel's motion from a set of accelerometers located around the vessel. The computer then generates the command signals to the individual fin actuator control panels and provides the user display and interface on a color monitor. In addition, the computer monitors the status of each of the four 'intelligent' AC motor controllers through an associated serial link. Responses and inputs to the fin control computer are made via a touch screen overlay on the color monitor or by a trackball pointing device mounted on the console.
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.
Mike was the Director of Marine Operations/ Head Captain for this vessel while it was operated as a passenger ferry from Palm Beach to Freeport, Bahamas. He has first hand knowledge of the vessel, its' capabilities, regulations, and operational limitations. Mike is still type rated to operate the vessel and will be on hand during all movement of the vessel until it is sold.