Around 700 tons of steel will be used in the construction of each ship.

Each ship will have four main engines – Volvo D16MHs (6 cylinder).

Propulsion for each ship will be provided by 2 x Voith Schneider 21 R5/135 propeller units.

Interior design will be by LAP Architects of Billericay, Essex.

During their expected lives, each ferry will undertake more than 200,000 trips and will cover more than 750,000 nautical miles.

The loaded displacement of the new Wight Class ferries is 75% more than the existing C Class ferries.  This is mostly brought about by new build regulations regarding greater subdivision of the hull.  If the current C Class ferries were to be built today (to today’s specifications and regulations) then the loaded displacement would be just under 69%, which is just 7% less than the new Wight Class ferries.  This 7% difference is purely for commercial reasons.

Reflecting new build regulations and design the new ferries will be heavier than the current ones However in terms of overall dimension they are very similar, with a length of 62 meters compared to the current 58 and a width of 16 meters compared with 15.

For the first time on this route there will be a lift between car decks and passenger lounge.

Car capacity will increase by 15 cars from an average 50 CEUs (car equivalent units) on existing ferries to 65 CEUs on the new ferries.  Freight carrying capacity remains unchanged at 110 lane metres and is included within the overall CEU capacity – not in addition too. 

The new ferries do not have an additional, third deck, as compared to the old ferries.  The upper car deck (or Garage Deck) has been incorporated within the passenger lounge housing, which is approximately the same level as the Passenger Lounge Deck on the existing vessel. 

Passenger capacity will be reduced from 500 to 360, as there is no requirement to operate to a higher passenger capacity.  The market has changed dramatically in the period from when the C Class vessels were first built. Car ownership has increased dramatically and the traditional classic (foot) passenger has declined in the same period.   The new vessel actually has more internal seats than the C Class so will provide a much more comfortable crossing in all weather conditions.

The timetable on the LY route is expected to be almost identical to that operated in 2007.

There is no additional dredging required or planned for the introduction of the new ferries.  At maximum displacement they would draw just 2cm more than the existing ferries.  However, operationally we expect the new ferries to operate at 0.15m less than the current C Class ferries when full laden. Around 113 tonnes of the deadweight capability is surplus to requirement.

The new ferries will be much more environmentally friendly than the old ferries. The new engines meet all EU emission standards, no cooling water will circulate out of the ship (it is all internal) and the engines will be more fuel efficient.  The engines will be shut down in port, which is currently not the case with the C Class ferries.

There is no evidence to show that ferry wash plays any significant part in the loss of the salt marshes in land around the Lymington River/Estuary.  In fact, the conclusion of all recent studies is that the retreat is a natural process due to the various factors, increasing tidal reach and average sea.

The profile of the new ferries is not twice that of the existing ships (the above water lateral is 84% greater).  The new ships will have no discernable additional effect other than for yachts being in the wind shadow for a few seconds longer.

We are consulting with all Yacht Clubs in Lymington to ensure there will be no detrimental impact to leisure yachting and that the balance of use of the River is maintained. This will involve undertaking extensive sea trials prior to introduction to establish the appropriate operating speeds.