PSV «VIKING AVANT»
– a new design supply vessel from Aker Langsten
Aker Langsten AS, Tomrefjord (Aker Yards) will deliver a Platform Supply vessel of a complete new design by Vik-Sandvik, VS 493 Avant, on October 30 to her Owners Eidesvik Shipping AS, Bømlo as the yard’s Hull no. 197. M/V «VIKING AVANT» is built with bridge and engine aft, contrary to all previously built PSVs. The hull was built at Aker Tulcea in Romania.
The ship designer presented the VS 493 Avant for the first time at Nor-Shipping 2003, and the yard actually started building of the vessel on speculation.
When designing this vessel the main emphasis was put on important criteria such as reduced motions and noise in the superstructure due to location of the bridge, improved quality of onboard working hours for the crew, better quality on off duty time onboard and better light conditions in living and working areas, as all of these are located above main deck. Less sea sickness was obtained by less movements and accelerations. The new design also means that the vessel can operate with her bow facing the weather.
The noise level is reduced as the thrusters are located far off the accommodation section. The construction with engine and accommodation aft has given the naval architects more freedom to optimize the foreship to a more fuel effective shape.
Naturally commercial aspects such as a deadweight and ample tank capacities, as well as good speed and satisfactory fuel economy, were also an integral part of the design. Less hull resistance was an important factor in achieving the speed/consumption criteria. With a dwt of about 5,850 tons and a deck load of about 4,200 tons the «Viking Avant» will carry significantly more cargo than most of the tonnage available on the market today.
Bridge and cargo
The design means that only one manoeuvering position is necessary. Fewer bridge consoles are required, and therefore the risk of human and system errors are reduced. There is 360 degrees visibility from bridge console. The bridge solution is in accordance with DNV’s Naut Bridge. The electronic bridge installations have been done by Kongsberg Maritime.
The design offers advantages for the cargo areas as well. By avoiding the shaft and cable gates the capacity is improved, and there is a safe-haven with covered discharging manifold under the forecastle.
M/V «Viking Avant» has full Norwegian Standby- and rescue class, including 125 tons towing winch, and the vessel has a slipway. The stern slip system is a state-of-the-art rescue contingency vessel, always carrying the daughter craft in the stern slip. The vessel can therefore at all times will be ready for action as a rescue ship. She is the first supply vessel with a system which enables towing/landing of a craft.
Her mode of operation as a rescue vessel, the stern slip, provides an increased operating window for rescue services in extreme waters like the Barents. This feature can also increase the allowable operating window for helicopters as flying is restricted by the operating window of the standby vessel.
Access to and exit from the daughter craft is sheltered in the superstructure tunnel providing excellent working conditions. It also ensures that the rescue capability is not hampered if the vessel is carrying a full deck load.
As per Statoil’s criteria a de-ice classification is essential. This covers the ability to heat the forecastle, bow area, railing and gangway. The vessel has class notation DeIce-C, said as the first one with this notation. This is probably the case as far as commercial vessels go, but KV «Svalbard», built for the Norwegian Navy two years ago, has the same class notation.
Other requirements include Clean class, Comfort class, Redundancy of equipment and Oil-recovery equipment, which is stored in a covered hangar.
When it comes to emissions the vessel has a SCR system (Aargilon) for cleaning of exhaust gases thereby reducing the NOx emissions. The Owners have calculated the NOx savings per year to be about 77 tons.
The DP is expected to operate better since the power is where the wind area is.
The hose connections are placed in sheltered area on the bow, and the crane can be used by the crew for assistance. When loading/discharging there is shelter for the crew in the bow station. The hoses are thus being kept away from the main propellers.
On delivery from the yard the vessel enters a five years charter to Statoil for operation in the Barents Sea. In addition the Charterers have options for a further 2×1 years. The stipulated contract value is about NOK 315 million for the five year period. The area of operation will be for the Snøhvit development where the vessel will perform supply, standby and emergency towing services.
The vessel was actually purchased on the basis of the five years charter to Statoil. Statoil calculates that the two vessels which have been chartered («Olympic Poseidon» and «Viking Avant»), will carry a total of 49,000 tons of bulk cargo and 38,000 tons of deck cargo during the drilling period at Snøhvit. The transport will take place to/from Polarbase at Hammerfest.
After the drilling period there comes a time for pipe-laying, and «Viking Avant» can with her ample deck space be utilized to transport pipes as well.
Eidesvik operates a modern fleet of ships working in the various offshore markets. In addition to the North Sea area the company is also involved in the West African offshore market. Eidesvik’s policy is to tie up the vessels under long term contracts. That the company is interested in new develoments within the offshore fields, is evidenced by the building of «Viking Energy» which was delivered in 2003 from Kleven Verft, Ulsteinvik. She was the first PSV to be fuelled by LNG and was chartered to Statoil for a period of ten years. And now the company is engaged in another innovate project by building the new VS 493 Avant design at Aker Langsten.
As of 1st October 2004 all Aker Yards shipyards located on the west coast of central Norway will be under common organization and management; Aker Brattvaag.
Aker Brattvaag will comprise the shipyards Aker Langsten, Aker Aukra, Brattvaag Skipsverft, Søviknes Verft, Aker Tulcea and Aker Promar (in Brazil), along with several shipbuilding-related group companies. The new Aker Brattvaag will have some 4,000 employees, of whom about 800 work in Norway.
A similar reorganisation of Aker Yards’ shipyards in Germany was implemented in 2003, and significant synergies were realized. In Finland, Aker Finnyards and Kværner Masa-Yards will also implement a comparable organisational change.
Aker Langsten was also the shipbuilder of the vessel receiving Skipsrevyen’s Ship of the Year award two years ago; KV «Svalbard» which was delivered to the Norwegian Navy. This should prove that the yard engages itself in building both complicated and demanding ships and also vessels of new designs.
M/V «VIKING AVANT»
|Length o.a.||92.17 m|
|Length p. p.||84.80 m|
|Beam mld.||20.40 m|
|Depth moulded to 1st deck||9.00 m|
|Deck space||1,040 m2|
|Dwt at 5.9m draft||3,600|
|Dwt at 7.3m draft||5,850|
|Deck cargo capacity||4,200 t|
|Fuel oil||1,440 m3|
|Fresh water||1,040 m3|
|Ballast water/drill water||2,300 m3|
|Liquid mud||740 m3|
|Base oil||263 m3|
|Special products||200 m3|
|Oil recovery||1,000 m3|
|Slop tank||30 m|
«Viking Avant» has class with DNV ✠1A1, ICE-C, SF, OILREC, LFL*, COMF-V(3), E0, DYNPOS-AUTR, CLEAN, DK(+), HL(2.5), DEICE-C, STANDBY, CONTAINER.
The vessel has a diesel electric propulsion system supplied by ABB which incorporates four generators each of 1,825 kW, two Compact Azipod propellers each of 3,000 kw, two frequency converters for the main propulsion and two water-cooled transformers for the main propulsion each producing 4,000 kVA.
The power station consists of four Caterpillar 3516B diesel engines, each with an output of 1,800 ekW, supplied by Pay & Brinck Motor, who also delivered the emergency generator type Caterpillar C9 of 250 ekW and Aargilon SCR for cleaning of the exhaust gases. The vessel’s maximum speed is 16 knots.
The vessel is equipped with two Brunvoll bow thrusters for easier manoeuvring, each of 1,000 kW, and one retractable azimuth type AR-63 of 880 kW. The Brunvoll Retractable Azimuth Thrusters installed are used for dynamic positioning on offshore vessels, as mooring thrusters on shuttle tankers, and as stand by/take me home propulsion on naval ships and coastal tankers. A special version works as a tunnel thuster in upper position, and as an azimuth thruster in lower position. ABB supplied the transformer, the frequency converter and the motor for the thrusters. Castrol supplied lubricating oil for the vessel.
Allweiler is the supplier of pump equipment while Sperre and Atlas Copco (Lønsethagen Industrivarer) have delivered compressors. The ventilation system is a delivery from Pegasus International, while boilers are from Pyro.
The water mist fire protection system in the engine room is supplied by Koppernæs. Welding material is from Møre Sveiseindustri and the the piping systems from Johansen Maritime.
Hydrakraft is the supplier of the deck machinery like towing winch with 75 tons pull, capstans, tugger winches, windlass mooring winches, a reception system for the workboat at the stern and a tractions winch drive system for the cargo deck cover. The cement handling system is from Randaberg Industrier, and Sotra Marine Produkter has delivered anchors.
The MOB-boat is a Norsafe delivery, and Vestdavit has supplied a single point telescopic davit to the vessel. Vest Sandbåsing har been involved in the sandblasting and paint work on the newbuilding.
The vessel sails with a complement of 12 persons, but can take onboard 250 persons in an emergency situation. Fatland has supplied Fafi Ply fire proof plywood interior panels, while the furniture onboard comes from Contract Møbler and Fiks Trevare. The electrical installations were taken care of by ABB.