Ship of the Year 2014 by Skipsrevyen

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ZeroCat 120 Battery ferry Yard No. 1696 Owner: Norled AS

www.fjellstrand.no

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«ZeroCat 120»

– all-electric car ferry elected Ship of the Year 2014 The car ferry «PROJECT 1696», or ZeroCat 120, which at the time of writing is under construction at Fjellstrand AS, is due to be delivered in 4th quarter of 2014 to the Owners, Norled AS, and start operation on 1st January 2015. Due to her high degree of innovation and ground-breaking features, she is elected Ship of the Year 2014 by the Norwegian trade journal Skipsrevyen. The handing over of the prizes to the owners, designers and building yard will be performed by the Norwegian State Secretary Dilek Ayhan on Wednesday September 10th at SMM 2014 in Hamburg. The electrically powered ferry was developed for submission to a competition organized by Norway’s Ministry of Transport. As a reward for winning the competition, the shipping company Norled has been granted the license to operate the route until 2025. Norled won the 10 years contract to build and operate the world’s first battery driven ferry on the Lavik-Oppedal route back in 2012. The ferry’s electric powertrain was designed by Fjellstrand with battery technology from Siemens. Amongst the important factors for battery operation were Crossing time/energy consumption, Size of vessel (with a max energy consumption of 200 kWh per crossing, the possible size of the vessel is limited to approximately 120 PCU) and the Speed-

power profile for the route which gives an optimal speed of 9.5-10.5 knots. The Lavik-Oppedal crossing in Sognefjorden is travelled with almost one million cars per year. The new ferry will operate the actual route with 34 crossings a day, 365 days a year. The crossing covers a distance of 5.6 kilometres giving an operation profile of 20 minutes of sailing and 10 minutes at quay. Battery operation The amount of electric power required in such a short time is far beyond the capacity of the electrical grid serving in the villages of Lavik and Oppedal. The solution was to install battery buffers at both ports. These batteries can be continuously charged from the grid with 250 kW, then rapidly provide a quick dump to the ferry’s batteries. During night, the ferry has a period of seven hours for top-charging of the batteries. For one crossing under normal conditions operating at a speed of 10 knots, battery power of only 150-200 kWh is needed, thus providing a wide safety margin. Compared to a standard diesel ferry serving the same route, the electric ferry will save about one million litres of fuel annually, as well as preventing 570 tonnes of carbon dioxide from entering the atmosphere. The redundant battery pack onboard the vessel is of Li-ion type with good characteristics for rapid charge/discharge rates. It will claim 10 m3 of space, have a weight of 10 tons and will be able to store 1MWh of energy. Under the circumstances specified for Lavik-Oppedal, the battery lifetime is calculated to approximately 10 years. To

ensure safe operation, the batteries are of dry type, with current- and temperature surveillance in each control cell. ZeroCat built at Fjellstrand does not discharge greenhouse gases, CO2, methane or nitrogen oxides to the environment. In addition to the environmental benefits, the ferry’s operational and maintenance costs will be lower compared to a conventional ferry. According to Siemens, ZeroCat could eliminate nearly 3,000 tons of CO2 emissions. Though it’s only one ferry, it’s an important step for Norway – a country where ferries are absolutely necessary for moving people and freight across short stretches of water, and a country that has made numerous public commitments to reducing greenhouse gas emissions. Despite its status as a major oil and gas exporter, nearly all of Norway’s domestic electricity comes from hydropower, so battery-electric ferries offer a clear environmental benefit. The vessel’s hull The ferry is of catamaran type with both hull and superstructure of seawater resistant aluminum. Aluminum is used in large and high-speed crafts, and also has very good characteristics for vessels at lower speeds. Both hulls are of slender type with minimal resistance, without the vessel having to be ballasted to meet stability requirements. Low weight and slender hulls mean less resistance in constant speed and also energy saving in maneuvering operations. The hull

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...cont. from prev. page shape and material result in energy savings of approximately 9.1% at 10 knots speed. Propulsion In addition to the battery description above the propulsion system is optimised with variable speed, controllable pitch and feathering possibilities with speed and hull lines as given parameters. During transit, the ferry runs on the aft propeller only, with the other in feathered position. The system results in energy savings of around 7%. The catamaran is propelled by two azipull Rolls-Royce thrusters driven by two 450 kW Siemens motors. The thrusters are mounted at each end of one hull and fitted with efficient slow turning propellers sufficient to drive and manoeuvre the vessel. The other hull only supports load. Both hulls are optimised to reduce drag, so the power requirement is as low as possible. The Rolls-Royce Azipull propulsion system, which utilises pulling propellers as opposed to conventional azimuth thrusters, will help the battery powered, aluminium catamaran meet its high efficiency standards. This contract also marks the tenth anniversary of the delivery Rolls-Royce’s very first Azipull thrusters, which was also to Fjellstrand shipyard. The ferry starts a working day with fully charged batteries and uses the frequent ten minutes stops at either side of the fjord for

SHIP OF THE YEAR 2014

partial recharging. Then during the night the batteries are fully recharged. This regime is made possible by introducing a bit of smart net technology, boosting the local grid with batteries in each port for quicker recharging.

Breadth mld. ............................... 20.80 m Car capacity ................................ 120 pcu Passenger capacity ............................ 360 No. of chairs ...................................... 140 Crew cabins ........................................... 7

The Owner Norled AS is a fully owned subsidiary of Stavangerske Dampskibselskap. With 80 vessels the company covers much of the regular traffic along the Norwegian westcoast. In 2009, then Tide Sjø, Norled started up high speed ferries and boats along the inner fjord of Oslo, including routes between Nesodden and Aker Brygge. From 2011 Norled also has activity in North Troms. Norled has approximately 1400 employees and the company has a turnover of approx. NOK 1.6 million annually. Norled AS has administrative offices in Bergen and Stavanger, as well as regional offices in Ålesund and Oslo.

Suppliers In addition to the suppliers mentioned above some of the other companies with deliveres to the ZeroCat are:

M/V «PROJECT 1696» The ZeroCat has DNV class @1A1, LC, R4(nor), CAR FERRY C, BATTERY POWER. The Battery Power notation is mandatory for vessels that use batteries as one of the main – or the sole – source of energy for propulsion. Main particulars: (all figures “about”) Length o.a. ................................. 80,00 m

Life-saving equipment: Survitec Group, Frydenbø, Viking and MB Hydraulikk Fire-fighting systems: Turoteknikk Ventilation: Novenco Deck machinery/equipment: MB Hydraulikk Interior work: Maritime Montering Led lighting: Glamox Watertight doors: Libra-Plast Sliding doors: Baggerød Paint systems: Carboline Pantograph at both ports of call: Stedman AMP and MoorMaster (both ports): Cavotec Electrical installation: Maritime Elektro Electronic equipment: Vico and ProNav ◆

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We see the future. But how do we get there? It is not too difficult to see where we should be headed. Our future society is sustainable, the climate is as stable as climate can be, pollution is under control, nature is not overly stressed by man’s industrial efforts, and humans and animals are not overexposed to poisonous materials in their living environments. The big question is: How do we get there? How can we bring about such a future? Sverre Eriksen and Odd Rudfjord (DNV GL) The answer most probably is: Little by little. To create a sustainable future we need

net technology, boosting the local grid with batteries in each port for quicker recharging. This may not sound very impressing. But consider this – around 1 million litres of diesel fuel per year will not be consumed. 570 annual tons of CO2 will not be emitted. 30 to 40 tons of particles will not be polluting the air between Lavik and Oppedal. This alone will not save the world, but it may certainly be the start of a very positive trend. The DNV GL Battery Power-notation The ZeroCat has DNV GL class X 1A1 LC R4(nor) CAR FERRY C BATTERY

“CO2 and NOx reductions are needed, both on a global and on a local scale. Battery powered ferries is a good choice for many ferry crossings. The ZeroCat will set a new standard for ferries.” Arne Hopland, DNV GL Principal Surveyor Bargen Maritime, Ship Newbuilding

to take many steps, some of them large and some of them much smaller. And they all count, even the smallest ones. Some tiny measures may even pave the way for much larger ones later on. That is the significance of Fjellstrand’s ZeroCat. Just a twenty minutes journey In Sognefjorden, Norway’s deepest fjord, ferries run back and forth between Lavik and Oppedal. The crossing takes just twenty minutes, but as a part of route E39 from Kristiansand to Trondheim, this link is vital. The connection is served by three ferries and now – for the first time ever – one of them will not use fossil fuels for propulsion. Fjellstand’s ZeroCat, operated by Norled, will make use of its ten tons of lithium batteries and nothing else to ferry up to 120 cars and 360 passengers across Sognefjorden. ZeroCat is a 80,8 meters long catamaran propelled by two azimuth Rolls-Royce thrusters driven by two 450 kW Siemens motors. It starts a working day with fully charged batteries and uses the frequent ten minutes stops at either side of the fjord for partial recharging. During the night the batteries are fully recharged. This regime is made possible by introducing a bit of smart

POWER. The most interesting part of this confusing array of annotations is “Battery Power”. The Battery Power notation is mandatory for vessels that use batteries as one of the main – or the sole – source of energy for propulsion. DNV GL is the first class society to develop a set of rules for electric ships and hybrids. While this obviously is a step towards greener shipping, it may also accommodate the abilities and cost-efficiency of several ship types. One example is supply vessels maintaining their stable positions using automatic DP systems – using batteries as a power source is the smartest and greenest possible solution. In the case of ZeroCat the initial investment is expected to bigger than for a traditional ferry. The operational cost, however, is expected to be less.

“Our goal is to make sure that we are always finding innovative solutions that create value and growth for our customers, ensuring that the world we leave behind is a better one that the one we find today.” Henrik O. Madsen, CEO and president of DNV LG Group

The future of electric ships The ZeroCat is an important first step in the development of non-polluting commercial vessels in Norway. It is optimised for one specific short haul route – and efficient sailing – by use of light-weight materials and a catamaran design. Even so it may provide a template for future (around thirty) light ro-pax ferries on the Norwegian coast. Within limits the ZeroCat template is scalable and may produce very interesting offspring in the not so distant future. Hybrid ships will use battery propulsion in combination with fossil fuel burning engines. One promising combination is electric batteries with LNG-engines, which may allow long-haul vessels to drastically reduce their emissions to air and, when near, and in ports, emit no polluting gases at all. Zero emission fuel cells will also be a part of future shipping and point to a situation where petroleum may become much less significant as an energy source for ships. Just like every other social and economic sector shipping is obliged to do its part in ensuring our common future. It will have to be done in larger or smaller steps, one at a time. In this context DNV GL see the ZeroCat as a significant contribution to a safer, smarter and greener future.

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The Battery Power class notation is just one of many examples of how DNV GL promotes a safer, smarter and greener future. Innovation and environmentally friendly technologies are necessary, but insufficient when it comes to making an impact in the real world. When green measures can be designed in a way that makes them economically and/or politically attractive – then real and positive change is possible and even probable. SHIP OF THE YEAR 2014

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World’s first battery-driven car ferry

Karolina Adolfsson, M.Sc. Project Manager, Norled, Norway Sigvald Breivik, Technical Director, Norled, Norway An environmentally friendly ferry operation is no longer a future dream. Today there are several energy carriers available that help the shipping industry to reduce or eliminate local and global emissions. A few of the most environmental friendly options are: Bio diesel – Bio gas – Hydrogen and Electrical energy. The focus of this paper is the choice of electrical energy as energy carrier for ferry transports in Norway. In this area, electrical energy is the carrier with highest availability, while both complexity and risks are low. Introduction Domestic ferry transports in Norway emit approximately 400 000 tonnes of CO2 per year. This represents approx. one percent of Norway’s total CO2 emissions. In recent years, many initiatives have been taken to compensate for increasing emissions. One popular incentive is the choice of LNG as energy carrier. LNG with its local benefits should fit well into the sensitive areas of Norway, but the uncertainty of global impact forces the shipping industry to look one step further. Also tak-

SHIP OF THE YEAR 2014

ing into account the lack of infrastructure for distribution, the reasons to seek alternative energy carriers are clear. In Norway, the process towards emission free transportations is accelerating as the Norwegian Public Roads Administration has started to encourage environmental friendly concepts in contract bids. One example is the tender for the Sognefjord, where Norled in 2012 won a bid when offering an emission free battery driven ferry for the crossing Lavik – Oppedal. Battery technology has developed quickly during recent years, reducing both weight and costs. The success has its roots within the automotive industry, which have made the technology available for use in other areas, like in the shipping industry. The large number of fjords and islands in Norway make several crossings suitable for battery operation. A study made by Fjellstrand Shipyard shows approx. 40 potential crossings that, in the future, could be operated by battery driven ferries. Through collaboration with some of the industry’s main players, the world’s first battery driven car ferry is now under construction at Fjellstrand Shipyard and will start operating 1st of January 2015. Requirements Several factors need to comply in order to provide optimal conditions for battery operation. Some of the most important are: * Crossing time/Energy consumption Using today’s battery and recharging technology, approximately all cross-

ings of up to 30 minutes in duration or 200 kWh could be served by electrically powered vessels. Size of vessel With a max energy consumption of 200 kWh per crossing, the possible size of the vessel is limited to approximately 120 PCU. Moderate speed Energy efficiency will vary with speed. A slower crossing will give more advantageous values but also reduced charging time. The speed-power profile for the Lavik-Oppedal case gives an optimal speed of 9,5-10,5 knots. Availability of electrical energy With today’s technology, the ship’s batteries have to be recharged between crossings while it is loading and unloading passengers and cars. One key requirement is a sufficiently developed infrastructure for distribution of electric power at the ferry quays. Adjusted timetable Normal time at quay of around 5 minutes would significantly complicate battery operations. Another requirement is a timetable that allows both slower cruising speed and extended time at quay for charging. Energy-optimized hull and systems onboard The vessel should be optimized in terms of weight and hull shape to reduce emissions and energy consumption. In this case, a low weight in combination with a catamaran hull is

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reducing resistance with 30 percent compared to a traditional steel ferry. Other ways to promote energy efficiency are by an optimized propeller solution, including feathering possibilities, as well as several other factors presented.

Descriptiopn of the crossing In 2012 Norled won the competition concerning operation of the route E39 LavikOppedal in the period 1.12015 to 31.12.2024. The ferry line crosses the famous Sognefjord, a popular tourist destination in the area.

Combining the south and north of Norway, the Lavik-Oppedal route is frequently travelled with almost one million cars crossing each year. The new ferry will operate the actual

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...cont. from prev. page route with 34 crossings a day, 365 days a year. The crossing covers a distance of 5,6 kilometres thus giving an operation profile of 20 minutes of sailing and 10 minutes at quay. Description of the ferry concept The worldâ&#x20AC;&#x2122;s first large all-electric car ferry is a 100% battery driven catamaran in aluminium. The 80-meter long vessel will be able to carry 120 cars and 360 passengers across the Sognefjord between the villages of Lavik and Oppedal. The propulsion system consists of 2x450kW Azimuth Thrusters and 2x450kW Electric motors. The ferry is designed with energy efficiency as highest priority, effecting operation, hull shape, material and systems on board. ZeroCat 120 is of catamaran type with both hull and superstructure of seawater resistant aluminum. Aluminum is used in large and high-speed crafts, and also has very good characteristics for vessels at lower speeds. Both hulls are of slender type with minimal resistance, without the vessel having to be ballasted to meet stability requirements. Low weight and slender hulls mean less resistance in constant speed and also energy saving in maneuvering operations. The hull shape and material result in energy savings of approximately 9,1% at 10 knot speed. With speed and hull lines as given parameters, the propulsion system is optimised with variable speed, controllable pitch and feathering possibilities. During transit, the

SHIP OF THE YEAR 2014

ferry runs on the aft propeller only, with the other in feathered position. The system results in energy savings of around 7%. The ferry will run 34 times each day, with a crossing time of 20 minutes. Time at port is 10 minutes, time which will be used to fully charge the 1MWh lithium-polymer battery pack on board. This amount of electric power delivered in such a short time is far beyond the capacity of the electrical grid serving the villages of Lavik and Oppedal. The solution is to install battery buffers at both ports. These batteries can be continuously charged from the grid with 250 kW, then rapidly provide a quick dump to the ferryâ&#x20AC;&#x2122;s batteries. During night, the ferry has a period of seven hours for top-charging of the batteries. For one crossing under normal conditions operating at a speed of 10 knots, battery power of only 150-200 kWh is needed, thus providing a wide safety margin. Compared to a standard diesel ferry serving the same route, the electric ferry will save about one million litres of fuel annually, as well as preventing 570 tonnes of carbon dioxide from entering the atmosphere. The redundant battery pack on-board the vessel is of Li-ion type, with good characteristics for rapid charge/discharge rates. It will claim 10 m3 of space, have a weight of 10 tons and is able to store 1MWh of energy. Under the circumstances specified for Lavik â&#x20AC;&#x201C; Oppedal, the battery lifetime is calculated to approximately 10 years. To ensure safe operation, the batteries are of dry type, with current- and temperature

surveillance in each control cell. Conclusions The electric car ferry now being produced at Fjellstrand Shipyard does not discharge to the environment, neither greenhouse gases, CO2, methane or nitrogen oxides. Besides clear environmental benefits, the ferry will run with both lower operational and maintenance costs. Passenger and crew comfort will increase due to cleaner environment and minimal noise and the small disadvantage of not having a fully equipped kiosk onboard will hopefully be accepted in time. In time, we will certainly also see more than one electric ferry crossing fjords in Norway. Norled will continue the development of electric ferries and encourage the rest of the shipping industry to follow. To facilitate and speed up the process, national authorities play a great role. That the NPRA continue to ask for environmental friendly alternatives is essential for encouraging such incentives. In time, we will also hopefully see a removal of the electricity tax for maritime transports. Although domestic ferry operations in Norway do not represent a large proportion of the total emissions, it is important to cut where possible. To improve the characteristics of one specific car ferry is certainly a great step for the ship-owner. But even more important is to spread the knowledge and technology to the rest of the shipping industry, contributing to large reductions of pollution, worldwide. sigvald.breivik@norled.no

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Evolution from FerryCat to ZeroCat – Hull and propulsor design the key to battery powered ferries A double ended ferry elected Ship of the Year 2014 by the Norwegian trade journal Skipsrevyen will operate solely on energy stored in a battery on board. Rolls-Royce hydrodynamics expertise and Azipull thrusters contribute to making the vessel efficient enough for this to be realistic. Norwegian ferry operator Norled won the 10-year contract to operate ferries on the Lavik – Oppedal route across Sognefjord in Norway that forms a link in the E39 highway. From 2015 three ferries will serve the route; one of them the innovative ZeroCat 120 battery ferry designed and built by Fjellstrand, the other two conventional diesel engined ferries. Transit time across the fjord is 20 minutes, with ten minutes at the linkspan at each end. This departure frequency demands a service speed of 10 knots. Norled and Fjellstrand worked closely together to develop a design whose energy requirements were low enough for a reasonably sized battery pack weighing about ten tonnes to provide the necessary energy for propulsion and all onboard services. The hull and propulsion system design of the ZeroCat 120 draw their inspiration from collaborative work done by Rolls-Royce and Fjellstrand more than a decade ago. At that time a new concept in double ended ferry design was being born, accompanied by extensive calculations and tank testing. This was the FerryCat concept, where the traditional heavy steel low speed monohull ferry typically used on shortish routes was replaced by an aluminium catamaran with an equivalent capacity for vehicles and passengers, propelled at about 22 knots instead of the traditional 10-12 knots by four of the new Azipull azimuth thrusters with pulling propellers placed one at each corner of the vessel. The first ferry of this design, Stavanger, was put on the Stavanger – Tau route in west Norway, where the high speed allowed the required departure frequency to be maintained with fewer ferries. It has operated there with great success the past ten years. Stavanger was quickly followed by two ferries for IDO in Turkey, very similar but with some changes to loading arrange-

SHIP OF THE YEAR 2014

ZeroCat 120 at the Fjellstrand yard in beautiful western Norway: Unlike most vessels this ferry is symmetrical end to end but not from side to side.

ments and passenger spaces to suit local requirements and a hotter climate. They operate on Sea of Marmara routes. When the hydrodynamics of the FerryCat concept were being investigated it was found that the total resistance at slow sailing speeds was low, while the light weight of the vessel itself in relation to the weight of vehicles and passengers meant that less energy was needed to accelerate to transit speed and in manoeuvring. The Stavanger route needed an unusually high speed to meet schedules, so the FerryCat was optimised to minimise the power for this speed range, but the low speed knowledge was not forgotten. When the concept of a battery ferry for the E39 route was being explored it became clear that the Fjellstrand lightweight aluminium catamaran with Rolls-Royce thruster propulsion was an excellent starting point, so resources were devoted to refining the FerryCat to obtain the lowest energy consumption for the carrying capacity and 10 knot speed demanded by the Lavik – Oppedal service, also with an eye to many other potential routes with comparable transport needs. The result is ZeroCat 120 Unlike the vast majority of vessels, this ferry is symmetrical end to end, but not from side to side, making full use of the opportunities offered by multihulls. It is double ended, 80m long by 20.8m beam, with loading gates offset to dock at the standard side wall and linkspan arrangements at the terminals without turning round. Above deck the layout is Norwegian best practice.

Any type of vehicle can drive on to the main deck area. Offset to one side at midlength is a superstructure with a passenger saloon at main deck level, above the saloon is a space for two cars abreast, and the parking space continues on the long fixed ramps down to deck level. Above this again is the navigation bridge. The linkspans and the deck have segregated lanes to allow foot passengers to come and go without mixing with vehicles. But it is in the propulsion system with the extremely low propeller rotation rate, the slim thruster body with feathering front propeller combined with the catamaran demi-hulls that are the key elements to low energy consumption. Each hull is symmetrical end to end, but they are very different. The hull at the opposite side from the superstructure houses the propulsion system; the hull under the superstructure just carries its share of weight and is shaped for minimum resistance. The propulsion hull is formed to integrate hydrodynamically with the Azipull thrusters, with bulbs at each end of the hull. A ferry with thrusters at each end can in principle choose to supply 100% power to the aft unit, and nothing to the forward one, or split the power in some ratio, such as 50/50 or 70/30. For ZeroCat120 the best solution has been shown to be the first – all the power supplied to the aft thruster, and the propeller blades of the forward thruster set to a minimum drag feathered position.

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On the return trip the thrusters are rotated in azimuth so the propellers are again ahead of the thruster legs, and the two units swap roles. These will be the first Azipull 085 units to have feathering propellers and hydraulic steering of thrusters has been replaced by electric steering to reduce energy consumption further “Because the power is so low for the required transit speed it is possible to profit from a virtuous circle in the propeller design. An ideal efficient propeller has a large diameter and turns at a low speed. The low propeller rotation rate in this case is possible because Azipull units have a high torque transmitting capacity. Yet propeller diameter is often restricted because of space or draught limitations. But for ZeroCat’s thrusters Rolls-Royce has been able to use very large diameter propellers for the power they transmit, rotate them at an optimal low speed, and give them a small blade area of a very efficient shape. Thus the propulsive efficiency is improved and the drain on the battery minimised,” comments Leif Vartdal, section head for hydrodynamics in Rolls-Royce marine research and technology. Since a battery is not a primary energy source, but a secondary storage system, it has to be recharged. The Li-NMC battery pack for the Norled ferry is dimensioned to allow several round trips, but will be recharged at each stop to maintain the charge

The FerryCat concept: The traditional heavy steel low speed monohull ferry was replaced by an aluminium catamaran – M/V Stavanger – propelled at 22 knots instead of 10-12 knots.

level at the best point of operation for a long life time as well as always maintaining the necessary reserve. Li- NMC batteries can be charged quickly, but on the Lavik – Oppedal route the villages at each end are served by a rather weak electrical grid, so recharging the ferry’s battery with the 150-200kWh used on a one way trip direct from the mains supply during the short turnaround time would be an unacceptable load. To overcome this problem additional battery packs are to be installed at the terminals ashore. When the ferry docks its battery

will be rapidly topped up by drawing current from the shore batteries, and then those batteries can in turn be recharged from the grid at a slower rate before the ferry returns, so cutting the power demand on the grid. Scheduled to enter service in 2015, Norled’s new ferry will produce no local emissions. Norway, on a yearly basis, derives most of its electrical energy requirements from hydro power – renewable and non-polluting, so the all-electric ZeroCat 120 will provide a corresponding reduction in CO2 emissions compared with a conventional-diesel engined ferry. ◆

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Making economic sense

Smart, clean and silent. Trafficking Lavik – Oppedal from 1st of January 2015.

The battery-powered ferry is considerably cheaper to run than diesel equivalents. Firstly, it takes its power from the hydroelectric electricity grid and, secondly, it uses less energy than equivalent vessels. One reason for this is its novel weight-saving design. Unlike many electric cars, the Norled ferry was developed from the ground up. The result is significantly reduced weight. Despite its ten-ton batteries and capacity for 360 passengers and 120 vehicles, the ship is only half as heavy as a conventional ferry. This is because the vessel is built exclusively of light aluminium, rather than normal shipbuilding steel. The ship’s robust corrosion-resistant aluminum structure also means no corrosion-resistant paint is required and maintenance is reduced. A further energy-reducing initiative is the BlueDrive PlusC propulsion system. The vessel has two 450kW azimuth thrusters driven by Siemens’ electric motors and controlled from the bridge using BlueDrive PlusC’s energy management system. Ves-

SHIP OF THE YEAR 2014

sel’s machinery is also supervised from the bridge using Siemens’ Flexible 300 integrated alarm and monitoring system. A battery-powered future? The Norled ferry is a milestone on the road to operating emission-free ferries along Norway’s long coastline, with at least 30 other routes currently able to sustain battery-operated vessels. Furthermore, batteries are expected to become considerably more efficient and less expensive in the next few years, which tip the scales further away from diesel as the most popular fuel source. The vessel does not emit greenhouse gases and operates almost silently. The ferry is run entirely on batteries, which take their power from the local hydroelectricpowered electricity net. Hence, there are no direct or indirect emissions at all. Competition winner In 2011, Norway’s Ministry of Transport and Communications launched a competition to develop the country’s most environmentally friendly ferry, with a concession for the fjord link between the idyllic vil-

lages of Lavik and Oppedal as the prize. Currently, diesel-operated ferries work the route, but the ministry decided to prioritize ships with low noise and greenhouse gas emissions. Norled, a Norwegian ferry operator with around 50 ferries operating on the country’s west coast, partnered with Siemens and Fjellstrand and entered the competition. It’s a good match – Fjellstrand is known for energy-efficient shipbuilding and Siemens for its electric-propulsion expertise. The result is a unique and sophisticated, emission-free vessel with unrivalled environmental credentials. In contrast, a conventional ferry travelling the same route consumes around one million liters of diesel, produces 2,680 tons of carbon dioxide and emits 37 tons of nitrogen oxide annually. The jury was won over by the innovative new vessel. Ship of the Year 2014 The ZeroCat 120 is for the time being unequalled and her level of innovation is the main reason for being elected Ship of the Year 2014 by the Norwegian trade journal Skipsrevyen. ◆

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Illustration showing principle with a battery bank continuously charged from the public grid.

The mooring and shore power solutions The world’s first battery-powered ferry elected Ship of the Year 2014 by Skipsrevyen heralds a new era in environmentally responsible shipping. The vessel will use a brand new combined automated mooring and shore power system.

Cavotec automated AMP and MoorMaster systems have been installed at the Lavik and Oppedal berths ahead of the introduction of the ferry. The level of automation in this application is unprecedented: the MoorMaster units will be operated by the ship’s captain

using hand-held radio remote control units. The mooring system will signal to the AMP unit when the ship is safely moored. A laser sensor will then guide the AMP connector to a hatch in the side of the vessel, connect to the ship’s battery and start charging.

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SHIP OF THE YEAR 2014

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With 160 years of experience – We have always embraced change, Norled says Norway’s domestic ferry industry will see some major changes over the coming years. The fleet is ageing and the average vessel is 27 years old. Many ambitious plans have been approved for new crossings of Norway’s famous fjords, either under or over the water.

Norled can trace its history back in time more than 160 years. – We know how to embrace change, the company says.

CEO of Norled, Ivan Fossan.

These factors will of course radically change the framework for our business. Norway will remain a country with a large domestic ferry industry, but both the market and the dynamics of our industry will change radically over the coming years, says CEO of Norled, Ivan Fossan. Doing our bit to save the planet Efforts aimed at reducing emissions of climate gases, and primarily CO2 will be an important condition in the future of the ferry industry. - In order to meet our share of these obligations, we have started the process of developing the world’s first, completely electrified ferry, running on batteries only. No hybrid version with generators running on diesel, but a ferry with zero, local emissions, Fossan says. He further adds that the development is a direct result of demands set by the public

SHIP OF THE YEAR 2014

authority, the Norwegian Public Roads Administration, the counterpart in the contract. – The authorities wanted primarily to reduce CO2-emissions, but also challenged the ferry companies to apply their expertise and experience in the development of a brand new concept. – How did you solve it, and what did you achieve? – The key to the concept behind our ferry is the top-up charging of the batteries at both quays while the vessel is loading and unloading. This required however that the ferry had to be kept completely steady while at the quayside, in order to “plug it in”. To solve this we developed a unique, automated docking system. We can implement this system on every other ferry as

well, and save 20% on fuel consumption on a conventional diesel ferry by applying the same docking system, Fossan says. The CEO of Norled is enthusiastic when he underlines that the electrified ferry thus is a direct result of the cooperation with a dynamic public sector that uses the tenders and the purchasing process in a manner that stimulates the innovative impulse found in private businesses. – This gives us, as a private pro-profit company some pretty strong incentives to develop new solutions to improve profitability, while at the same time saving public money and saving the climate, he adds. More than 160 years of experience and gathering expertise Norled can trace its history back in time more than 160 years. – With 160 years of experience, we know how to embrace change. All this experience has strengthened and secured the expertise and skills embedded in the organizations of the ferry companies, says Fossan and adds that he wants to see more of this kind of development contracts from public sector bodies that buy services from Norled. ◆

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Inspiration from the deep For over 100 years, battery-powered submarines have been a reality, but can these drive systems be used effectively on the surface? Siemens first tried answering this question in 1999, but it proved too soon. Since then, technology has advanced and lifecycle assessment issues are given more importance, which has led to Siemens successfully applying the concept in the Norled vessel. The fully electric ferry will travel six kilometers across the fjord 34 times a day, with each trip taking around 20 minutes. The ferry, which is 80 meters long, is driven by two electric motors, each with an output of 450 kilowatts. Both use Siemens’ BlueDrive PlusC electric-propulsion system powered by lithiumion batteries. These have a combined capacity of 1,000 kilowatthours (kWh), which is enough to make several trips before they need to be recharged, but is a long way from the 34 crossings needed each day. Theoretically, the batteries can be recharged at each side of the crossing before the ferry sets off again. However, there is only ten minutes available each side for recharging and the local grid can’t support such sudden and large requests for power. Increasing range Fjellstrand and Siemens have found a simple answer to the recharging issue. One lithium-ion battery will be installed at each pier to serve as a buffer. The 260-kWh units recharge the ferry’s batteries while she waits. Afterwards, the onshore batteries slowly recoup all energy from the grid until the ship returns to drop off passengers and recharge again. Charging stations will be housed in small buildings about the size of newsstands. The vessel’s onboard batteries will be recharged directly from the grid at night when the ferry is not in use. Alternatively, the option is to expand the entire electricity grid to accept the additional demand, but this is cost prohibitive.

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SHIP OF THE YEAR 2014

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A unique ferry concept Rather than a diesel engine, the ferry elected Ship of the Year 2014 by Norwegian trade journal Skipsrevyen, is equipped with electric motors to drive the ship’s two screws. These motors are powered by a Li-ion battery weighing 10 metric tons. All in all, the new vessel weighs only half as much as a ferry of conventional design. This saving has a direct impact on the specifications of the drive system. Whereas the ferry currently serving the route has an engine with an output of 1,500 kW (2,000 hp), the battery in the new vessel will have an output of 800 kW (1,100 hp). In normal conditions, operating at a speed of 10 knots, battery power of 400 kW (536 hp) will suffice. According to Fjellstrand, the energy required for a crossing of the route at 11 knots is 155 kWh, and at 13 knots, 201

kWh. A full day’s operation would consume 6,300 kWh. The crucial feature of the new ferry is that it only takes 10 minutes to recharge the 1,000 kWh lithium-polymer battery pack, using a 1,000 kW charger. In the two small villages linked by the ferry, however, the local grid is not equipped to deliver such a large amount of power in such a short space of time. To deal with this problem, batteries have been installed at each port. These serve to recharge the ferry’s battery during turnaround and are then themselves slowly recharged from the local grid. Hundreds of ferries link Norway’s mainland to the islands off its coast and provide routes across its many fjords. Using today’s battery and recharging technology, all crossings of up to 30 minutes in duration could be served by electrically powered vessels.

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The route Lavik – Oppedal is currently served by older ferries with much higher engine output.

The ports of both Lavik (photo) and Oppedal are being extended and upgraded to the new era.

The radar system on board ZeroCat 120 Egersund-based company Pronav AS has an extensive delivery to Yard No 1696 at Fjellstrand. The delivery comprises navigation- and communication equipment from Japan Radio Company Ltd. (JRC) and Simrad. Radar System – JRC JMA-5300mk2 series The two radars from JRC, both X-band and S-Band, are fully integrated with the latest leading technology with a set of features that allows running radar images faster and more efficiently than ever before. ConstaView™. Three high-speed processors (in-house JRC technology) generates a smooth image rotation without any delays in picture presentation – even in high speed and with quick manouvers. Target Enhancement Function, TEF™. Developed exclusively by JRC, TEF™

SHIP OF THE YEAR 2014

allow target enhancement relative to target size. The smaller echoes are far more enlarged than bigger echoes, giving a better on-screen separation and identification Autopilot – Simrad AP70 Simrad have over 60 years experience with autosteering for commercial vessels.

Simrad AP70 is a state of the art typeapprove autopilot with a crystal clear 5 inch bonded display. It’s adaptive, self-learning and very user-friendly. It is very flexible and can be extended with several remotes and controlunits.

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Extensive heating and cooling systems On board the ZeroCat 120 Novenco AS has supplied two air handling units for accommodation/public spaces and for wheelhouse, including energy recovery by enthalpy exchanger. The scope of supply comprises 6 heat pumps (heating and cooling systems), 2 hot-water heating systems with regulating valves, 16 smaller fans, external louvers, control panels, development of functional design, incl. calculations, drawings and documentation, Project management and Onboard commissioning. Novenco Marine & Offshore is among the most experienced suppliers of HVAC systems for ships. The company’s strong focus on inhouse R&D for innovative product solutions, helps Novenco develop and manufacture high-quality Heating, Ventilation, AirConditioning and Refrigeration (HVAC/R) solutions for marine applications. Combining functional requirements with space availability, vibration and noise control, rules and regulations, maintenance, servicing, and other requirements, finding the optimal HVAC solution can be a challenging task. Novenco’s experience and close cooperation with Fjellstrand shipyard made it easier to overcome these challenges, and Novenco is proud of providing a well-functioning HVAC design for a pioneer project like the ZeroCat. Novenco’s overall goal is to offer environmentally responsible and energy-friendly solutions that meet even the most demanding global comfort and safety requirements. – In our online Novenco eVent™ calculation module we can demonstrate how different choices of product- and systems design will affect the energy consumption of your HVAC systems, says Novenco in a press release. Novenco’s unique eVent-software can simulate ships operation worldwide, applying actual weather data to calculate the energy consumption of HVAC systems, and in such way demonstrate realistic fuel savings for the shipowners or operators.

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SHIP OF THE YEAR 2014

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A high-end interior In 2013 Maritime Montering AS signed a contract with the yard Fjellstrand AS for a complete isolation package and interior design of the ZeroCat 120.

Project Manager in Maritime Montering AS, Roy Veisund, has been working and doing research on low weight materials and approved solutions for the ferry, since early winter last year.

This is a prototype of a ferry, and the transport of passengers is regulated by severe security regulations in case of fire. In the developing process, Maritime Montering AS has worked well and closely with Fjellstrand. The yard is considered the leading shipyard in Norway when it comes to high speed aluminium vessels. Also, it has been an exchange of views with DNV GL during the whole process. – After been working with interior projects of almost all types of ships for nearly 35 years, it is fair to say that this is the most innovative project we have been working on so far, Steinar Birkeland says. – It is a future oriented project and it is very likely that this will become the fjord ferries of the future, both in Norway and in many other countries with focus on the environment.

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SHIP OF THE YEAR 2014

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A proud supplier of pipework BKS Industri AS is a full-range supplier of technical installations on ships, offshore- and land-based industries. The company is located in Bergen and Sunde in Kvinnherad. Today 86 highly motivated and skilled employees work for BKS Industri. In 2013 the turnover was approximately 100 million Norwegian kroner. BKS Industri AS supply equipment such as valves, pumps, heat exchangers, HPU, sanitary equipment and compressors. In addition the company manufacture and install piping systems in all qualities. – In our company we have qualified personnel who have the necessary skills and certification to install and weld most systems and materials, says General Manager Tore Thorkildsen. The company has performed the manufacturing and installation of a complete fire-extinguishing system for foam and water mist. The piping system is built in a CuNi and stainless press-fitting system. – We have supplied and installed a sanitary system, a windscreen washer system with nozzles, bilge and a fire flushing system. We have supplied compressed air, hydraulics to trapdoors, mooring winches and mob davit, a cooling system for propulsion machinery, installation of Spiro pipes, ducts and ventilation equipment for the HVAC system, Thorkildsen says. On behalf of BKS Industri AS I would like to congratulate the shipyard and the ship owner with an innovative and great vessel elected Ship of the Year 2014. We wish the crew and the ship owner all the best with their new ferry. ◆

Vi gratulerer verft og rederi med

SHIP OF THE YEAR 2014 Vi har levert malingssystemene

Tlf.: +47 32 85 73 00

www.carboline.no

SHIP OF THE YEAR 2014

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A Dialogue with The Future Top-flight speakers, current topics: The Offshore Dialogue at SMM, the leading international maritime trade fair, promises a fascinating agenda. The offshore market is booming: Notwithstanding stricter regulations the industry continues to invest heavily in oil, gas and wind energy projects. Many shipyards can benefit. However, a number of major unresolved issues remain: What exactly does the industry need? What does this mean for suppliers and equipment installers? How will the costs develop? What will the future political environment be like? The Offshore Dialogue on 11 September, the designated “Offshore Day” of the leading international maritime trade fair SMM 2014, will present answers to these and other questions. “I am delighted to see so many distinguished experts coming to our fair to discuss synergies, opportunities and challenges for the offshore segment,” said Bernd Aufderheide, CEO and President of Hamburg Messe und Congress GmbH.

The SMM Offshore Dialogue The SMM Offshore Dialogue is hosted by Hamburg Messe und Congress GmbH in cooperation with the German Federal Ministry of Economy and Energy. Uwe Beckmeyer, Parliamentary Secretary at the Federal Ministry for Economic Affairs and Energy, and Federal Government Coordinator for the Maritime Industry, will deliver a keynote address at the beginning of the event. This will be followed by two panel discussions. The first expert panel, titled “Market Requirements and Potentials”, will be coordinated by David Foxwell, editor of the British Offshore Support Journal. Guest speakers will include Knut Ørbeck-Nilssen, President of DNV GL Maritime; Sybrand Boschma, Business Development Manager Offshore at Damen Shipyards, and Hans Schröder, COO of A2Sea.

handling challenges. Among the panel experts will be Dr Steffen Knodt, Vice President Technology and Innovation at Aker Solutions; Andreas Amelang, Senior Vice President Sales and Project Design at Nordic Yards; Lars Muck, Director General at Siem Offshore Contractors; H.E. Khamis, Chairman of Drydocks World shipowners, Dubai as well as a representative of Wittenstein motion control GmbH.

The second panel discussion on the topic of „Installation, operation and service – insights on current projects“ will give specific examples demonstrating successful ways of

SMM will take place at the Hamburg fair site from 9 until 12 September 2014. For further information please visit: www.smm◆ hamburg.com.

The hull of the 2014 Ship of the Year – ZeroCat 120 – arriving at the Fjellstrand Yard.

SHIP OF THE YEAR 2014

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The Company Radar Technology improves Safety Operations in the Arctic

Stunning Marbled Ice Growler.

There’s no secret that the standard navigation radars would not detect ice pieces (growlers) and ice floes, simply because their antennas and transceivers is not designed for demanding ice detection. These ice pieces is so difficult to detect because they are slippery, only a very few radar echoes would bounce back to the antenna. The new Radar Technology radar is developed for brilliance, high definition detection, when operating in very harsh, demanding conditions, as ice detection in the Arctic. This unique radar antenna gives much better performance, with a low up-mast weight, and it is winterized for operations in very cold temperatures. This new radar transceiver is developed to process and display also “none” and very weak radar signals, (i.e. oil, ice, small targets). You would get brilliant radar detection of the ice much further out, compared with the radar systems available today. More information and details on www.radar-technology.com.

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The hull of Yard No 1696 at Fjellstrand AS – ZeroCat 120 – was built by Aluship Technology in Poland.

www.skipsrevyen.no www.shipoftheyear.com www.shipbuildingnorway.com SHIP OF THE YEAR 2014

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Sealing systems for pipe and cable penetrations play a vital role in protecting ships and offshore installations against the spread of fire, smoke and water. In the event of an accident or an equipment failure, fire, smoke or water can travel rapidly. If a sealing system fails, the results can be at worst catastrophic or at best expensive. The most important consideration is, of course, whether the selected system will do what it is intended to do and keep on doing it for the entire life of the installation. Further questions concern reliably budgeting and planning. What are the costs of keeping the system functional over the life of the installation? Does the system require continuous maintenance, or is it basically maintenance-free? When these factors are taken into account, very few systems will qualify. Sealing systems are, in fact, engineered products. Meeting the required specifications with products that deliver long-term, minimum-maintenance functionality, calls for up-to-date manufactur-

Hans Beele, President Beele Engineering.

Setting the standard for penetration sealing systems ing technology and high-tech materials, backed by continuous R&D and testing. One company with all of these capabilities is Beele Engineering, a company that has been developing and improving sealing systems for more than 40 years and has led the field with state-of-theart products and technologies. Its record of invention and innovation is demonstrated by a long list of patents granted over the years. Type apporval The idea that a Type Approval certificate is “good for everything” is simply not the case. Beele Engineering has established “limitation matrices” for fire, gas and water tightness for sealing systems. A limitation matrix is unique for each product/system of every manufacturer. Beele

Beele Engineering has been developing and improving sealing systems for more than 40 years.

SHIP OF THE YEAR 2014

maintains that the “limitation matrices” must be observed to ensure the products will perform as intended. Based on these limitation matrices, Beele not only designs but tests accordingly. Water tightness The key to delivering long-term sealing capabilities is advanced rubber technology “know how.” Simply compressing rubber components to perform the tightness function of the sealing system is not the optimum solution. Beele Engineering has established that long-term functional sealing is achieved by coupling an optimized design of the rubber components with an appropriate polymer and that severe compression is to be avoided. Fire safety Fire safety is an even more complex issue. While watertight sealing is more or less a mechanical issue, fire-stop systems must retain mechanical stability under fire load while coping with the behaviour of the material compositions of ducted pipes and cables. Factors that must be considered include: flame erosion, mechanical stresses caused by expansion, melting cable sheathings, charring of sealing material, heat transmission by copper conductors or metallic pipes, as well as distortion of the construction. Passive fire protection systems must undergo not only fire tests, but also mechanical tests and, for complete safety, ageing tests. They should deliver proof that they are not moisture-sensitive or vulnerable from environmental or mechanical exposure. Total cost of ownership In addition to outstanding quality and performance, Beele products offer low total cost of ownership. While the initial installed cost is competitive with most other systems on the market, the real benefit is the return on investment over the long service life of an installation. Beele products, which have been artificially aged for over 20 years, have shown there is no need for replacement – a unique feature not applicable to many competitive products. Norwegian representative is CSD Sealing & Protecting Systems AS, Sandefjord. ◆

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Previous winners of SKIPSREVYEN’S SHIP

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YEAR Award

SHIP OF THE YEAR 2013 M/V «SEVEN VIKING» – Inspection, Maintenance & Repair vessel built at Ulstein Verft Described as “the next generation IMR vessel” M/V «SEVEN VIKING» was delivered from Ulstein Verft AS, Ulsteinvik to Eidesvik Seven AS on 23 January 2013 as the Shipyard’s hull number 295. The naming ceremony took place on 30th January with Christine Sagen Helgø, the Mayor of Stavanger, as godmother. The vessel was designed and developed by Subsea 7, Eidesvik Shipping and Ulstein Design & Solutions AS with design type SX148, and the hull was built at JSC Zaliv Shipyard in Ukraina. With her striking features M/V «SEVEN VIKING» has a crew capacity of 90 and a top speed of 17.5 knots. The vessel is capable of operating in the harshest offshore environments.

years frame contract between Statoil and Subsea 7 – with 2 x 1 year extension options, the value of which was stated both as about NOK 2 billion, including options, and about US$260million (probably for the firm period). The contract between Subsea 7 and Eidesvik Offshore covers a period of 8 years valued at about NOK one billion. The deal included an option for Subsea 7 to purchase 50 percent in the vessel, which was to be contracted. Eidesvik ordered the new IMR vessel at Ulstein Yard in February 2011, and the contract price was then given as about NOK 800 million. In March 2012 Subsea 7 exercised the option to acquire 50 percent in the newbuilding contract. The new owning company for the vessel was thus to be Eidesvik Seven AS.

Statoil – Subsea 7 – Eidesvik The project was initiated by a 5

The employment As already advised the vessel is

employed by Statoil, working from Sleipner in the North Sea to Snøhvit up in the Barents Sea – 365 days a year. She has been custom-built to carry out a large number of tasks: • Inspection, Maintenance and Repair • Crane operations • Module handling through moon pool • Ready For Operations (RFO) • Scale treatment and pumping operations • Inspection and ROV operations • Light construction work • Air diving support • Other support work The «SEVEN VIKING»’s design is fully compliant with Statoil’s Vessel Specifications while incorporating Subsea 7’s more than 30 years of accumulated track record of IMR operations.

At Nor-Shipping 2013: M/V Seven Viking was declared Ship of the Year by Skipsrevyen. From left Mr. Asle B. Strønen, Publisher Skipsrevyen; HRH Crown Prince Haakon Magnus; Mr. Kolbein Rege, Chairman of the Board Eidesvik Offshore; Ms. Gunvor Ulstein, CEO Ulstein Group; Mr. Sigurd Viseth, COO/MD Ulstein Design & Solutions; Mr. Johan Jørgensen Årreberg, Captain Seven Viking and Mr. Trond Giske, Norwegian Minister of Trade and Industry.

SHIP OF THE YEAR 2014

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Previous winners of SKIPSREVYEN’S SHIP

OF THE

YEAR Award

SHIP OF THE YEAR 2012 Built by STX OSV Langsten for owners Farstad Shipping ASA, the unique offshore platform service vessel FAR SOLITAIRE w1as declared Ship of the Year 2012 by Norwegian State Secretary of Trade and Industry, Mr. Halvard Ingebrigtsen, at SMM in Hamburg 5 September 2012.

The offshore oil industry has over the years become more and more dependent on chemicals and noxious liquids in order to improve operational efficiency and maintain safety standards. At the same time, restrictions for offshore disposal of the same have become more stringent for environmental reasons.

“FAR SOLITAIRE is a chemical tanker compliant supply vessel which is the main reason for why the jury elected this vessel as Ship of the Year 2012,” said Asle Strønen, jury member and Publisher of Skipsrevyen. “Thus she is capable to undertake all aspects of offshore platform services. The technologically advanced vessel has been developed by Farstad Shipping ASA in close cooperation with Rolls-Royce Marine and is the first PSV of this type ever built (solitaire – one of a kind). She is yet not delivered from the yard. Delivery will take place in October 2012.

In the next turn these liquids need to be transported to and from the offshore installations, which means need of capable Platform Supply Vessels fit for this purpose. However, a conventional Offshore Supply Vessel defined by the rules as a Cargo Vessel is limited to carry maximum 800 cubic meters of these liquids on board at a time, which often is insufficient for the Operator and do not utilise the vessels over all capacity. Other features highlighted by the jury is her wave-piercing bow design, the development of a new cargo rail crane concept for PSVs

Janove Ottesen from Kaizers Orchestra held an exciting concert after the award ceremony

SHIP OF THE YEAR 2014

and the introduction of the frequency converter for the swing up thruster as power supply for shore power. During the project development Rolls-Royce was challenged by Farstad to pay high attention to the impact on the environment the construction and operation of this vessel would cause through its lifespan. Main parameters for the concept were laid by Farstad. The prestigious Ship of the Year-award is instituted by the major Norwegian shipping magazine Skipsrevyen. Prize candidates are nominated by the readers of the magazine, but the final election is the responsibility of a jury consisting of the Publisher and Editor of Skipsrevyen, Mr. Asle B. Strønen, the former MD of the Norwegian Shipowners’ Association Mr. Rolf Sæther and the MD of the sales and marketing organization Norwegian Shipyards, Mr. Birger Skår. ◆

State Secretary Halvard Ingebrigtsen proclaiming Ship of the Year 2012. To the right jurymembers Rolf Sæther and Birger Skår.

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Previous winners of SKIPSREVYEN’S SHIP

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YEAR Award

No ship delivered during 2011 qualified as S H I P O F T H E Y E A R SHIP OF THE YEAR 2010 M/V “Skandi Aker” was delivered from STX Norway Offshore AS – Søviknes to the Owners, DOFCON AS, on 7 January 2010 as the yard’s hull No. 705. Described as a conventional rigid riser light well intervention unit, she is classified as both ship and drilling unit, “Skandi Aker” can single-handedly replace oil rigs for several operations which previously were exclusively assigned to rigs. In sum all her technical achivements made her the obvious winner of Skipsrevyen’s SHIP OF THE YEAR 2010 award. Honoured at SMM 2010: From left Mr. Oddbjørn Hjelle, MD STX Offshore – Søviknes; Mr. Stig Sandanger Riise, SVP STX Norway Offshore Design; Mr. Oddvar Stangeland, Shipowner/DOF; Mrs. Rikke Lind, State Secretary, Norwegian Ministry of Trade and Industry; Mr. Stig Antonsen, VP Aker Oilfield Services and Mr. Birger Skår, Jury Member/MD Norwegian Shipbuilder’s Association.

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Previous winners of SKIPSREVYEN’S SHIP

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SHIP OF THE YEAR 2009

His Majesty King Harald V was eager to learn about “Far Samson”. From left Mr. Børge Nakken, Farstad Shipping; Mr. Steinar Nerbøvik, STX Norway Offshore Langsten; Mr. Asle Strønen, Skipsrevyen; King Harald V; Mr. Jørn Heltne, Rolls-Royce Marine; and Mrs. Rikke Lind, State Secretary of the Norwegian Departement of Trade and Industry who made the presentations. In 2009 His Majesty King Harald V handed over Skipsrevyen’s Ship of the Year awards to the ship’s Captain, Owner, Designer and Building yard at the Nor-Shipping exhibition in Oslo. M/V “Far Samson”, a UT 761 CD design, was delivered from STX Norway Offshore AS Langsten to the Owners, Farstad Construction AS, Ålesund. The Multifunctional Plough, Tug, Supply, Subsea Service Vessel was described as the most powerful offshore vessel which had been built to date. She is purpose built for seabed pipeline trenching, pulling a remote controlled plough on the seabed laying pipeline into an up to 2.5m deep ditch. The plough of about 200 tons can be pulled in water depths down to about 1,000m. A separate plough is used to backfill the trench.

SHIP OF THE YEAR 2008 The offshore service vessel “Island Wellserver”, owned by the Norwegian company Island Offshore and built by Aker Yards ASA, Langsten (now STX Norway Offshore AS Langsten), was declared Ship of the Year 2008 by the Norwegian State Secretary Mrs. Rikke Lind at the SMM 2008 exhibition in Hamburg, Germany. – “Island Wellserver” is a subsea riserless oil and gas well intervention vessel, and repre-

sents new technology in the offshore market. She also introduces new standards for working environment, safety and comfort, according to jury member Mr. Rolf Sæther. The other two jurymembers, Mr. Birger Skår and Mr. Asle Strønen, stated that this purpose designed vessel fulfils the latest rules and regulations for being an Installation, working on the Norwegian continental shelf. – By doing this service and fulfilling all these requirements, this vessel is unique, and therefore a natural choiche for the jury electing Ship of the Year 2008. “Island Wellserver” was the result of a vision that the the subsea well intervention market should be served by a vessel, instead of a drilling rig which so far had been the case.

SHIP OF THE YEAR 2014

Owner and Captain, Mr. Håvard Ulstein (left) and Mr. Fløysand (right), flanking State Secretary Rikke Lind.

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Previous winners of SKIPSREVYEN’S SHIP

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SHIP OF THE YEAR 2007

Receiving the Ship of the Year prize at Nor-Shipping 2007 June 12th: From left: CEO Gunvor Ulstein at the Ulstein Group, Sales Manager Egil Sandvik of Vik Sandvik, Minister of Trade and Industry Dag Terje Andersen, Editor Asle Strønen of Skipsrevyen, CEO Lars Peder Solstad of Solstad Offshore ASA and Captain Kjetil Sørstrønen of “Normand Seven”.

Built by Ulstein Verft for owners Solstad Offshore ASA, the unique offshore construction vessel NORMAND SEVEN was declared Ship of the Year 2007 by Norwegian Minister of Trade and Industry, Mr. Dag Terje Andersen, at Nor-Shipping 2007. NORMAND SEVEN is a large stateof-the art vessel, capable to undertake all aspects of offshore construction and installation works. The vessel is designed by Vik-Sandvik in close cooperation with the Owners and is of VS 4220 OCV design. This is the second time a vessel built by Ulstein Verft wins the prize. Last year’s winner, BOURBON ORCA, was also built by Ulstein. NORMAND SEVEN is however a bigger ship, in fact the largest ever built by Ulstein and she is an example of a complex project that has contributed to raise the level of the yard’s shipbuilding expertise.

SHIP OF THE YEAR 2006 M/V “Bourbon Orca”, the first Anchor Handling Tug Supply Vessel of ULSTEIN AX104 design with ULSTEIN X-BOW and built by Ulstein Verft AS, was elected Skipsrevyens Ship of the Year 2006. The ceremony took place at the SMM 2006 Exhibition in Hamburg in September. M/V «BOURBON ORCA» is the final product of a collaboration between Bourbon Offshore, Ulstein Design and ODIM and has several special features, like the X-Bow, the Odim SAHS and the diesel electric propulsion system. The inverted bow is a striking feature. The bow stemline is pulled back, and the hull reaches the bridge deck.When the X-Bow ship enters a wave, the foreship’s submerged volume immediately increases, and the retardation forces are distributed over an extended period of time. This results in lower acceleration/retardation levels. The advantages for the crew with better working and safety conditions and greater comforts in terms of noise, vibration and stability is striking.

No ship delivered during 2005 qualified as S H I P O F T H E Y E A R SHIP OF THE YEAR 2014

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Previous winners of SKIPSREVYEN’S SHIP

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YEAR Award

SHIP OF THE YEAR 2004 Aker Langsten AS, Tomrefjord (Aker Yards) delivered in 2004 a Platform Supply Vessel of a complete new design by Norwegian company Vik-Sandvik, VS 493 Avant, 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. Due to her innovations this ship was elected Ship of the Year 2004 by the Nordic shipping magazine Skipsrevyen. Mr. Andreas Gaarder, Norway’s chargé d’affaires to Germany, performed the handing over of Skipsrevyen’s awards for 2004 to the ship’s captain, owner, building yard and designer at the SMM exhibition in Hamburg.

SHIP OF THE YEAR 2003 The “G.O. SARS” was awarded SKIPSREVYEN’s “SHIP OF THE YEAR” for 2003. Norwegian Minister of Trade and Industry, Mr. Ansgar Gabrielsen, announced the prize as he opened the Nor-Shipping 2003 Exhibition on 3rd June. The Institute of Marine Research (IMR) and the University of Bergen (UiB) joined forces when ordering the new fishery research vessel “G.O. SARS”, which is possibly the most advanced research vessel in the world. The vessel was christened by Her Majesty Queen Sonja on the 7th of May 2003 in Bergen, but was handed over from Flekkefjord Slipp & Maskinfabrikk AS to the Owners already on the 25th April 2003.

SHIP OF THE YEAR 2002 The new pride of the Norwegian Navy KV «Svalbard» – a 103 meters 6300 tonnes icegoing Coast Guard Vessel built by Langsten AS – was delivered from the yard on the 18th of January 2002. Described as the world’s most sophisticated Coast Guard Vessel KV «Svalbard» received SKIPSREVYEN’s SHIP OF THE YEAR award at SMM 2002. Mr Oluf Ulseth, Undersecretary of State of the Norwegian Ministry of Trade and Industry handed over the awards to the ship’s captain, owner and buildingyard.

SHIP OF THE YEAR 2014

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Previous winners of SKIPSREVYEN’S SHIP

OF THE

YEAR Award

SHIP OF THE YEAR 2001 HM King Harald is congratulating captain Ola S. Harsheim of «The World» with SKIPSREVYEN’s «SHIP OF THE YEAR 2001» award. To his right Ms Anna Synnøve Bye, CEO and owner of the building yard Fosen Mek. Verksteder AS. With «The World» as «SHIP OF THE YEAR» Norway entered the Super League of shipbuilding – The Cruise Ship Building Nations. An important step in order to strengthen Norway’s position as a leading shipbuilding nation within all segments of highly complex and sophisticated specialised tonnage.

SHIP OF THE YEAR 2000 In 2000 the world’s first LNG fuelled ferry – M/F «Glutra» – was elected SHIP OF THE YEAR, built by Langsten AS for Norwegian owner Møre og Romsdal Fylkesbåtar AS. The vessel is a technological innovation in a relatively conventional shape. «Glutra» is one of the world’s most environmental friendly vessels when it comes to emissions to air and sea. E.g. the NOx emission is redused by 90 per cent. The handing over of SKIPSREVYEN’S awards was performed at SMM in Hamburg by Ms. Grete Knudsen, Norwegian Minister of Trade and Industry (right).

SHIP OF THE YEAR 1999 In 1999 the extremely advanced seismic research ship «Geco Eagle», owned by Geco-Prakla and delivered from Bergenbased Mjellem & Karlsen Verft AS, was presented with the «SHIP OF THE YEAR» award. The ship represented a new generation of integrated seismic vessels. Once again the event took place as part of the official opening ceremony at NorShipping in Oslo. The handing over of the prices was performed by Mr. Lars Sponheim, then Norway’s Minister of Trade and Industry. As the case had been in 1997, also in 1999 H.M. King Harald (centre) took the time to greet the representatives of the Ship, the Owners and the Building yard.

SHIP OF THE YEAR 2014

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Previous winners of SKIPSREVYEN’S SHIP

OF THE

YEAR Award

SHIP OF THE YEAR 1998 In 1998 the handing over of SKIPSREVYEN’s «SHIP OF THE YEAR» awards took place at the international shipping exhibition SMM in Hamburg. A considerable Norwegian representation at the exhibition made the venue a logical choice for the presentation. Winner of the award was the luxurious M/S «Pasiphae», hull no. 67 from Fosen Mek. Verksteder owned by Minoan Lines S.A. in Greece. The handing over was performed by the Norwegian Ambassador to Germany Mr Morten Wetland (second from right).

SHIP OF THE YEAR 1997 SKIPSREVYEN’s «SHIP OF THE YEAR» 1997 was awarded the chemical tanker M/T «Bow Faith», Hull no. 134 from Kværner Florø AS and owned by Storli/Odfjell ASA. The presentation formed part of the official opening ceremony at Nor-Shipping 1997. The handing over was performed by Ms. Grete Knudsen, Norwegian Minister of Trade and Industry (left).

The prestigeous Ship of the Year-award is instituted by the major Norwegian shipping magazine SKIPSREVYEN. Price candidates are nominated by the readers of the magazine, but the final election is the responsibility of a jury consisting of the former MD of the Norwegian Shipowners’ Association Mr. Rolf Sæther; the MD of the sales and marketing organization Norwegian Shipbuilders Mr. Birger Skår; and the publisher of Skipsrevyen Mr. Asle B. Strønen. Photos: Fjellstrand samferdselsfoto.no Tor Arne Aasen

SHIP OF THE YEAR 2014

www.skipsrevyen.no www.shipoftheyear.com www.shipbuildingnorway.com www.nssm.no

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SHIP OF THE YEAR 2014

SAFER, SMAR SMARTER, TER, GREENER

Owner: NORLED AS Ve essel type: Car Ferry Flag: Norway Ya ard: Fjellstrand AS (1696) Year built: 2014 LOA: 80.00 m B: 20.80 m D: 5.93 m

# # 1A1 1A1 L LC C R4(nor) C Car ar Ferry Ferry C Battery Battery Power Power

WELCOME WELCOME TO TO DNV GL CLASS: CLASS: «Z «ZERO EROCA AT T  » »

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