Norwegian stealth taps the deep

Norway’s maritime research and construction sectors are successfully exploiting a paradox ? they are selling silence to niche market on a global scale at healthy profit margins.

The vessel design is being pushed forward by Skipteknisk AS, consulting naval architects and marine engineers in Ålesund Norway and the latest research vessel (RV), the 77.5-metre, $64 million, G.O. Sars (4,067 GT) was delivered in 2003 by Flekkefjord Slip & Maskinfabrikk AS (FS&M).

The Sars is very much the conceptual and detailed specification of the two research owners, the Institute of Marine Research (IMR) and the University of Bergen (UiB). Skipsteknisk and FS&M cut their teeth, on what they call ‘super-silent research ships’, including Scotland’s RV Scotia (launched 1999) and Ireland’s RV Celtic Explorer . They have won the contract for the UK’s 95m James Cook. Flekkefjord’s is also building one of the world?s biggest offshore service vessels for Norway’s Statoil and Solstad Shipping.

Price and market

There are some 50 dedicated RVs worldwide, owned mostly by rich countries.

A large number of developing countries with healthy, large fish stocks have no dedicated vessels, yet poor data can cost millions when assessing stock for lucrative fishing licenses. The long-term market could be for at least 70 dedicated research vessels at an average $60 million per vessel ? 4.2 billion in total.

G.O. Sars (named after the famous Norwegian biologist) required an act from the Norwegian Storting (parliament) for its funding. Generally, such vessels are paid for out of taxes so funding risks are low.

The Sars reflects two key elements in design ? a tailor-made configuration, for advanced physical and electronic fish capture data, lab processing, organic and inorganic water testing. It includes seismic research and core-drilling, which is of importance to Norway because of its marine oil industry. Statoil was sitting on a cashpile of 1,000 billion Krone ($120bn) as The Motor Ship went to press. The other is the design of the vessel’s hull and its propulsion system to ensure maximum silence in the water under power. The owners say it is “99% quieter than traditional research vessels”.

Good market

Fisheries minister Svein Ludvigsen told The Motor Ship in Trondheim onboard the G.O.Sars that he hoped there was a good market to sell such research ships to the rest of the world. “This is the most modern research vessel worldwide. Most of the nations who manage resources have an obligation to get better knowledge about what’s down there in the sea and then they need modern technology.”

Motor Ship spent three days at sea watching the Sars go through its paces. It’s primary aim is not to frighten the fish. The hull(ranging from 16.4 to 18.6m in width) tapers its way through the water for minimum resistance. It has two-drop keels with cabled acoustic sensors and double sonar, all monitored from the sophisticated instrumentation room by Kaare Hansen who has been pleased with the results.

The keels means data collection is not affected by hull ‘noise’ (bubbles) giving dramatically better hits on fish as well as a stability bonus. The vessel operated several deep-dive robotic vessels (to more than 3,500 metres) during its June to August mid-Atlantic research trip (MAR-ECO), and it has a full dynamic positioning system controllable from the instrument room on the bridge.

Stealth profile

Integral to its stealth profile, is propulsion vibration reduction, which research fleet director Per Nieuwejaar says is better than the top end of the millionaire’s luxury yacht market. There is certainly no vibration visible on a cup of coffee in the large, well-appointed canteen (restaurant would be a better word). Outside the three engine rooms (for port auxiliary, 3 x Wärtsilä 6L32 (total output of 8100 kW at 720 rev/min) and two Teco Westinghouse (2 x 3000 kW DC motors) the engines cannot be heard on board.

Engineer Roy Grob said the diesel engines were standard and they normally run with one Wärtsilä charging the DC motors, though running is rotated. For running and thrusters operation two diesels are required. The diesels share a common freshwater, expansion-tank, cooling system. At least one engine with autonomous cooling would have seemed more secure.

For vibration, Wärtsilä has used what it calls a specially-designed, double raft system. Each base frame has resilient mounts in a 90-degree vee-form, and the baseframe is also on a bed of rubber against the hull. The baseframe is tuned to blend with propeller shaft and blade frequencies. The French-built propeller on Wärtsilä-Lips Defence is based on a design drawing on naval vessel and submarine experience. Grob says that there is just no vibration at normal running speeds, though it does start at full speed.

It was not possible to tell the vessel was moving from the comfortable double-bunk rooms (25 single cabins, 10 doubles for 15 crew and 30 scientists, with full telecoms and Net facilities) on a flat-sea moving up Norway. However, air-conditioning throughout the vessel seems quite ‘noisy’ and intrusive compared to a landside building. The crew say it is ‘noisy’ because the engines cannot be heard! Skipsteknisk may have not got it quite right. The ship’s funnels on the upper-deck are noisy and although not a contractual issue, Per Nieuwejaar says this has to be sorted out for his ‘silent’ ship. The piping needs tuning. That could even reduce the distance at which fish ‘hear’ the Sars and dive away ? at present 15m.

Engineers said they experienced some moisture problems within the controls for the electrical winches while in the Azores. The ship handles well and captain John Hugo Johnsen has also had a solid week of mountainous seas in the Greenland Sea, topping the bridge antennae.

The bridge is vast and uncluttered. Side and rear command consoles allow control of robots etc. This is a one-man-control ship and proof was how the rear console let Johnsen shoot the rear trawl in the Trondheimfjord while his ‘rear eyes’ allowed him to steam ahead.

Radio control (IEEE 802.11 standard WiFi) of most equipment is now common on modern fishing vessels, so anyone, anywhere can run equipment. Operational data capture comes as a major bonus. On the Sars only a few small winches use radio control with no clear explanation for relying on optical fibre and cabling throughout.

This vessel is for scientists, for months at sea. The two-month log for the MAR-ECO expedition, led by IMR international coordinator Odd Aksel Bergstad, indicated their happiness with the working areas, lecture theatre and the (definitely quiet and comfortable) library and special smokers’ room.

Space

A tall, side-loading door dramatically reduces port time for taking on board supplies. Senior scientist Åsmond Bj?rdal said his colleagues much appreciated this space and the large mid-hanger for keeping out of direct bad weather when working. Yet, it is surprising there is not even a service lift in the ship, at least for the catering and cleaning crew .

The owners have a few glitches for the yard to sort out in this top-of-the-range vessel. The escape route drill highlighted the penn’orth of tar issue — some floors were slippery for the lack of a few handfuls of sand in the paint, staircase banisters were not sturdy and shower doors were shattering during a roll so locking catches have had to be added.

Fortunately the crew added a makeshift step so that the minister did not repeat the mistake of others, stepping out on the foredeck and its helicopter pad and falling headlong into the assembled reception for the Nor-Fishing Innovation Prize. There is an extra six-inch drop difference between the corridor and the deck outside the combing. n