A Chinese yard is to build a dozen of Ulstein’s bull-nosed X-Bow supply vessels to Seatankers Group owned by Norwegian shipping magnate John Fredericksen.
Sinopacific’s Zhejiang yard in Ningbo has worked with Ulstein since 2007, however, Seatankers is a new client for Ulstein.
The contract covers comprehensive equipment package including design, engineering and equipment supplied by Ulstein.
The PX-105 class vessels will be 88.9m by 19m breadth. They will be fitted with diesel-electric propulsion and carry a comprehensive electrical package delivered by Ulstein Power & Control.
The 4,700 tonnes deadweight vessels will be fitted with Azipull 100 propellers, and will be able to reach speeds of 15.5 knots. The cargo deck area will be more than 1,000sq m.
Including these new contracts, Ulstein has sold a total of 26 vessels of the PX105 design incorporating the radical X-Bow hull-form. Thus far, 62 vessels with the X-Bow design have been sold since its launch in 2005.
Changing tack in terms of market, the Norwegian company has for some time been co-operating with the American shipbuilding group Vigor Industrial in the development of an X-Bow vessel for US Coastguard service.
As a result, the SX151 design is now being pitched at the USGC by Vigor in the hope of picking up a chunk of the 25 new ships replacement programme.
Ulstein has worked together with Vigor for two years to develop a winner, which bears an uncanny resemblance to the subsea contracting variants of the X-Bow.
The design is for a 100m long by 16.4m broad hull capable of up to 22 knots . . . significantly faster than the average offshore supply vessel.
A typical operating speed range in USCG service would range 5-22 knots. The propulsion system developed for the Vigor/Ulstein offering is a diesel electric/diesel mechanical hybrid.
There would be accommodation for 124 persons, a helicopter deck and hangar, and remotely-operated vehicle-style hangars for three rescue boats, according to deputy CEO, Tore Ulstein, who is responsible for market and innovation at Ulstein.
This is a long-term project. Several yards are currently sending their prospects to the USCG, which has traditionally favoured warship derivative hulls . . . sharp, narrow-gutted and relatively poor load carriers. The Vigor/Ulstein offering is radically different but well proven in arduous conditions ranging from Arctic ice to Equatorial heat.
Expectation is that the replacement build programme contract will be awarded at the end of 2014 or beginning of 2015.