Ulstein Today no 1, 2005 - Ulstein Group

ULSTEIN TODAY 

N E W S L E T T E R F R O M U L S T E I N N O . 1 2 0 0 5 

B O U R B O N C H O O S E S I N N O VAT I O N , PA G E S 2 - 1 1 

M A N Y U L S T E I N D E L I V E R I E S , PA G E S 1 4 - 1 6 

U L S T E I N F O C U S E S A B R O A D , PA G E S 2 0 - 2 1 

S T U D E N T P R O J E C T S B E A R F R U I T S , PA G E S 2 2 - 2 4

Developing the traditional offshore design mindset 

The ULSTEIN X-BOW marks the 

start of a new generation of vessels 

When the Ulstein Group and Bourbon Offshore Norway signed a contract for an ULSTEIN AX104 in 

April this year, a new bow concept, ULSTEIN X-BOW, was also launched. The bow, which slopes 

backwards and has no bulb, will revolutionise the offshore vessels of the future according to the de- 

signers at Ulstein Design. They claim that offshore design has been characterised by traditional thinking. 

When the Norwegian oil adventure started 

in the early 1970s, American-designed 

offshore vessels were used during the first 

few years. These were essentially designed 

for use in the Gulf of Mexico where sea 

conditions are quite different to those in 

the North Sea. The former Ulstein Group, 

headed by CEO Idar Ulstein, quickly realised 

that one would have to rely on self-designed 

vessels specially tailored for the severe 

conditions in the North Sea. The first UT 

design was produced by the newly-founded 

design company, Ulstein Trading. 

OWN DESIGN ENVIRONMENT A NECESSITY 

When the Ulstein Group was acquired by 

Vickers in 1999, which subsequently was 

bought by Rolls-Royce, Rolls-Royce also 

acquired the rights to the UT designs. 

The Ulstein Group continued to build 

vessels but established its own design 

department immediately after the separation. 

The new Ulstein Group did not want 

to simply focus on shipbuilding where one 

often just competes on hours; it wanted 

to be involved in the design of advanced 

vessels for the future. Having its own design 

environment was therefore regarded as 

crucial to maintaining the high technological 

level of shipbuilding, and the design 

department, Ulstein Design, was established 

as an independent company in 2000. 

MANY ULSTEIN DESIGNS REALISED 

In the last five years the company has 

developed an extensive portfolio of Ulstein 

designs. The portfolio consists of three 

series of vessels: the ULSTEIN A series 

(anchor handling tug supply vessels), the 

ULSTEIN P series (platform supply vessels), 

and the ULSTEIN S series (specialised/ 

multifunctional vessels). Several of the 

designs in the portfolio have been realised 

or are under construction. “So far four 

ULSTEIN A101 design vessels have been 

built, and five platform supply vessels 

of the design types ULSTEIN P103, 

ULSTEIN P105 and ULSTEIN P106. 

In addition to this, three platform 

supply vessels of the ULSTEIN P105 and 

ULSTEIN P101 design types, and two 

anchor handling tug supply vessels of the 

ULSTEIN AX104 and ULSTEIN A102 types 

are under construction,” reports the 

president of Ulstein Design, Tore Ulstein. 

THE ULSTEIN NAME IS WELL-KNOWN 

“Entering an established market as a new 

player is difficult, but our reputation helps. 

Ulstein is a well-known name as it was we 

who at the time revolutionised existing 

offshore vessels at the start of the oil era. 

Ulstein Verft is also the shipyard that has 

built the most UT design offshore vessels. 

What was new at that time was that the 

freeboard in particular was constructed 

much higher and the engine room was 

moved forwards in order to free up the 

deck behind and ease logistics, thus 

establishing the loading and unloading 

system used today. A high cargo rail 

protected the cargo from the sea. 

Gangways along the cargo rail increased 

crew safety,” says Ulstein. 

DESIGN INNOVATIONS 

“Ulstein Design is now building on what the 

former Ulstein Group started in the 1970s. 

We focus on good sea keeping qualities, 

little loss of speed, and optimised hulls both 

above and below the waterline with a view 

to good movement properties. The tank 

arrangement is well suited to achieving 

good carrying capacity. We offer a total 

package in which the choice of components 

and system solutions shall ensure that the 

vessel is in demand. Lifecycle costs are 

of particular importance in the design 

principles and result in a vessel having a 

sensible price throughout its entire work- 

ing life. This has been a core concept during 

the five years Ulstein Design has existed as a 

company. We have now gone even further 

and launched ULSTEIN X-BOW. We have 

also come up with a solution for diesel 

electric propulsion for anchor handling 

tug supply vessels. These two innovations 

will turn how people view offshore vessels 

upside down in the future,” claims Ulstein 

Design’s design manager, Håvard Stave. 

“As far as the hull is concerned, a vessel with 

an ULSTEIN X-BOW is completely different 

to a traditional vessel. The bow has been 

inverted and the hull raised significantly, 

while at the same time one has permitted 

some dipping,” explains senior designer 

hydrodynamics, Øyvind Gjerde Kamsvåg. 

“ULSTEIN X-BOW can be incorporated 

into all three of the series in the portfolio 

but is best suited to medium sized and large 

vessels. There must be a minimum height 

from the water surface to the bridge deck. 

Since most of the vessels in the current 

portfolio are of this size, most of them are 

suitable for the ULSTEIN X-BOW”. 

OPTIONAL BOW FOR ULSTEIN VESSELS 

“Are you only going to focus on designs 

with the ULSTEIN X-BOW option in the 

future?” 

“The conventional design will of course live 

side by side with the ULSTEIN X-BOW for 

a while yet. An ULSTEIN X-BOW does not 

make a vessel cheaper to buy, but it will be 

cheaper to operate due to the reduction in 

fuel consumption. We are prepared for the 

fact that some shipowners will be sceptical 

about choosing a completely new concept, 

and that they will prefer to continue with 

something they are familiar with. This is 

the shipowner´s choice,” says Stave, adding: 

“Our job is to convince the shipowner to 

make the choice that is right for him.” 

ULSTEIN TODAY NO 1 2005 • Published by: Ulstein Mekaniske Verksted Holding ASA, NO-6067 Ulsteinvik, Tel: +47 7000 8000 • www.ulsteingroup.com 

Editor: Øyvind M. Olsen. Assistant editor: Tonje Øyehaug Ruud • Production: Fuglefjellet • Printed at: Viketrykk AS • Photos: Tony Hall and Ulstein 

FRONT PAGE: The ULSTEIN AX104 with the spectacular ULSTEIN X-BOW TM marks the beginning of a new era in offshore vessel design. 

The new ULSTEIN X-BOW 

concept turns the traditional 

offshore design upside down

4 

Bourbon Offshore Norway chooses Ulstein 

Contracts for newly-developed 

anchor handling vessels 

In the spring, Ulstein Verft signed contracts with Bourbon Offshore Norway to build two new Ulstein 

designed anchor handling tug supply vessels, one an ULSTEIN A102 and the other an ULSTEIN AX104. 

In February, Ulstein Verft delivered the 

platform supply vessel “Bourbon Topaz” 

and is currently building its sister vessel 

“Bourbon Peridot”. In the spring, Bourbon 

Offshore Norway ordered more vessels, one 

ULSTEIN AX104 and one ULSTEIN A102 

anchor handling tug supply vessels for 

delivery in May and July 2006, respectively. 

“We are pleased with Ulstein Design’s 

solutions and with the progress of the 

project at Ulstein Verft and so also chose 

the Ulstein Group for these build projects,” 

says Bourbon Offshore Norway’s managing 

director, Jostein Sætrenes. “We see a need 

in the market for medium and large anchor 

handling tug supply vessels,” he says. 

ULSTEIN A102 

Both vessels are designs that have 

not been realised previously. The 

ULSTEIN A102 vessel is tailored to the 

company’s needs and has a bollardpull 

of 180 tons. It is 75.2 metres long with a 

beam of 17 metres, and has a large 400 

ton winch. 

“This is an anchor handling tug supply 

vessel that is at the lower end of the scale 

used in the North Sea, but it can also be 

used there. An ULSTEIN A102 stands out 

from a number of other anchor handling 

tug supply vessels in that it has greater 

load capacity than normal. This makes it 

ULSTEIN VERFT DELIVERY SCHEDULE 

BOURBON OFFSHORE NORWAY 


ISLAND OFFSHORE 

ADVANCED DEEP SEA INSTALLATION 


Y.NO. 274 ULSTEIN A102 

Y.NO. 273 ULSTEIN AX104 

Y.NO. 272 ULSTEIN P101 

Y.NO. 271 

very well-suited for combo tasks in areas 

involving great distances, such as West 

Africa and the East. The vessel will sail under 

a Norwegian flag to start with, but is 

being built in such a way that it meets the 

requirements for sailing under other flags, 

including the French flag. This means that 

the vessel can work in the aforementioned 

areas,” says Ulstein Verft’s sales manager, 

Harald Møller. 

ULSTEIN AX104 

The ULSTEIN AX104 anchor handling 

tug supply vessel is 83.6 metres 

long with a beam of 18.5 metres. 

It is equipped with a 400 ton winch, 

DP2 (dynamic positioning) and has a 

bollardpull of at least 180 tons. 

The vessel will be fitted out for 35 

people in one and two-man cabins. 

It will be able to reach speeds of 17.5 

knots. ULSTEIN AX104 stands out 

from traditional offshore vessels with 

its inverted bow. 

“The shape of the hull eliminates 

slamming caused by the sea. The vessel is 

equipped with a diesel electric propulsion 

system and fuel costs will be good. The 

vessel will also be equipped with a ‘Safe 

Anchor Handling System’ (SAHS), which 

increases the safety of anchor handling 

work,” says Tore Ulstein, president of both 

Y.NO. 270 ULSTEIN P105 

DOCKING 31.05 

STEEL CUTTING 27.06 

DOCKING 09.07 

STEEL CUTTING 01.08 DOCKING 11.03 

LAUNCHING 09.07 

DOCKING 10.10 


DELIVERY 28.10.05 

Ulstein Design and Ulstein Verft. 

“We liked the innovative design, and the 

shape of the hull greatly improves life 

onboard. There is less vibration and noise, 

and off-duty crew members will be able to 

rest more easily. Another big advantage 

with this vessel is that the diesel electric 

propulsion system results in lower emissions 

and thus a cleaner environment. 

The results from the model tests were 

also brilliant, and we decided to back this 

innovation,” says Jostein Sætrenes. 

Bourbon Offshore Norway was also a 

driving force behind the SAHS system: 

“We are responsible for hundreds of 

seamen and place great weight on making 

workplaces safer. The SAHS solution 

eliminates several hazardous deck operations. 

We believe the ULSTEIN AX104 

will catch the eye of our customers; the 

oil companies who take the challenge of 

thinking safety so seriously. The queue of 

DOCKING 07.01 





users should be long,” asserts Sætrenes. 

PLEASINGLY HIGH ACTIVITY 

A busy delivery programme for 2005 

and 2006 means the Ulstein Group’s 

employees have a lot to do. Ulstein Verft, 

Ulstein Design and Ulstein Elektro have 

all hired more people. Many new 

apprentices have also been taken on 

and external manpower is being used 

at peak times during production. 

The employees are pleased about having 

so much to do: “We are interested in 

building vessels and in having a job to go 

to. So we are motivated even if we have 

to work night and day at times,” says 

furnishings carpenter and deputy shop 

steward of the Fellesforbundet union at 

Ulstein Verft, Bjarne Pettersen. 

“Building a new ship design is both 

exciting and challenging for us. Innovative 

projects help to further the Ulstein Group, 

and we believe the new vessels we build 

will be well received in the market,” he says. 




Ulstein Verft’s sales manager, Harald Møller, 

appreciates the fact that Bourbon Offshore Norway 

has ordered several Ulstein designed vessels. 

MAY 05 JUN 05 JUL 05 AUG 05 SEP 05 OKT 05 NOV 05 DES 05 JAN 06 FEB 06 MAR 06 APR 06 MAY 06 JUN 06 JUL 06 AUG 06 SEP 06 OKT 06 NOV 06 

U L S T E I N T O D AY N O . 1 / 2 0 0 5 


Bourbon Offshore 

Norway has ordered 

two Ulstein designed 

anchor handling tug 

supply vessels. One is 

an ULSTEIN A102, 

as in the illustration, 

the other is an 

ULSTEIN AX104. 

The vessels will be 

built at Ulstein Verft. 

5

6 

ULSTEIN AX104 

Frode Sollid and Kjellbjørn Kopperstad of Ulstein Design have 

come up with a diesel electric propulsion solution suitable for 

large anchor handling tug supply vessels. 

New bow and stern solutions 

The diesel electric propulsion and inverted bow result in lower fuel consumption, 

a vessel that is better able to cope with heavy seas with less loss of speed, less slamming, 

less rolling and a better and more comfortable workplace. 

The ULSTEIN X-BOW, the inverted bow, 

is the first thing one notices about the 

ULSTEIN AX104. 

“The tests in the Marintek research institute’s 

model tank in Trondheim, Norway, 

were good and very encouraging, and we 

are convinced that our expectations will be 

more than met,” says Ulstein Design’s senior 

designer hydrodynamics, Øyvind Gjerde 

Kamsvåg. 

“Many design companies and shipowners 

have for a long time concentrated on 

creating optimised hulls with the aim of 

saving fuel and achieving a vessel that 

behaves as well as possible in calm waters. 

With the new bow we have also concentrated 

on optimising the vessel’s encounter with 

waves. A conventional bow throws a lot of 

water up and forward, especially in heavier 

seas. This requires a lot of energy, resulting 

in slamming and vibrations throughout the 

vessel, and the sea can cause damage to the 

superstructure. We wanted to create a bow 

that works with the sea and not against it,” 

he explains. “The new hull shape allows the 

vessel to dip down into the sea a bit when it 

encounters waves, though this dipping happens 

gently and without slamming. In the 

tests the vessel actually did better than we 

expected. Even though we tested the hull 

at significant wave heights of six metres, in 

other words the largest waves could be up 

to 11 metres high, the sea hardly came up 

onto the bridge deck, even at speeds of 10.5 

knots,” he says enthusiastically. 

GOOD CARRYING 

The test results in the model tank were confirmed 

by Magnus Tvete, a project manager 

at Marintek: 

“I thought the hull shape would cause some 

spray, but the design proved to result in very 

good carrying.” Tvete also said that some of 

the most common damage that occurs on 

offshore vessels is that the sea breaks in the 

wheelhouse’s windows and that this type of 

“inverted” bow should in theory make the 

wheelhouse more vulnerable in heavy seas: 

“The model tests showed that hardly any 

water got onto the bridge deck, even in 

extreme weather conditions,” he says. 

Tvete points out that it has not been possible 

to carry out comparisons between an 

ULSTEIN AX104 and vessels of the same 

design with conventional bows in equivalent 

conditions. 

“The tests were promising, Øyvind Gjerde 

Kamsvåg, but you perhaps won’t sleep well 

the night before the first ULSTEIN AX104 

for Bourbon Offshore Norway starts its sea 

trials?” 

“Actually I’m not worried that we will 

experience any surprises at that time. 

We had a good day at Marintek when we 

were observing the tests there, and are 

pretty relaxed about the expectations we 


The model of the ULSTEIN AX104 with 

the ULSTEIN X-BOW did extremely 

well during the model tests at Marintek. 

have vis-à-vis the hull being met,” he 

replies. 

HAVE DEVELOPED A DIESEL ELECTRIC SOLUTION 

While Kamsvåg has immersed himself in 

hull design, his colleagues Frode Sollid and 

Kjellbjørn Kopperstad have been working 

on diesel electric propulsion solutions for 

anchor handling tug supply vessels. They 

are, respectively, senior designer electrical 

systems and senior designer machinery 

systems: 

“Diesel electric propulsion systems have 

almost become standard on platform 

vessels that carry supplies to oil installations. 

The benefits are lower fuel costs and 

a more environmentally friendly vessel. 

However, in the case of large anchor 

handling vessels that are going to move 

platforms and carry out other demanding 

operations such solutions have not been 

economical. This is because of the high cost 

of equipment and space problems onboard 

due to the large engine power required for 

such vessels,” they explain. 

“We have now come up with a solution 

in which we, among other things, eliminate 

the need for a high voltage system 

onboard. This results in low costs and less 

need for space. The investment needed 

will probably be somewhat higher than a 

conventional mechanical system, but with 

the current high fuel prices we believe the 

total economics over the vessel’s lifetime 

will be good,” points out Frode Sollid. 

“This solution could actually save millions 

NOK on fuel costs a year,” adds Kjellbjørn 

Kopperstad. 

EXPENSIVE DEAD TIME 

What makes it possible to save so much 

on fuel costs is the fact that anchor 

handling tug supply vessels are designed 

for heavy winch operations and towing 

jobs that require a great deal of engine 

power, but this engine power is only 

fully exploited for a small fraction of a 

vessel’s operating time.“With a normal 

mechanical propulsion system, the huge 

machinery must tick over while one is 

lying alongside a platform waiting to go 

to work. Even when the propellers are 

turning and the vessel is not moving a 

lot of fuel is being consumed, which of 

course is very uneconomical,” say the two 

designers. Given the need for power one 

can, with the aid of frequency transformers 

and switching between using one or 

more of the generator sets onboard, save 

a lot on fuel costs. 

The new ULSTEIN AX104 for Bourbon 

Offshore Norway will be equipped with 

six sets of generators, two azimuth main 

propellers and a retractable azimuth 

propeller to provide extra propulsion 

power when needed. 

ODIM SAHS 

Partnership created world innovation 

in safe anchor handling 

Cooperation across the maritime cluster in Sunnmøre, Norway, is 

creating new and revolutionary solutions. ODIM SAHS was recently 

launched: A completely new system that will result in far safer 

anchor handling on offshore vessels. 

“It was the oil company Statoil that invited 

the maritime sector to come up with better 

solutions than the existing ones,” says 

Bourbon Offshore Norway’s market director, 

Trond Myklebust. “Anchor handling may be 

the most dangerous operation carried out by 

the service fleet in the oil industry, and there 

have been many injuries and even deaths in 

the North Sea alone, in connection with such 

operations.” 

NEW SOLUTION 

Bourbon Offshore Norway contacted the ship 

design company Ulstein Design, and also drew 

equipment supplier ODIM into the process 

of developing a new solution. One year after 

work started the partners have developed a 

completely new solution, which, among other 

things, involves a new stern compared to the 

traditional one on an anchor handling tug 

supply vessel. Bourbon Offshore Norway has 

also ordered the first vessel to be equipped 

with the “Safe Anchor Handling System” 

(SAHS), an ULSTEIN AX104 that is being built 

at Ulstein Verft. The new system eliminates 

several hazardous operations in relation to 

earlier solutions. Previously the crew had to 

stand and balance on the stern roller to 

capture the pennant wire with a boathook. 

A new stern ramp that is deployed out over 

the stern with a remote controlled T shaped 

capture hook, a pennant catcher, has now 

been developed. Perhaps the most hazardous 

operation takes place when the heavy anchor 

is weighed and has to be dragged over the 

stern and onto the deck. Enormous forces are 

in play and if a cable breaks serious injuries 

can easily occur. With the new solution, 

the anchor is brought onto the deck in a 

controlled manner using the new ramp. 

Movable tugger cranes on the cargo rail can 

be remotely controlled to drag heavy equipment 

around on the deck. Operations in which 

crews currently have to capture buoys by 

lassoing them from the stern have also been 

improved upon in that remote controlled 

hooks will be installed on the tugger cranes 

and these will be used to capture the buoys. 

MET WITH JUBILATION 

“I have presented the new solution to a 


This is how the new stern that eliminates several 

hazardous anchor handling operations looks. 

number of oil companies and have been 

met with jubilation every time,” says Trond 

Myklebust. “Even though the vessel we have 

ordered will cost 10-15 per cent more with 

the new stern solution and diesel electric 

propulsion, we believe the oil companies are 

willing to pay this extra to hire a safer vessel.” 

ODIM’s sales manager, Lidvard Liaset, also has 

great expectations for SAHS: 

“The feedback from the shipping companies 

and designers has been exclusively postive. 

Several shipowners that are in the new 

vessel’s target group have said that it is most 

definitely an acceptable solution,” he says. 

NEW STANDARD FOR ANCHOR HANDLING 

Groupe Bourbon wants the new system to be 

available to everyone: 

“The goal has always been to improve crew 

safety on deck. Not just for our own people, 

but for all seamen. If we are going to succeed 

in doing this, then all improvements have to 

be available to everyone. We have therefore 

chosen not to claim any rights to what we 

have developed. We have shown that we are 

innovative and dare to invest in something 

new. If others want to use the system on their 

vessels, they are more than welcome to do so. 

We will then have achieved our goal. I think 

it is an advantage for the entire sector that 

we, together with our partners, have now 

eliminated hazardous operations and can 

turn this new equipment into a new standard 

for anchor handling offshore,” says Trond 

Myklebust. 

7

8 

Bourbon Offshore Norway 

“Bourbon Topaz” was delivered to 

Bourbon Offshore Norway in February 

2005, and its sister vessel “Bourbon 

Peridot” will be finished in October. 

Contract for two ULSTEIN P105 

vessels from Ulstein verft 

In the autumn of 2004, Bourbon Offshore Norway signed a contract for the building of two 

ULSTEIN P105 platform supply vessels at Ulstein Verft. The first of these vessels, “Bourbon Topaz”, 

was delivered in February 2005. The second, “Bourbon Peridot”, is under construction and will 

be ready for delivery at the end of October. 

When Ulstein Verft signed a contract in September 2004 with 

Bourbon Offshore Norway to build an ULSTEIN P105, with an 

option for a sister vessel, Bourbon Offshore Norway’s managing 

director Jostein Sætrenes said he had great expectations of the 

Ulstein design:“The Ulstein Group will now have a chance to raise 

the profile of its designs within Groupe Bourbon. We believe that 

this will help us to win good projects,” said Sætrenes. 

WENT STRAIGHT TO WORK 

The contract vessel, “Bourbon Topaz”, was intended for the spot 

market in the North Sea. But when the vessel was delivered on 

18th February this year it was announced that a contract had been 

signed for the use of the vessel. ““Bourbon Topaz” won a job in the 


North Sea with the oil company Apache which operates in the UK 

sector, and the vessel was based in Aberdeen until May,” reports 

Bourbon Offshore Norway’s market director, Trond Myklebust. 

REFITTED FOR NEW PROJECT 

In the beginning of May, “Bourbon Topaz” returned to Ulstein 

Verft to be converted. 

“This was done to modify the vessel for another customer. 

The fixed contract that another vessel in the fleet, “Bourbon Hidra”, 

has with Statoil runs out in the autumn. By offering “Bourbon 

Topaz” with its new technical solutions in its place, Statoil signed us 

up for another four years,” says Myklebust. ““Bourbon Hidra” will 

instead enter a two-year contract with Shell in Nigeria from July,” 

he reports. It took a month to convert “Bourbon Topaz”: 

“A number of changes were made, the most extensive of which 

was adding two tanks for special products and a catalyser for 

environmental reasons. We also added a crash barrier at the front 

of the deck, moved the loading and unloading stations to the main 

deck, and built a section aft so that it was closed off and just as high 

as the rail. And we installed a broadband antenna,” reports the 

project manager at Ulstein Verft, Roar Riise. 

FIRST NAUT-OSV 

“Bourbon Topaz” was the first vessel to be delivered with the 

new NAUT-OSV class designation from Det Norske Veritas (DNV). 

The class specifications are intended to ensure improved sea views; 


the bridge’s interior and equipment are designed to be optimal 

for the operators, both when it comes to navigation and during 

offshore operations. All the functions are available to an operator 

at only an arm’s length, which improves safety onboard and simplifies 

work on the bridge. 

BOURBON PERIDOT 

In November 2004, Bourbon Offshore Norway exercised its option 

for vessel number two, “Bourbon Peridot”: 

“When we signed the first contract, Bourbon Offshore Norway was 

a new customer for us. We were therefore extra pleased when the 

company chose to order yet another vessel from Ulstein Verft. The 

fact that an internationally owned, local shipowner wanted to use 

our designs in a global market gives us reason to believe that we are 

in the process of building up wide-ranging trust in the market,” said 

the president of both Ulstein Verft and Ulstein Design, Tore Ulstein, 

when the option was exercised. 

The hull for “Bourbon Peridot” was built at Maritim-Shipyard Sp. 

z.o.o. in Poland and arrived at Ulstein Verft at the end of May. 

This vessel is also being fitted with a NAUT-OSV bridge solution. 

The vessel will be ready for delivery at the end of October. 

”Bourbon Topaz” working in the North Sea 

in spring 2005. (Photo: Cato Welle) 

9

1 0 

Innovation and design 

“Great strength for Norwegian 

shipping companies to be able to work 

in an innovative maritime cluster” 

“This is a brilliant example of what is possible to achieve through a partnership between 

demanding customers and expert suppliers. I am extremely impressed with respect to the work 

that everyone in and around the Ulstein Group has put in vis-à-vis achieving this project. 

It will be exciting to see what the market will do now with this promising design.” 

Director general Marianne Lie is full of 

praise for Ulstein Design’s new bow design, 

ULSTEIN X-BOW, which so far has resulted 

in one contract for an ULSTEIN AX104 

for Bourbon Offshore Norway. The director 

general of Rederiforbundet, the Norwegian 

shipowners’ association, believes it is 

a great strength for the development and 

competitiveness of the shipping companies 

that a wide-ranging maritime sector 

exists in Norway that thinks innovatively 

and develops new vessel concepts and new 

equipment. 

EXCITING RELATIONSHIPS 

“A strong maritime cluster in Norway 

contributes to the development of new 

knowledge and exciting partnerships that 

all players in the sector benefit from. 

Having links to a cluster in which consultants, 

shipyards and equipment suppliers 

work every day on the development of 

new, advanced solutions is a great strength 

for Norwegian shipping companies,” says 

Marianne Lie. Ulstein Design’s new vessel 

design was also met with enthusiasm by 

Norsk Form, an organisation that, among 

other things, is involved in communication, 

innovation and debates to do with design 

and architecture: 

“I have myself used an illustration of an 

ULSTEIN AX104 in a presentation about 

Norwegian design which I gave during a 

seminar in Japan,” says Norsk Form’s 

technical director, Iacob Heiberg. “We think 

it is great that such innovative solutions are 

being launched by Norwegian companies.” 

FUNCTIONALITY 

“What is good design to Norsk Form?” 

“Many people think it is only about trends 

and what is exciting to look at, but good 

design is primarily about functionality. If the 

new bow solution proves to result in poor 

sea keeping qualities, it is a design failure. 

But if the new ship design works well at 

sea, and is also innovative and exciting 

to look at, then it is a good design,” says 

Iacob Heiberg. He adds that industry in 

Norway has traditionally not been particularly 

interested in design, and has often 

seen this as an unnecessary extra cost. 

However, he believes that thinking about 

design in parallel with the development of 

a new product is of great benefit. 

“Industrial design is not just about giving 

a product a beautiful look, it is also about 

finding the right materials, creating an 

attractive shape, and making a product as 

functional as possible for the user,” he says. 

“Do you think about innovation and new 

and exciting solutions when new vessel 

concepts are going to be created, senior 

designer Øyvind Gjerde Kamsvåg of Ulstein 

Design?” 

“We work in a sector where, traditionally, 

completely new solutions have been 

regarded with a certain level of scepticism. 

However, I think there is more openness 

now towards thinking innovatively and 

non-traditionally, both among designers 

and the shipping companies that are going 

to use the vessels.” 

The employees at Ulstein Design know that 

one of the company’s set goals is that ship 

designs created by the company should be 

characteristic and easily recognisable. 

The shape should also suit the functions 

incorporated into the ship design. 

“We also think aesthetically when we 

create a ship design,” continues Kamsvåg. 

“At the moment we are looking at bridge 

and wheelhouse design. The roof of a 

wheelhouse is often covered in a forest of 

antennae, masts and other equipment that 

does not always look exactly beautiful. 

A new, exciting design here may result in 

a vessel that is more aesthetically pleasing 

to look at.” 


An ULSTEIN AX104 graces the front page of a 

magazine published by Norsk Design, which was 

sent out as an insert in the Norwegian business 

newspaper, Dagens Næringsliv, 20th May. 

Marianne Lie, director general of 

Rederiforbundet, the Norwegian shipowners’ 

association, is impressed with the new 

bow concept, ULSTEIN X-BOW, 

from Ulstein Design. 

Bourbon Offshore Norway 

A shipping company 

with big ambitions 

Bourbon Offshore Norway’s managing 

director, Jostein Sætrenes, does not hide the 

fact that the shipping company he heads 

has big ambitions. The Norwegian division 

of the French group now has 16 vessels in 

operation and three being built, all of them 

at Ulstein Verft. Around 400 crew members 

work on the 16 offshore vessels and at the 

moment 24 people work at the company’s 

offices in Herøy, south of Ålesund. Its parent 

company, Groupe Bourbon, is one of the 

giants of the international shipping sector. 

The various companies in the group have 

around 250 vessels at their disposal, of 

which 150 are offshore vessels. 80 of these 

are small crew vessels that carry crews out 

to platforms in waters that are calmer than 

the North Sea, while around 50 vessels are 

large supply vessels that operate in, among 

other places, the North Sea, off Africa and 

in South America. 

MARITIME FOCUS 

Groupe Bourbon was founded almost 60 

years ago. At that time it was based on 

sugar production, while in the last few years 

the group has concentrated on the retail 

trade, food industry and shipping. 

Its activities within trade and industry are 

now in the process of being wound up and 

the French group will concentrate wholly 

and completely on the maritime sector. 

Among other things, the group has 

ambitions of becoming a world leader in 

larger platform vessels and anchor handling, 

and the intention is for the Norwegian 

subsidiary to play a major role in this. 

“We must have good tools if we are to 

achieve our ambitions,” continues Jostein 

Sætrenes. “We envisage building up a 

comprehensive fleet and a profile that 

will be noticed by our customers: the oil 

companies and offshore entrepreneurs. 

I am surrounded by a very enthusiastic and 

committed team of capable colleagues, and 

we have many exciting, challenging ideas,” 

he says with a wily smile, not wanting to 

give away any future plans. 

THE OFFSHORE CENTRE OF THE WORLD 

“What is it like sitting in a part of the world 

which many Europeans would call an outpost 

in the north, and running a shipping 

company whose owners are in Paris?” 

“Paris is of course a long way away, but 

the centre of one of the largest and most 

expert offshore clusters is in Sunnmøre on 

the west coast of Norway. We meet professional 

and capable people in France and the 

cooperation works well. We have a positive 

and problem-free partnership,” points out 

Jostein Sætrenes. 

“What is it about the offshore cluster 

in Sunnmøre that makes the French invest 

billions in the expertise that exists there?” 

“The wide range of expertise lifts the entire 

cluster creating new and exciting businesses. 

There is intense professional pride among 

the seamen and those who sit in the offices, 

and the interaction between all parties 

means that everyone develops and gives 

their best. In Groupe Bourbon, we focus a 


Bourbon Offshore Norway’s managing director Jostein Sætrenes 

is sitting in the middle flanked by Ulstein Verft’s sales manager 

Harald Møller and president Tore Ulstein on the left, and 

Bourbon Offshore Norway’s market director Trond 

Myklebust and operations director Bjørn Idar Remøy on the 

right. The occasion is one of the many contract signings the 

shipping company has had with Ulstein Verft in the last year. 

“We are in the midst of a very tough investment programme worth many billions of NOK, 

and of course, we will not be able to continue at this level every single year. However, we 

shall continue to renew the fleet and replace older vessels with new and more modern units.” 

lot on finding new solutions and creating 

vessels that are safer than current solutions, 

vessels that are better workplaces for the 

crews and do a better job for our customers. 

Safety must not just be fine words, we 

follow up the oil companies’ encouragement 

to take safety seriously.” 

INNOVATIVE 

Bourbon Offshore Norway’s managing 

director is talking not least about the 

vessel his company has recently ordered 

from Ulstein Verft, an ULSTEIN AX104 

anchor handling tug supply vessel. 

This vessel has three innovative solutions, 

a new stern, diesel electric propulsion and 

a bow design that has created a stir. 

“We expect oil companies to use this 

vessel and appreciate the fact that 

someone is acting rather than just talking 

about innovation and new, safer solutions. 

So far we have been well received when 

we have presented the concept to our 

customers,” says Sætrenes. 

He reports that the cooperation with 

Ulstein Design on the development of 

the new vessel has been exciting. 

“We challenged the ship design company 

to think innovatively, and they have 

responded really well to the challenge. 

As a shipping company we are fascinated 

by design and exciting solutions, and we 

are eager to think innovatively in the 

future as well.” 

1 1

1 2 

ULSTEIN A-SERIES 

Anchor Handling Tug Supply Vessels 

ULSTEIN P-SERIES 

Platform Supply Vessels 

ULSTEIN S-SERIES 

Specialised/Multifunctional Vessels 

ULSTEIN A101 

L: 82,1 m, B: 20 m, bollard pull 285 t. 

ULSTEIN A102 


ULSTEIN A103 


ULSTEIN P101 

L: 95 m, B: 20,5 m, 5300 dwt 

ULSTEIN P102 

L: 89,3 m, B: 20,5 m, 4900 dwt 

ULSTEIN P103 

L: 90 m, B: 20,5 m, 4050 dwt 

ULSTEIN S101 

L: 88 m, B: 20,5 m 

ULSTEIN S102 

L: 160 m, B: 29,8 m, Offshore Construction Vessel 

ULSTEIN S103 

L: 108,5 m, B: 16,5 m, Standby/Rescue Vessel 

ULSTEIN A104 

L: 80,1 m, B: 18,5 m, bollard pull 250 t. 

ULSTEIN AX104 

L: 84,9 m, B: 18,5 m, bollard pull 180 t. 

ULSTEIN A109 

L: 57 m, B: 13,5 m, bollard pull 70 t. 4500 kW 

ULSTEIN P104 

L: 70,6 m, B: 16 m, 3450 dwt 

ULSTEIN P105 

L: 86,2 m, B: 19 m, 4900 dwt 

ULSTEIN PX105 

L: 88,8 m, B: 19 m, 4700 dwt 

ULSTEIN S104 

L: 140,4 m, B: 26 m, Offshore Construction Vessel 

ULSTEIN S105 

L: 82 m, B: 16 m, Buoy Handling Vessel 

ULSTEIN S106 

L: 94,5 m, B: 16,5 m, Standby/Rescue Vessel 

ULSTEIN S109 

L: 67 m, B: 16 m, Coast Guard Multi Purpose Vessel 

ULSTEIN S110 

L: 99 m, B: 19,6 m 

U L S T E I N T O D AY N O . 1 / 2 0 0 5 U L S T E I N T O D AY N O . 1 / 2 0 0 5 

Based on our core values of innovation, flexibility, expertise and quality we de- 

velop the optimum ship design for any specific operation. Ulstein offers ship 

designs to the international market with an emphasis on offshore applications. 

Close cooperation with shipowners, operators and equipment manufacturers 

has provided us with immense knowledge and expertise in project manage- 

ment, system integration and onboard solutions. An Ulstein design stands out 

for being safe, reliable, appropriate, and having a low lifecycle cost – quite sim- 

ply providing better operability. An Ulstein design delivery can include: Design & 

class drawings - construction drawings - main equipment - equipment modules 

– project management teams - yard supervision – financing. 

ULSTEIN P106 

L: 75,5 m, B: 16 m, 3400 dwt 

ULSTEIN P107 

L: 68,7 m, B: 14,5 m, 2050 dwt 

ULSTEIN P108 

L: 92 m, B: 20 m, 2800 dwt 

ULSTEIN P109 

L: 93 m, B: 19,5 m, 4400 dwt 

ULSTEIN S115 

L: 105 m, B: 22 m 

ULSTEIN SX115 

L: 108,8 m, B: 22 m 

1 3

1 4 

ULSTEIN P105 under construction at Merwede Shipyard 

First Ulstein designed vessel 

being built at external yard 

On 23rd May, an ULSTEIN P105 

platform supply vessel for 

Solstad Offshore was launched 

at the Dutch Merwede Shipyard. 

The schedule and construction 

process of the first build of an 

Ulstein design built by a non 

Ulstein Group shipyard has 

gone completely to plan. 

“We have received good feedback from 

both the yard and the shipowner, and we are 

pleased that it was this precise shipyard that 

would constitute the ‘test bed’ for building 

an Ulstein design externally,” says project 

manager Rolf Olsen Husø of Ulstein Design. 

“The reason why the cooperation has worked 

so very well is that this is a well-functioning 

yard with its own design department. They 

are used to building a wide range of vessels 

and tackling any challenges,” he continues. 

LONG TRADITIONS 

Merwede Shipyard was established as early 

as 1902. It is more than 20 years since they 

built a platform vessel. That time it was for 

the Dutch shipping company Smit Holland. In 

the last few years the yard has, among other 

things, built dredgers, ferries and passenger 

vessels. The ULSTEIN P105 vessel now under 

construction is the first one the yard has not 

designed itself. 

All of the supporting drawings for the 

vessel were delivered by Ulstein Design, 

which is also delivering an extensive package 

of equipment for the new offshore vessel. 

“As part of the equipment delivery, 

Ulstein Elektro will deliver navigation and 

communications equipment, ULSTEIN COM, 

consoles and panels. Ulstein Elektro will be 

responsible for starting up and testing the 

equipment, while Merwede Shipyard will 

perform the actual installation,” says Frode 

Vik, who heads the marine electronics department 

at Ulstein Elektro. The company is 

a subsidiary of the Ulstein Group. Shipowner 

Solstad’s project manager, Odd Nordam, 

says that when the equipment package is 

determined in advance, Merwede Shipyard 

“Normand Aurora” was launched at Merwede Shipyard 23rd May. 

avoids having to deal with a variety of 

suppliers. “This saves the yard both time 

and work,” he explains. 

LARGE PLATFORM VESSEL 

Solstad will receive a vessel that will be 

almost identical to “Far Symphony” which 

Ulstein Verft built for Farstad Shipping 

in 2003. This was the first ULSTEIN P105 

vessel. This is a relatively large platform 

supply vessel, designed to carry a cargo of 

almost 5,000 tons, 2,840 tons of which as 

deck cargo. The vessel is 86 metres long and 

has a diesel electric propulsion system. 

Merwede Shipyard has also been in close 

contact with Ulstein Design and Ulstein 

Verft, both prior to and during the 

construction of the new ULSTEIN P105 

vessel. Ten employees from Merwede 

Shipyard visited Ulstein Verft last autumn to 

observe the construction of “Bourbon 

Topaz”, another vessel of the same design 

that was delivered to Bourbon Offshore 

Norway in February. 

“It has been very important for Merwede 

Shipyard that Ulstein Design is part of an 


active shipyard environment. There are 

examples of design companies that are 

located in different environments, and that 

is not good,” believes Merwede Shipyard’s 

project manager, Peter van der Poel. 

CLOSE COOPERATION 

“It is important to us that we know Ulstein 

Design does not stand alone,” he continues. 

“They work closely with their own yard 

from which they receive feedback all the 

time. In this way a design can evolve in 

line with the yard’s suggestions and 

requirements.” 

Ulstein Design’s project manager is looking 

forward to future projects: 

“Given the very good experience we have 

now had of building an Ulstein design at 

another yard we are looking forward to 

the next project. There is a great deal of 

interest, and we believe that we will be 

involved in new external projects in the not 

too distant future,” says Rolf Olsen Husø. 

”Normand Clipper” converted 

At work in the pipelaying market 

In December last year, Ulstein Verft was awarded a contract to convert Solstad’s 

cable-layer “Normand Clipper” to a pipelaying construction vessel. At the end of May, 

the vessel left Ulstein Verft for work in the UK sector. 

“Normand Clipper” at Ulstein Verft, one week before delivery 27th May. 

“The conversion work was on a par with 

building a new platform supply vessel and was 

completed in five months. The first couple 

of months were spent on small jobs such as 

removing onboard equipment, cutting away 

the hangar and building sections. In February, 

the vessel was put into the drydock and work 

could start in earnest,” says Lidvar Lillerovde, 

the project manager at Ulstein Verft. 

FITTED FOR CONSTRUCTION WORK 

The vessel previously housed a crew of 70, 

but more people are needed for construction 

projects: “We extended the superstructure 

backwards and added extra cabins, as well as 

an ROV hangar (hangar for remote controlled 

minisubs), an ROV control room, office and 

meeting room. There is now room for a crew 

of 102. We also installed new lifeboats and 

davits,” says Lillerovde. 

“A moon pool was installed in the deck for 

submerging equipment for subsea operations. 

A dynamic positioning system (DP) is required 

for such operations so that the vessel can 

remain in position in all conditions. The vessel 

already had a DP2 system, which has now been 

upgraded, and the DP consoles were moved 

to the aft bridge. A manoeuvring console was 

also installed aft for complete control. 

A Voyage Data Recorder (VDR), which 

receives data from all the onboard 

machinery, was installed on the bridge. 

THE VESSEL IS BROADER AND STRONGER 

Ulstein Verft installed a crane column for 

a 250 ton, heave-compensated offshore 

crane and prepared the port side for the 

crane. A new transformer and panel room 

that provides the power supply for the 

crane was also installed. The 25 ton crane 

that was previously installed on the port 

side was moved to the starboard side and 

upgraded so that it can reach down to 500 

metres. The vessel’s beam was increased by 

3.6 metres thanks to the installation of side 

tanks on each side. 

“The increased beam is needed to provide 

space for space-demanding deck equipment, 

though it also helps to compensate 

for the redistribution of weight that occurs 

when the new crane swings out over the 

side. About 1,300 tons of new steel were 

added to the vessel,” reports Lillerovde. 

“The working deck has to withstand a full 

load of pipes and equipment: we halved 

the rib distance and strengthened several 

decks. The deck strength was increased 

from 3 to 10 tons per square metre.” 


WENT STRAIGHT INTO WORK 

After the conversion the vessel sailed for 

Newcastle to mobilise for four projects for 

Technip Offshore. 

“Three of the projects are in the UK sector 

and involve laying umbilicals and flexipipes. 

The main project involves laying the 

main umbilical from Melkøya, off the 

coast of Hammerfest in Northern Norway, 

to the Snøkvit field,” says Captain Erling 

Sandviknes. He explains that umbilicals 

are cables that supply subsea installations 

with hydraulics, fibre optics and electricity, 

among other things, while flexipipes are 

used to move gas and oil between seabed 

installations. 

“We will finish these jobs in August 

and install the 250 ton crane. From 

1st November we have a 180 day contract 

with Clough Ltd. to lay flexipipes off the 

coast of India. The contract contains an 

option to extend the contract for up to five 

years, but we also consider other possible 

projects after the fixed period. During the 

next three years several interesting pipelaying 

and construction market projects 

will be awarded, and we will be actively 

competing for these,” promises the captain. 

1 5

1 6 

The construction vessel currently being built at Ulstein Verft for ADSI is, among other 

things, specifically designed for various subsea operations such as setting out anchor 

systems for floating production vessels. (Illustration: FMC Kongsberg Subsea AS) 

Yard number 271 for ADSI 

“All ahead full on the 

construction vessel” 

On 20th January 2006, yard number 271 will be 

delivered to Advanced Deep Sea Installation (ADSI), 

a company owned by Solstad in Skudeneshavn and 

Single Buoy Moorings in Monaco. The vessel will start 

work off the coast of West Africa straight away. 

“We shall try to stick to the date, even 

though unfortunately it appears the 

hull will be somewhat delayed coming 

from Poland,” says project manager 

Runar Muren of Ulstein Verft. “To 

catch up we will have to go full ahead 

during the holidays and do shift 

work at the yard during the autumn. 

Originally we had counted on a yard 

holiday this year, but now some of the 

workers will also come in during this 

period as well.” 

The construction vessel will be 123.8 

metres long. With 6,000 tons of steel 

in the complete vessel this will constitute 

the most extensive steel project 

Ulstein Verft has had. Only “Polarlys”, 

the latest coastal express vessel that 

was built at the yard, measures up in 

terms of the number of hours that will 

be spent on the build project. 

“This offshore giant will actually be 

even bigger than originally planned,” 

explains Muren. “It was recently 

decided that the load capacity of 

the A frame, which will be used for 

setting out the anchor systems of 

FPSO`s, Floating Production and 

Storage Offshore Loading, will be 

increased from 250 to 350 tons. 

I suppose this will be one of the 

largest A frames ever mounted on 

a vessel,” he says. 

Some of the sections for the new 

vessel are being finished at Ulstein 

Verft’s outdoor site. One can now 

start to see how big the dimensions of 

this construction vessel are. When it is 

delivered in the New Year it will start 

work under an eight year contract. 

Solstad Shipping 

Choosing Ulstein’s 

designs and vessels 

Solstad Shipping was founded by 

Captain Johannes Solstad in 1964. 

Johannes became managing director 

and his brother, Per Gunnar, joined as 

deputy managing director three years 

later. Last year the company celebrated 

its 40th anniversary and the next 

generation has now taken over the 

day-to-day management. 

Solstad Shipping currently has 31 vessels in operation 

and two under construction. 800 people work onboard 

the vessels, of which 650 are Norwegian, while 45 

people are employed in its offices in Skudeneshavn in 

Southern Norway and Aberdeen in Scotland. Solstad 

and the Ulstein Group have worked closely together for 

many years. The company has been listed on the Oslo 

Stock Exchange since 1997, and the Solstad family owns 

around half of the shares. The company is still family 

run: Johannes’s son, Lars Peder, took over the post of 

managing director a couple of years ago, and Johannes 

and his brother, Per Gunnar, sit on the board of directors. 

“I have retired but am at the office almost every day, 

so is Per Gunnar. There’s nothing else to do here in 

Skudeneshavn, you know,” says Johannes with a smile, 

adding: “Lars Peder is the managing director now, 

but I still like to know what is going on.” 

WANTED TO BUILD NORWEGIAN OFFSHORE VESSELS 

During its first few years the company bought and ran 

liner vessels, but in 1973 the company got involved in 

offshore activities. 

“We saw the Dutch and American supply vessels that 

turned up in the wake of the new oil industry in the 

North Sea. We thought that, given that we had grown 

up here, we must be able to build Norwegian offshore 

vessels ourselves,” say Johannes and Per Gunnar. 

The first offshore vessel Solstad ordered from Ulstein 

Verft was “Normand Drott”, which was delivered in 

1984. Thereafter came “Normand Jarl”, “Normand 

Draupne” and “Normand Mjolne”, all of which were 

delivered in 1985. 

MANY ULSTEIN VESSELS 

“In the latter half of the 1980s, the entire supply business 

experienced a downturn and we did not order any 

new vessels until we returned in 1995 with the building 

of 

“Normand Neptun”,” says Johannes. 

The company now builds most of its new 

vessels in Norway, and often uses Ulstein 

Verft. So far it has built 15 new builds at 

Ulstein Verft and carried out three major 

conversions. “In addition, most of our 

vessels were designed by Ulstein, either as 

UT designs, which have now been taken 

over by Rolls-Royce, or as one of the new 

ULSTEIN series. Only 7 vessels in the current 

fleet were designed by others. That’s a lot 

of Ulstein vessels, both building and 

design-wise,” says Johannes. 

Solstad was also behind the realisation of 

the first ULSTEIN series vessel at another 

shipyard, when ordering an ULSTEIN P105 

at Merwede Shipyard in the Netherlands. 

THE BUILD TIME AND PRODUCT ARE CRITICAL 

“At the moment we have two new builds 

on order: one in the Netherlands and one 

at Ulstein Verft. Ulstein Verft is in a strong 

position because they have always delivered 

a good product, on time. By far the most 

expensive new build is “Normand 

Installer” which is under construction at 

Ulstein Verft. This is a large, advanced vessel. 

The most important thing for us is what we 

get for our money and not the actual price 

itself. Another important reason for choosing 

Ulstein Verft is the fact that the yard has 

a tradition of being a part-owner in the vessels 

being built at the yard, and then selling 

their share later on. This makes it easier for 

shipowners to raise the capital they need.” 

HAVE FAITH IN THE FUTURE 

The brothers believe there is a future for 

the Norwegian maritime sector. Flags of 

convenience are not on the agenda at 

Solstad, and nor do they doubt that the 

Norwegian shipyard sector has a future: 

“The shipbuilding industry in Norway will 

live on, at least when it comes to building 

specialised ships. At the end of the day, one 

cannot be certain that it is that much more 

expensive to build in Norway, it all depends 

on what shipowners define as most 

important,” they say. 

Of Solstad’s 31 vessels in service, 

24 are ULSTEIN or UT designs, and 

15 were built at Ulstein Verft. 

VESSEL NAME Y.NUMBER YARD YEAR DESIGN 


Former managing director 

Johannes Solstad started Solstad 

Shipping more than 40 years ago. 

Normand Master 265 Ulstein Verft 2003 AHTS, ULSTEIN A101 

Normand Flipper Kleven Verft 2003 PSV, UT 745E 

Seabulk South Atlantic Aker Brevik 2003 AHTS, UT 710 

Normand Mariner 262 Ulstein Verft 2002 AHTS, ULSTEIN A101 

Normand Mermaid 261 Ulstein Verft 2002 MPSV, ULSTEIN P103 

Normand Flower Søviknes Verft 2002 MPSV, UT 737 

Normand Clipper 258 Ulstein Verft 2001 Cable-Laying and Repair 

Vessel, VS 4125 - converted in 

2005 at Ulstein Verft to a 

Pipelaying Construction 

Crane Vessel 

Normand Cutter 257 Ulstein Verft 2001 Cable-Laying and Repair 

Vessel, VS 4125 - converted in 

2005 at Ulstein Verft to a 

Pipelaying Construction 

Crane Vessel 

Normand Produce Aker Brevik 2001 PSV, UT 755 

Normand Rover Søviknes Verft 2001 MPSV, UT 745L 

Normand Borg Aker Langsten 2000 AHTS, UT 722L 

Normand Vibran Aker Brevik 2000 PSV, UT 755 

Normand Progress 247 Ulstein Verft 1999 MPSV, UT 742 

Normand Pioneer 236 Ulstein Verft 1999 MPSV, UT 742 

Normand Vester 224 Ulstein Verft 1998 PSV, UT 745 

Normand Atlantic 240 Ulstein Verft 1997 AHTS, UT 740 

Normand Neptun 239 Ulstein Verft 1996 AHTS, UT 740 

Normand Carrier Simek 1996 PSV, UT 745 

Normand Skarven 197 Ulstein Verft 1986 SSV, UT 716 

Normand Mjolne 193 Ulstein Verft 1985 SSV, UT 718 

Normand Draupne 192 Ulstein Verft 1985 SSV, UT 718 

Normand Jarl 187 Ulstein Verft 1985 AHTS, UT 712 

Normand Drott 188 Ulstein Verft 1984 AHTS, UT 712 

Normand Prosper Haugesund MV 1983 AHTS, UT 704 

Normand Tonjer Eide Verft 1983 PSV, UT 705- converted in 

2000 at Ulstein Verft to a 

multipurpose ROV vessel 

Normand Ranger Haugesund MV 1982 AHTS, UT 704 

1 7

1 8 

Building the first ULSTEIN P101 

Island Offshore are getting 

an exceptional vessel 

In January, Ulstein Verft signed a contract with Island Offshore in Ulsteinvik, Norway, 

concerning the building of a large ULSTEIN P101 multipurpose platform supply vessel 

designed by Ulstein Design. The vessel will be delivered at the end of March next year. 

The vessel will be operated by Island 

Offshore Management in Ulsteinvik. 

The company’s chairman of the board, 

Morten Ulstein, believes the vessel will be 

much in demand: “The pure platform supply 

market is probably in the process of being 

saturated, but there are many other market 

segments. The season starts in March-April 

and it is therefore important to have the 

vessel ready and be in position when the 

demand arises. I think the vessel will primarily 

work in the North Sea, but don’t discount 

the idea that it could go abroad,” he says. 

“The vessel can also be used for subsea 

purposes, which we believe there will be 

a demand for in the future. We believe 

the new vessel will do a good job,” says 

Island Offshore Management’s president, 

Håvard Ulstein. 

GOOD SEA KEEPING QUALITIES 

An ULSTEIN P101 has particularly good sea 

keeping qualities with gentle movements 

and is a fine platform for most operations. 

“The vessel is 95 metres long with a 20.5 

metre beam, and is fitted out for 87 people 

in one and two-man cabins,” says Ulstein 

Verft’s sales manager, Harald Møller. “It 

is equipped with a moon pool mezzanine 

deck, helicopter deck and DP2. The vessel 

will also be equipped with a 130 ton crane 

and ROV hangar. It will have a diesel electric 

propulsion system and be economical to 

operate,” he says. 

PRICE AND QUALITY CRITICAL 

“We contacted several possible shipyards, 

but did not contact overseas yards. We 

don’t think anyone other than a Norwegian 

yard could manage a build project of this 

Island Offshore Management 

believes the multipurpose 

ULSTEIN P101 platform supply 

vessel from Ulstein Design will be 

much in demand. 

scope within a 14 month build period,” says 

Morten Ulstein. Håvard Ulstein adds that 

Ulstein Verft was chosen on the basis of 

price and quality, which Ulstein Verft’s 

president, Tore Ulstein appreciates: 

“Ulstein Verft is competitive when it 

comes to building advanced offshore 

vessels. The Island Offshore Group does a 

lot of exciting things and is proving this 

once again by choosing a new vessel design. 

The geographical proximity between the 

shipyard and the shipowner is important, 

not just locally, but also with respect to 

cooperation and value creation 

in the regional maritime cluster in Norway,” 

he stresses. The vessel will be the second 

Ulstein designed vessel in the Island 

Offshore fleet. In April, the company 

took delivery of an ULSTEIN P105, 

“Island Patriot” from Ulstein Verft. 

- ULSTEIN P105 a successful design 

“Out here there are four to five metre waves and 30 knot side winds. We are now on our way to 

a hose job, and I don’t think this would be possible with another ship design in this weather.” 

Captain Asgeir Vidnes is extremely pleased 

with his new vessel. When we spoke to 

him just two weeks after delivery, “Island 

Patriot” was in the Grane field in the North 

Sea. Following its delivery on 18th March 

from Ulstein Verft, the new platform supply 

vessel immediately went to work for the 

oil company Hydro, servicing the Oseberg 

and Grane fields from its base in Mongstad, 

north of Bergen in Norway. 

LITTLE MOVEMENT 

“The ULSTEIN P105 appears to be a 

successful design,” continues Vidnes. “It 

lies better in the sea and the movements 

are less than I am used to from previous 

vessels.” 

“What does that mean for the crew and for 

your work?” 

“First and foremost it means a lot as far as 

comfort onboard is concerned. With gentle 

movements we don’t have to walk around 

clinging onto something all the time when 

the weather is a bit unpleasant. That can be 

pretty tiring. Having a steadier vessel also 

means fewer limitations with regard to the 

work we can do. It would be difficult to 

carry out the hose job we are going to now, 

given the large wave heights, if we had a 

vessel that moved more in choppy seas.” 

GOOD SPACE 

Asgeir Vidnes also likes the crew areas on 

board and the facilities for smokers such 

as himself: 

“There is plenty of space in the mess and 

the crew areas are spacious. We have a 

separate smoking room so that no one is 

bothered by those who smoke.” 

The captain also thinks it is important that 

the crew have access to the Internet and 

telephones to landline services. This means 

a lot when it comes to well-being. 

“But there must be some teething problems 

with a brand new vessel?” 

“Nothing worth mentioning,” replies 


Captain of “Island Patriot” 

Island Offshore´s Captain 

Asgeir Vidnes highly 

appreciates the sea keeping 

abilities of “Island Patriot”. 

Vidnes. “Though with so much advanced 

equipment onboard there is always something 

that doesn’t function exactly as it 

should, but nothing that can’t be rectified 

quickly. We had a bit of a problem with a 

couple of pumps and a steering engine, but 

they are being put right.” 

TO QATAR 

“Island Patriot” will work in a good 

spot market in the North Sea during the 

summer. The vessel went straight into a 

ten day contract with Hydro after it was 

delivered, and this job was extended by 

a few days. In August the vessel will set 

course for Qatar in the Persian Gulf where 

it will carry pipes for Saipem for six months. 

“We will have an exciting voyage through 

the Mediterranean and the Suez Canal to 

Qatar. Here we will also be able to see what 

it is like being onboard in the heat of the 

tropics,” says Asgeir Vidnes expectantly. 

1 9

2 0 

The Ulstein Group 

Represented 

in China 

In December last year, the Ulstein 

Group established a marketing and 

sales office in Shanghai with four 

employees. 

The office was established to market and sell 

Ulstein designs in China. 

“We have great faith in the Chinese market 

as part of our long-term strategy, and Vidar 

Eikrem is in charge of marketing the Ulstein 

Group there,” says the Group’s CEO, Gunvor 

Ulstein. 

The office was established at the same time 

as a joint venture with a Chinese shipyard was 

wound up: 

“This yard could not provide enough bedding 

capacity within our timeframe for realising 

contracts, and therefore we saw no purpose 

in continuing the partnership. The parties 

therefore agreed to dissolve the company,” 

says Ulstein. 

Zhang Guo Ping, Kirk Du, Michelle Lu and 

Vidar Eikrem work at the Ulstein Group’s 

office in Shanghai. 

Travelling the world 

Exciting challenges in Rio 

“Being able to work in Rio is a fantastic experience. 

The landscape is unbelievable and the climate is fantastic. 

We don’t speak the language, but we get a long way by 

gesticulating. That makes working here challenging but 

at the same time very exotic.” 

Johnny Gjerde is one of three people 

from Ulstein Elektro who was recently 

given an opportunity to work in Brazil 

for a brief period. Johnny and Inge 

Håkonsholm were assigned the job of 

completing and commissioning the 

electronic equipment on the bridge 

of a new UT 722 at the EISA shipyard 

in Rio, while Bjørn Olav Dybhavn was 

hired in by the shipping company 

Norskan to follow up the yard during 

the final installations of equipment. 

Norskan is a joint venture between 

two Norwegian shipping companies, 

Solstad and DOF. 

GOOD COOPERATION 

“The yards in Brazil are big and employ 

a lot of people, so the conditions here 

are a bit different to those at home. 

Many people are assigned to jobs and 

the workers are very knowledgeable,” 

says Johnny Gjerde. Johnny praises the 

cooperation with his Brazilian shipyard 

colleagues. 

“They are positive and nice to work 

with. However, one of the challenges is 

the language; their English is not that 

good, while for our part we don’t speak 

Portuguese at all. We therefore use sign 

language and need the help of the yard’s 

interpreter,” he explains. 

ARMED GUARDS 

The new vessel will be named “Norskan 

Copacabana” after one of Rio’s famous 

beaches. The Ulstein employees are 

staying right next to Copacabana Beach; 

just a few minutes drive from the yard. 

“Having an opportunity to get a close 

look at the city is a fantastic experience, 

even if the level of crime is frightening. 

None of us have had any dramatic experiences, 

but encountering armed guards 

when you go to work at a yard is unusual 

to us,” says Johnny Gjerde, who thinks 

that working for a company like Ulstein 

Elektro where part of the work takes 

place under more distant skies is exciting. 

“It is our focus on package solutions, 

which in addition to complete equipment 

deliveries include documentation and 

commissioning, that has provided results 

and contracts in Brazil,” explains the 


Johnny Gjerde of Ulstein Elektro is busy 

completing the installation of electronic 

equipment on the bridge of “Norskan 

Copacabana” which is being built at the 

EISA yard in Brazil. 

The huge EISA yard is located in the 

centre of Rio de Janeiro. 

head of Ulstein Elektro’s marine electronics 

department, Frode Vik. “We have contracts for 

the delivery of electronic equipment for seven 

vessels in Brazil and one ULSTEIN P105, which 

is being built at Merwede Shipyard in the 

Netherlands.” 

OPPORTUNITIES ABROAD 

This is the first marine electronics package 

solution that Ulstein Elektro has sold abroad. 

“It may be more difficult to succeed abroad than 

in our domestic market, but we have great faith 

in our focus. Given that we can cooperate with 

Ulstein Design, other design companies and 

Norwegian shipowners on the delivery of 

package solutions, we expect more exciting 

deliveries for vessels being built at foreign 

yards,” says Frode Vik. 

2 1

2 2 

Ulstein Elektro 

Students develop 

wireless vessels 

Three final-year students studying electronics and 

telecommunications have, during the last six months, 

been working on developing wireless networks. The trials 

took place onboard the “Island Patriot” platform supply 

vessel. Wireless networks have not been implemented on a 

vessel before, but the students resolved the task by developing 

the ULSTEIN COM communications system’s services. 

Aalesund University College students, 

Jørn Aasen, Rolf Julsrud and Øystein 

Kalvø Stephansen, were, to begin with, 

a bit unsure that they would be able to 

get a wireless network to work on a 

modern vessel at all: 

“As far as we know, nobody has tried 

this before. Large quantities of steel 

structures make wireless transmission 

difficult. The steel causes reflections 

that change the signals and result in 

time delays and echo effects,” explains 

Stephansen. 

THOROUGH TRIALS 

Rolf Julsrud continues: 

“We studied how the technology 

works and read a lot of books and 

information we found on the Internet. 

Next we looked for existing products, 

so-called base stations – or signal 

amplifiers – that would meet our 

requirements. We assessed drawings of 

the vessel and how the steel hull is arranged 

and, based on this, determined 

the theoretically best locations for the 

base stations. We then went round the 

vessel logging signal reception,” he says. 

The students tested base stations from 

several different suppliers: 

“The base stations we tried had quite 

similar specifications, but were based on 

three different technologies. In practice 

there seemed to be big differences 

between them. One technology in particular 

stood out, performing significantly 

better than the others,” says Julsrud. 

FEASIBLE 

The base stations tests showed the 

three students that an onboard wireless 

network was feasible: 

“It was essential that the equipment did 

not affect loudspeakers, the navigation 

system or anything else. We found no such 

effects. Through the testing we were able 

to test the degree of coverage and find out 

how many base stations would be needed 

onboard to achieve satisfactory quality. 

Using the best base stations and special 

antennae, we arrived at how many stations 

were needed and the degree of overlap 

between them when transmitting various 

quantities of data. The signal would then 

cover the entire vessel and overlap between 

decks. When you move from one deck to 

another, the signal should not be affected, 

which is particularly important with respect 

to IP telephony for example,” they say. 

LOW COSTS 

The costs of a wireless network are not 

high: 

“Cabling is needed for the required base 

stations, but on vessels with ULSTEIN COM 

the existing cabling can be used to 

connect the wireless base stations. 

Vessels with ULSTEIN COM installed 

already have the cables in place, and a 

wireless network can subsequently be 

installed if the shipowners so desire. 

Our solution builds on ULSTEIN COM and 

will become an integrated part of the 

communications system,” says Stephansen. 

CAPABLE STUDENTS 

Stian Brautehaug of Ulstein Elektro is 

responsible for the development project. 

He praises the students who have put a 

great deal of systematic work into the 

project. The measurements and tests that 

were carried out have refuted many 

assertions about a wireless network not 

working onboard a vessel. 

“This is the second student project associated 

with ULSTEIN COM in the space of two years. 

The cooperation with the students and 

lecturers at Aalesund University College has 

been very good,” he says. 

ULSTEIN COM 

Ulstein Elektro’s ULSTEIN COM communications 

system receives incoming signals from IT, 

telecommunications, TV, satellite TV and radio, 

collects them and then distributes the signals 

to various areas on the vessel via cables. 

The signals are collected in one unit, and 

all the cabling between the equipment is 

already installed. This simple and worksaving 

installation means that it can 

quickly and simply be commissioned on 

a vessel with a short construction time. 

ULSTEIN COM is delivered according 

to the customer’s specifications and is 

tailored to the individual vessel. 

ULSTEIN COM handles future communi- 

cations carriers that are always connected 

via VSAT IP based satellite systems. 

ULSTEIN COM was delivered for the 

first time in 2001 and has been much 

in demand. The system is in continuous 

development and new additional services 

are constantly being incorporated into 

the product. 


Øystein Kalvø Stephansen, Jørn Aasen and 

Rolf Julsrud have come up with a solution for 

wireless networks onboard vessels. 

2 3

2 4 

Student project in Ulstein Elektro 

Student prosject in Ulstein Elektro 

New control system for valve actuators 

A good partnership between Ulstein Elektro’s automation department and 

Aalesund University College has provided two students with a realistic and meaningful 

project, and Ulstein Elektro with a new product. 

“A while ago we developed a solution that 

can control up to 31 valves using a twin 

wire cable. New technical solutions from 

the producer of the valve actuator meant 

that, together with them, we could develop 

a new and bigger version that can control 

up to 127 valves via one cable. We regarded 

this as development work that would make 

a suitable project for a couple of students,” 

says Ulstein Elektro’s technical manager, Geir 

Haddal. The company has worked closely 

with Aalesund University College for many 

years, and when the students were presented 

with a range of projects a few months 

ago, Ståle Fure and Tom Jørann Giske chose 

the actuator project. The product is now as 

good as ready. 

INSTRUCTIVE 

“Few students get a chance to carry out a 

project in a company, and working with a 

concrete product that will be on the market 

has been very interesting and instructive,” 

report the two students, who are taking 

Bachelor’s degrees in automation technology. 

For around three months they have spent 

three days a week at Ulstein Elektro and, 

together with their supervisor in the 

company, Arne Johan Helle, they have run 

the entire process from concept to finished 

product. The newly-developed actuators 

will save an enormous amount of cabling in 

vessels. Earlier solutions have often involved 

one or more cables for each valve, while the 

newly-developed solution requires no more 

than one control cable for a circuit of up to 

127 valves. 

“We expect a lot of the product,” says 

Geir Haddal. “Even before the product is 

finished, we have signed several contracts 

with yards in Turkey and are expecting more 

orders soon.” The actuators are supplied 

by Lyng Motor in Trondheim, usually as 

package solutions with the valves already 

mounted. Lyng Motor and Brødrene Dahl 

market the products both nationally and 

internationally. 

“Ulstein Elektro will be responsible for 

production and system adaptation. We have 

developed the system for Brødrene Dahl on 


Exciting development work at 

Ulstein Elektro. From the left: 

student Ståle Fure, supervisor 

Arne Johan Helle of Ulstein 

Elektro, and student Tom 

Jørann Giske. 

purely commercial terms, but have retained 

the rights concerning use and adaptation 

for our own vessels and own designs, and 

package solutions. We hope this will help 

to simplify installations by reducing the 

amount of cabling and installation time for 

our own vessels,” says Haddal. 

VITAMIN BOOSTER 

“Being able to work with Aalesund University 

College and the students in this way is 

very good for us,” continues Geir Haddal. 

“We can utilise the college’s resources, gain 

an insight into the students’ capabilities, 

and can carry out concrete, practical projects 

with a greater breadth than a normal 

project would permit. Getting young 

colleagues to come here is also a vitamin 

boost for us,” he points out. 

Ulstein Elektro’s automation department is 

experiencing a period of growth and needs 

new staff. The cooperation with Aalesund 

University College on the actuator project 

has been so successful that both students 

have been offered jobs with the company.

Ulstein Today no 1, 2005 - Ulstein Group

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