group’s links with operator / charterer Gardline, which currently deploys 10 of these vessel types.
Maintenance and newbuilds In April this year, the yard also bolstered its repair and maintenance capabilities with the unveiling of a new hoist, manufactured by WISE, and featuring a 200tonne capacity and the ability to handle vessels of 11m beam. Colman says: “Most similar hoists only cater for vessels that are
6m wide, whereas the largest off shore wind farm support vessels we’ve seen have widths of 10m, so this will enable us to eff ect repairs on pretty much any off shore wind farm support vessel in Europe.” T e hoist was put to work just two days aſt er its offi cial launch, liſt ing the Gardline-owned, 16m x 6.4m wind farm service vessel Waterfall for maintenance work, before handling a crew transfer craſt belonging to Njord Off shore. T e yard’s order book is also in a healthy state, with the group
working to complete four aluminium crew transfer vessels on behalf of energy company E.ON. T e fi rst vessel in this series, slated for delivery in July or August this year, will be a 19m, 7.4m-beamed cat with a displacement of 45tonnes and a top speed of 30knots. Equipped with two MAN D2862LE463 engines, each generating 1,029kW, driving a pair of Rolls-Royce FF550 waterjets, this vessel will be deployed at E.ON’s 60-turbine Robin Rigg array, situated in the Solway Firth, on the border between England and Scotland. T is remaining three vessels will be deployed at the 73-turbine
Humber Gateway wind farm, off the East Yorkshire coast, and will comprise a pair of 17m x 6.7m vessels and a 12m x 5.5m cat. T e 17m vessels will each be kitted out with two MAN D2862LE432 engines, rated 882kW apiece, driving Rolls-Royce FP500 waterjets, while the 12m vessel will rely on twin 405kW FPT Iveco C87 models, driving a pair of Hamilton HJ364 jets. Deliveries of the trio are expected to be completed by
Spring 2014. All of these vessels feature resiliently-mounted superstructures and gave been built to accommodate up to 12 turbine technicians.
Motherships – the next step? As with many UK designers and boatbuilders, Alicat is waiting to see how the market develops before committing to larger vessels for increased number of technician passengers – a process that would involve compliance with the IMO 2000 HSC Passenger Code. Blake tells Ship & Boat International that the additional
costs involved in securing such certifi cation, while not being astronomical – for instance, he estimates: “Classing the vessel to meet this standard with DNV would cost approximately 10-15% on top”– are still suffi cient to deter some owners and operators, especially in the face of South East Asian competition. One would also be advised to wait to see whether the much
touted evolution of larger off shore wind farm crew transfer vessels is bypassed by the adoption of a fl oatel / mothership concept at those arrays situated in the deepest waters, he argues. “I wouldn’t want to put my mortgage on it, but incorporating a mothership at these locations seems the likeliest step forward for this sector,” Blake opines. Fortunately, for now, Alicat has the orders and interest to capitalise on current demand. SBI
Ship & Boat International May/June 2013
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