Page 96: of Maritime Reporter Magazine (September 1996)

Polarlys: A Norwegian Affair

The Polarlys — which maintains the Hurtigruten combined passen- ger and freight service — was built by Ulstein and is a spectacular successor to the two previous ves- sels to carry the name.

The $75-million contract to build

Polarlys was signed in May 1994 by Ulstein Verft from owner Troms

Fylkes Dampskibsselskap (TFDS).

At 404 ft. (123 m) long and 64 ft. (19.5 m) wide, it is the largest ship ever to be built by Ulstein. The yard's Hatloy drydock was used for the construction, leaving the build- ing berth free at Ulsteinvik for supply vessel construction.

High on the list of design require- ments was safety, specifically pre- sent and anticipated stability and safety regulations — as well as constraints imposed by the limited depth and quay length at several of the smaller ports on the vessel's route. The vessel's roundtrips between Bergen and Kirkenes are scheduled to take 11 days, during

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Phone +47 69 19 52 81. Fax +47 69 19 52 89 which time the ship will make 66 ports of call. Apart from passen- gers and cars, the Hurtigruten ves- sels carry freight, much of it refrig- erated.

Ulstein's ability to build such an outfit-oriented vessel, in parallel with its mainstay activity of off- shore and specialist vessel con- struction, has been achieved by extensive use of subcontractors, and by use of its drydock. When the ship was floated out it was 85 percent complete, with all cabins, piping and principal machinery items in place.

The hull shape — which incorpo- rates a bulbous bow and is opti- mized for a 15 to 17.5-knot service speed — was based on results from a model test program carried out by

Marintek in Trondheim.

The ship employs four Ulstein

Bergen nine-cylinder diesel engines for supplying its electrical load, as well as propulsion power. Each of the two shaftlines has one BRM9 engine producing 3,970 kW at 750 rpm, and one smaller 1,661-kW

KRG9 engine clutchable to a Volda twin-input, single-output, two- speed gearbox.

Maneuvering is assisted by high- lift rudders, twin 790-kW tunnel bowthrusters and an aft thruster.

The aft thruster is an Ulstein 830- kW azimuthing unit mounted at the extreme stern, aft of the rud- ders. It may be swung up into i recess in the hull when not beinj used.

The main outside promenade i narrowed to accommodate fou

Harding totally enclosed lifeboal and two PP Jet-powered MOB (ma overboard) boats from UFAS.

An enclosed wheelhouse feature a cockpit style navigating positii behind a sophisticated array of u to-date equipment, which w delivered as a complete Kongsbe

Norcontrol BridgeLine 2020 in grated navigation system.

Stability requirements for pass ger vessels are changing as a res of several serious accidents wo: wide, and Polarlys has b designed to meet all existing ri and anticipated future regulati>

For example, DNV carried out culations on the new probabil

A265 system to ensure that the sel can satisfy the equivalent sf level of two-compartment dar stability, while the vehicle dec! a special flexible bulkhead sut sion to reduce the length of 1 able spaces. The vessel con with strict new fire safety ru] well.

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