Barentshav Class Offshore Patrol Vessels (OPV)

Barentshav Class offshore patrol vessels (OPV) are in service with the Royal Norwegian Coast Guard (RNoCG). Built by Myklebust Verft, the OPVs are operated by Remoy Management under a long-term lease agreement with the RNoCG. The Barentshav Class replaced the Chieftain, Tromsø and Stålbas OPVs.

The primary missions of the Barentshav Class are exclusive economic zone (EEZ) patrols, search and rescue (SAR) missions, fishery protection and tug readiness along the Norwegian coast.

Barentshav Class orders, deliveries and design

In March 2006, Remoy Management placed a contract with Myklebust Verft for the first Barentshav offshore patrol vessel. Myklebust received a contract for the second OPV in May 2006. The third and final OPV was ordered in December 2006.

The first OPV in class, NoCGV Barentshav (W340), was delivered in August 2009. The second and third vessels in the class, NoCGV Bergen (W341) and NoCGV Sortland (W342), were commissioned in April 2010 and July 2010 respectively.

Barentshav Class is based on the design of VS 794 CGV from Vik-Sandvik. The design incorporates a mono-hull supplied by Severnav Shipyard, Romania. The hull integrates a bulbous bow and two-fold shell with double bottom. It is also provided with a roll reduction tank and side tanks.

The OPV has a length of 93m, moulded breadth of 16.6m and free sailing draft of 28m. The gross tonnage of the Barentshav Class is 3,100t. Each OPV can be operated by a standard crew of 16 people.

Deck equipment and systems of the Norwegian vessels

Barentshav Class is equipped with a deck crane, provision crane, a hydraulically operated towing winch, working drum, two stock anchors, two sets of towing pins and a shark yaw. The firefighting equipment includes a pump with a capacity of 2,800m/hour, two monitors and a fixed water spraying system.

The bow deck of the Barentshav Class is mounted with a Bofors 40mm gun. Two single point davits are provided for launching and recovering two man overboard boats (MOBs). Three inflatable life rafts can be launched from the racks at port and starboard side of the OPV.

The Barentshav Class vessels are also equipped with a Nato submarine rescue system.

Barentshav Class OPV capacities

Barentshav Class can carry a deadweight tonnage of 2,100t. The OPV has the storage capacity for 411m³ of fuel oil, 220m³ of LNG, 363m³ of fresh water, 2,005m³ of ballast water, 24m³ of lube oil and 29m³ of sewage. The OPV is also provided with 170m³ of cargo hold space and tanks for storing 1,015m³ of recovered oil.

Navigation, communication and accommodation

Navigation is provided by onboard dynamic positioning system, two radars, differential global positioning system (DGPS), automatic identification systems (AIS), international ship and port facility security code (ISPS Code), voyage data recorder (VDR), Gyro compasses, DGPS Gyro, autopilot, magnet compass, echo sounder, speed log, clinometers, CCTV system and electronic chart system.

The communication systems include radio plant / global maritime distress and safety system (GMDSS), lifeboat radios, emergency position indicating radio beacon (EPIRB), radar transponders, satellite communication, MF/HF, VHF and UHF communications and a command and telephone system.

The Barentshav Class OPV provides accommodation for up to 40 personnel in two one man cabins, nine one man cabins with extra beds and ten two man cabins. Other support facilities include a deck office, wet change room, meeting room, gymnasium, laundry, medical facility, day-rooms, mess, ship office, project office, crypto room, operation room, rescue room and stores.

Barentshav Class offshore patrol vessel propulsion

Barentshav Class OPVs are equipped with a hybrid propulsion system. The propulsion integrates a Bergen B32 diesel engine, electric propulsion motor, gas powered generator sets and a controllable pitch (CP) propeller. The conventional CP propeller is driven by a main engine or combined electric motor / shaft generator driven by gas-fuelled generators. The hybrid configuration allows the two systems to drive the propeller at the same time.

The high manoeuvrability is provided through side thrusters in forward and aft and an azimuth thruster in forward. The hybrid propulsion system provides a maximum speed of 20kt. It is intended to reduce CO2 emissions by 25%, NOx emissions by 90% and fuel costs by 25%.

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