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Background
— Arctic Offshore Patrol Ship — Norway’s Svalbard |
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An example is Svalbard’s position-keeping capabilities. Scientists studying sea ice appreciate this but
the 360° azimuthing thrusters were chosen for their icebreaking potential. [4] Likewise, the large flight
deck and hangar provide storage space but springs from the requirement to accomodate larger helicopters landing-on
should it be necessary (eg: SAR – easily imaginable in a Canadian context - or problems with offshore oil
rig flights ). From a military point of view, Svalbard’s armament is quite modest. To give
ship-to-shore fire support, a 76mm gun could be substituted on CF patrol ships. This may be gilding the lily.
The real value of Arctic patrol is sovereignty-through-presence rather than improbable gunboat diplomacy.
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| Specifications: |
K/V Svalbard (W303) Icebreaker /
OPV |
Class: |
DNV +1A1, Polar 10 icebreaker, RPSF-A |
| Dimensions: |
103m long (oa) x 19.1m beam x 6.5m
draught |
| Displacement: |
6300 t (full load, other sources say 6500
t) [5] |
| Complement: |
48 crew ( + helicopter det. 4 / up to 75
pax ) |
Propulsion:
(Thrusters) |
2 x 5 MW Azipod 360° azimuthing
thrusters,
2 x 2180 kW Brunvoll FU-100 bow thrusters |
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| Main Engines: |
4 x 3390 kW R-R Bergen BRG-8
diesels [6] |
| Speed/Towing: |
17.5 knots ( 32.4 km/h ) / up to
100,000 t |
Armament:
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1 x Bofors 57mm L/70 main gun,
space
for Mistral anti-aircraft missile launcher |
Aircraft:
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2 x 5-t helicopters accomodated in
hangar,
normally 1 x Westland Lynx Mk58 carried |
| Cargo handling: |
12-tonne Hydralift crane (after deck) |
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[1] Svalbard is an Aker design built by Langsten AS – hull at Tangen Verft, Kragerø,
fitting out by Langsten at Tomrefjorden, Romsdal. She was launched in Feb. 2001, certified under civilian
DNV ( Det Norske Veritas ) standards, and entered Kystvakten service in mid-2002.
[2] Atlantic currents keep Svalbard warmer. In winter, the average temperature is -12°C. Ellesmere’s
Feb. average is -28°C (Eureka’s -38°C).
[3] Svalbard was the first vessel in 10 years designed from the outset for Kystvakt (Norwegian
coast guard ) service and it was designed to civilian standards. But Kystvakt is part of the Norwegian
navy and Svalbard a military ship. As such, it is not ideal for scientific work. Experience with CCGS
Amundsen has shown that scientific expeditions are an effective way to establish Arctic sovereignty.
It behooves Canadian designer to pay attention to the special winches, laboratory containers, and equipment
used for Arctic research from the outset.
[4] The Azipods used on Svalbard obviate the need for rudders. There is a vague similarity to the
Z-drives of the Kingston classs MCDV. However, the Azipod are stand-alone propulsion pods. All
that is required is a power cable from the machinery room back to the Azipods.
[5] On 10 July 2007, the Globe & Mail reported a length of 100m and 3000 tonne displacement for A/OPS.
If accurate, this length is about right for Svalbard but the displacement less than half of that vessel.
Based on the Svalbard, this would represent a major design revision.
[6] The engines are by Ulstein Bergen, now part of Rolls-Royce Marine. The power output quoted is the maximum
continuous rating. Not mentioned is a auxiliary power unit for use in harbours consisting of a 1070 kW
Volvo Penta diesel driving a 1340 kVa Stamford generator.
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According to press reports, the Federal Cabinet gave approval to proceed with the 
for six new “corvette-sized 
latitude as Ellesmere Island but the Arctic conditions are less severe. Nevertheless, the
Svalbard is considered the most ice-capable ship in Norwegian service. It can handle 1m thick ice,
and was designed to operate as a tug (right),
As a militarized coast guard ship, Svalbard performs armed patrols along with the traditional coast
guard functions – maritime search and rescue (below) and supporting scientific research (Arctic and
fisheries ).
Though not designed with scientific work in mind, the design requirements for an icebreaker overlapped with those
of the scientists. [3]