The noise level is reduced as the thrusters are located far from the accommodation section. The construction with engine and accommodation aft has given the naval architects more freedom to optimize the foreship to a more fuel effective shape.

Naturally commercial aspects such as a deadweight and ample tank capacities, as well as good speed and satisfactory fuel economy, were also an integral part of the design. Less hull resistance was an important factor in achieving the speed/consumption criteria. With a dwt of about 5,850 tons and a deck load of about 4,200 tons the VIKING AVANT can carry significantly more cargo than most of the tonnage available on the market today. By avoiding the shaft and cable gates the capacity is improved, and there is a safe-haven with covered discharging manifold under the forecastle.

The design means that only one manoeuvering position is necessary. The bridge solution is in accordance with DNV's Naut Bridge. The electronic bridge installations have been done by Kongsberg Maritime.

VIKING AVANT's stern slip system is a state-of-the-art rescue contingency system, always carrying the daughter craft in the stern slip. The vessel can therefore at all times be ready for action as a rescue ship. Her mode of operation as a rescue vessel, the stern slip, provides an increased operating window for rescue services in extreme waters like the Barents. Access to and exit from the daughter craft is sheltered in the superstructure tunnel providing excellent working conditions.

On delivery from the yard the vessel entered a five years charter to Statoil for operation in the Barents Sea. In addition the Charterers have options for further periods of 2x1 years. The area of operation will be for the Snøhvit development where the vessel will perform supply, standby and emergency towing services.

As per Statoil's criteria a de-ice classification is essential. This covers the ability to heat the forecastle, bow area, rescue facilities, railing and gangway. Other requirements include Clean class, Comfort class, Redundancy of equipment and Oil-recovery equipment, which is stored in a covered hangar.

The vessel has a diesel electric propulsion system supplied by ABB which incorporates four generators each of 1,825 kW, two Compact Azipod propellers each of 3,000 kw, two frequency converters for the main propulsion and two water-cooled transformers for the main propulsion each producing 4,000 kVA. The vessel's maximum speed is 16 knots.

The power station consists of four CAT 3516B diesel engines, each with an output of 1,800 ekW, supplied by Pay & Brinck Motor, who also delivered the emergency generator type CAT C9 of 250 ekW and Aargilon SCR for cleaning of the exhaust gases thereby reducing the NOx emissions. The Owners have calculated the NOx savings per year to be about 77 tons.

The vessel is equipped with two Brunvoll bow thrusters for easier manoeuvering, each of 1,000 kW, and one retractable azimuth type AR-63 of 880 kW. The Brunvoll Retractable Azimuth Thrusters installed are used for dynamic positioning. The water mist fire protection system in the engine room is supplied by Koppernæs.

Hydrakraft is the supplier of the deck machinery like a towing winch with 75 tons pull, capstans, tugger winches, windlass mooring winches, a reception system for the workboat at the stern and a tractions winch drive system for the cargo deck cover. The cement handling system is from Randaberg Industrier. The MOB-boat is a Norsafe delivery, and Vestdavit has supplied a single point telescopic davit to the vessel.

The vessel sails with a complement of 12 persons, but can accommodate 250 persons in an emergency situation. The electrical installations were taken care of by ABB.

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