Rogne
M-100-HØ
| Built: | Karstensens Shipyard |
MAIN DIMENSIONS
| Length Overall: | 83.00m |
| Length between perpendiculars | 77.70m |
| Moulded breadth | 16.00m |
| Depth to main deck | 11.35m |
| Depth to second deck | 8.70m |
| Depth to third deck | 60.5m |
| Design draught | 8.50m |
CAPACITIES
| Fuel oil | 570 m³ |
| Fresh water | 38 m³ |
| Technical fresh water | 165 m³ |
| Lubricating oil | 18 m³ |
| Urea | 25 m³ |
| Hydraulic oil | 8 m³ |
| RSW tanks | 2,755 m³ |
| Tonnage | 3,760 GT |
| Design: | Karstensens Skibsværft A/S |
| 11.0 knots @ 1,200 kW diesel-electric | |
| Hull: | Built by Karstensen Shipyard Poland |
| Class: | DNV +1A E0 Ice-C TMON BIS |
83.00m PURSE-SEINER/TRAWLER - "ROGNE"
The new “Rogne” has arrived at Rogne quay in Leinevika, Herøy, Norway after its completioon and sea-trials at Karstensents Shipyard.
The vessel is the result of strong cooperation between the shipowner and Karstensens Shipyard, with both parties expressing high satisfaction at the successful completion of the project.
The hull was built at Karstensens Shipyard’s subsidiary, Karstensen Shipyard Poland, in Gdańsk.
The company was founded by Bjarte Rogne in 1965, with his brother Marvin later joining as co-owner. Today, the business is run by the next generation: Frank, Kjell‑Ove and Per‑Magne Rogne, all of whom are actively involved and bring extensive operational experience as skippers and officers on the current “Rogne”.
This new vessel is the fourth to carry the name “Rogne”. Its predecessor, KS‑422, was delivered as a Karstensens newbuild in April 2013.
The company is well positioned in terms of quota holdings and operates a combined trawl and purse seine fishery. Trawling focuses primarily on blue whiting west of Ireland, while purse seine operations target herring and mackerel. The new vessel will continue under the same fishing pattern.
Strong financial performance in recent years, together with positive future prospects, made investment in a new vessel a natural decision.
Given the company’s positive experience with the previous “Rogne”, returning to Karstensens Shipyard was the clear choice.
Throughout the project, the owners placed great emphasis on maintaining close involvement in the construction process to ensure the vessel was tailored precisely to its operational needs.
Design, layout and technical arrangements have been developed in close collaboration between the shipowner and the shipyard. Considerable focus has been placed on innovative solutions, particularly on improving working conditions, strengthening safety and enhancing comfort for the crew.
Additional attention has been given to hull design and optimisation to match the vessel’s operational profile, with the goal of achieving the lowest possible fuel consumption. The vessel is equipped with heat‑recovery systems on all engines and a range of additional measures to minimise total energy use.
Like other pelagic vessels under construction for owners in Iceland, Norway, Sweden and Denmark, the new “Rogne” is based on Karstensens Shipyard’s own design.
ROGNE Description
The hull is constructed in steel with three continuous decks, along with forecastle and boat decks with deckhouse. The boat deck, wheelhouse, funnel and fore and aft masts are built in aluminium. The hull features a round‑bilge design with transom stern and an almost vertical bow with bulb both above and below the waterline. The aft section is designed with knuckle line and skeg.
Below the third deck, the hull is divided into watertight compartments, including forepeak, sonar room, azimuth room, freshwater and wash‑water tanks, RSW cargo section with 13 tanks and a central RSW pump/manifold room, engine room with two main engines connected to a shared reduction gearbox driving a nozzle propeller, aft thrusters and a separate separator room. The aft peak contains additional tanks.
On the third deck, the layout includes forepeak storage, the RSW cargo trunk section with central vacuum pump and RSW refrigeration machinery, accommodation to starboard, workshop to port, exhaust trunks, engine stores, three net tanks and the hydraulic room with steering gear aft. Facilities include a trimming/wellness room, laundry, engine control room, switchboard room, corridors and stairways.
On the second deck are forepeak storage, a harbour generator room to starboard, storage to port and two anti‑roll tanks. A closed cargo deck aft contains hatches and loading pipes for the 13 RSW tanks. A screening box is integrated into the hull structure.
A full‑width aft superstructure contains accommodation to starboard and exhaust/ventilation trunks to port, along with three net tanks, storage spaces and a recessed purse seine bin. Accommodation includes eight crew cabins and two officer cabins, all with private bathrooms, as well as an RSW control room, corridors and stairways. All accommodation is positioned to minimise noise, supported by additional insulation.
On the main deck, the forward section includes the mooring deck with anchor and mooring winches, storage and a welding workshop. The aft working deck houses purse seine winches, line winches, gallows, fish pump, hose reels and hydraulic systems. Aft of the deckhouse is the trawl deck with net drums and purse seine handling equipment. Accommodation in the deckhouse includes four officer cabins, a coffee area, changing room, oilskins room, shared sanitary facilities, corridors and stairways.
On the boat deck are the mess room, cinema, galley with provision stores and refrigeration/freezer rooms, along with technical spaces. The bridge deck wheelhouse provides full 360‑degree visibility.
ROGNE Propulsion and Machinery
The vessel is equipped with two main engines rated at 3,600 kW each, accompanied by shaft generators of 2,320 kW each, providing sufficient power for trawling and all electrical systems during purse‑seine operations.
Under normal sailing conditions, the vessel can run on a single main engine.
Additional power comes from two 600 kWe diesel generator sets controlled by a power‑management system for load control and automatic start‑up. A UPS/clean‑power solution allows frequency variation between 50 and 60 Hz, enabling a reduction in main‑engine speed of up to 17%.
This overall configuration provides operational flexibility, high reliability and fuel‑efficient performance.