Arctic Passion News · 2018-10-08 · 1 / 2014 / 7 Arctic Passion News Aker Arctic Technology Inc...

1 / 2014 / 7Arctic Passion News

Aker Arctic Technology Inc Newsletter

Icebreakers forSabetta harbourpage 10

First Arctic LNG fleetpage 8

Arctic oil com-bat icebreakerintroducedpage 7

Oblique ice-breaker nea-ring deliverypage 6

March 2014

Arctic Passion News No. 5

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Thank You!

Mikko NiiniSenior Management Adviser

Aker Arctic Technology Inc’s newsletterPublisher:Aker Arctic Technology IncMerenkulkijankatu 600980 Helsinki, FinlandTel. +358 10 670 2000Fax +358 10 670 [email protected] in chief Mikko Niini:Texts by CS Communications Oy:Lay-out Kari Selonen:

Printed in September 201 by DMP4

Announcements

In this issue

This summer and fall a total of ships 71have tra the Northern Sea Routensited ,North-East Passage.

Time flies – and very fast. It is now tenyears from the moment I was invited bythe Board of Aker Yards to start puttingtogether a new company for independentbusiness on Arctic marine technologies.Later in 2004 we had all theshareholders, Aker Yards, Wärtsilä, ABBand Aker Kvaerner in place and AkerArctic Technology Inc was ready to startits operations.

Since the tiny 12 person staffwe have now grown to acompany with 46 persons andmany ships created by us aresailing on the icy oceans,including several “double-acting” shuttle tankers,azimuthing propelled offshoresupport vessels as well as theworld's first oblique icebreaker.

Aker Arctic is today working on all theseven seas and with Clients on all thecontinents and the surveys report onhigh client satisfaction.

It is now 50 years since I first timeentered through a shipyard gate to startmy career in the Finnish marine industry.The five decades have brought ups anddowns, and many new technologieshave been emerging and introducedsince then, but we continue the Finnishsuccess story. Today we live in a post-industrial era in Europe. We havereturned to a former shipyard area, todayas one of the leading global technologyproviders for the Arctic industries.

Through our internal “Arctic Horizons”competence program we havesystematically mentored ourselves forthe inevitable generation shift.

Now, after the 50 years at work, at theend of February 2014, it is my turn tostep aside and give room to the eagerand strong younger generation.Reko-Antti Suojanen has taken theresponsibility with his generation'stalents and skills for bringing Aker Arcticthrough next decennium's challengestowards new successes.

I would like to thank all the friends,partners, clients and competitors in allparts of the world and in many culturesfor having provided me a rich, interestingand motivating work life in the Arcticmarine and offshore business. I sincerelyhope that we at Aker Arctic have beenable to bring added value into Youroperations.

Thanks ! Thanks!Page 3 New managementPage 4 T S Fhe tate of inland acquires

majority of shares in A Aker rcticPage Next generation icebreaker5

for FinlandPage Oblique icebreaker proceeding6Page New heavy-duty7 Oblique icebreakerPage First Arctic LNG fleet8Page Icebreakers for10

Arctic LNG terminalPage 1 Arctic offshore3

construction vesselPage 1 Canadian polar icebreaker4

phase IIIPage 1 Update on IMO processes5Page 1 Icebreaker6 ExpertPage 1 8th Passion Seminar8Page 19 Aker Arctic visitorsPage 20 Coking coal transportation project Coming events

Jukka-PekkaSallinen has beenappointed ResearchEngineer in thetesting department.He graduated asNaval Architect fromAalto University inspring 2013 andhis thesis considered brash iceresistance of Aframax class tankers.

Teemu Ikonen joinedAARC as StructuralEngineer in the shipdesign department.Teemu graduatedfrom Aalto Universityin 2013. He majoredin Techical Mechanicsand developed aninverse method for ice-inducedload determination in his Master'sthesis.

Tuomas Romu hasbeen appointedProject Engineer inthe ship designdepartment inSeptember aftergraduating as NavalArchitect from AaltoUniversity School of

Engineering. Previously, Tuomas hasalso been studying Arctic Technology inthe University Centre in Svalbard.”

March 2014Arctic Passion News No 7

After the acquisition of 66,4 %of the shares by FinnishIndustry Investment Ltd (fullyowned by the State ofFinland) Aker ArcticTechnology Inc's extra-ordinary shareholders'meeting appointed the newBoard of Directors for theCompany. On January 2014t bhe oard members are OleJohansson, Juha Koskela(ABB Oy), Antti Kummu(Finnish Industry Investment),Valborg Lundegaard (AkerEngineering & TechnologyA/S) and Juha Marjosola(Finnish Industry Investment).Ole Johansson wasnominated Chairman andJuha Marjosola Vice-Chairman of the BoardMr. Ole Johansson, BSc(Econ.) served as thePresident&CEO of WärtsiläCorporation from 2000 to2011. He is the Chairman ofeQ Oyj and member of theBoard of SvenskaHandelsbanken AB.Since Mr. Mikko Niini,reaching soon the age of 68,has made the decision toretire from the ManagingDirector position the Board ofDirectors appointed Mr.Reko-Antti SuojanenManaging Director. MikkoNiini´s employment with thecompany continues until theend of February 2014. “Mikkohas done a great job for AkerArctic, building the Companyfrom its foundation in 2004

into a recognized providerand developer of maritimesolutions for the ice coveredand arctic waters. Hisambition for maritimebusiness and development isstrong and valuable and weare looking forward to havinghim in an advisory positionalso in the future” said OleJohansson. “Reko-AnttiSuojanen has served asResearch and DevelopmentManager for Aker Arctic andhas also been leading manymajor client projects. He hasa broad experience in thebusiness area and willtogether with his ManagementTeam further continue to leadthe operations of theCompany in developinginnovative and attractivesolutions for the customers”.

Ole Johansson takes chairmanship andReko-Antti Suojanen appointedManaging Director for Aker Arctic

March 2014

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Arctic Passion News No 7

The past year turned out to besignificant for Aker Arctic. Itwas our 8 year of operationth

with a constant and stablesituation in the market. Theincreased interest and publicawareness of the Arcticdevelopment has beensteadily growing. This resultedin some new openings at themarket, as well as increasedfocus on the environmentalissues.The activities also increased inour home waters. A major stepin our traditional icebreakerdevelopment was taken, whenafter many years, a new Balticclass icebreaker was designedfor the Finnish TransportAgency. For us this work gaveus a possibility to work closelywith the local icebreakeroperators. As a result there isnow an extremely modernicebreaker under construction,being the first icebreaker in theworld which can operate withLNG fuel. Aker Arctic'squalified and innovative

personnel, together with theoperational know-how of ourpartners and clients, havebeen crucial for thisachievement.The year 2013 ended with anownership change as theFinnish Industry InvestmentInc obtained a majorityownership of Aker Arctic. In myopinion, this will furtherimprove our services andcooperation possibilities withour customers.For the last years we havebeen experiencing changes inpersonnel due to generationshift. However, this has beenwell prepared over the yearsby letting next generation takea more and more active role inthe work.Personally, I have worked atAker Arctic right from thebeginning and enjoyed thearctic challenges. I am excitedabout the new position asManaging Director, to continuethe success of Arcticdevelopment after the greatwork by Mr Mikko Niini.From now on, we will continueactive development of newsolutions, and together withyou, clients and partners, wewill have an interesting andsuccessful future ahead of us.

Reko-Antti SuojanenManaging DirectorAker Arctic Technology Inc

The Way Forward

T S Fhe tate of inland acquiresmajority of shares in ker rcticA A

The Finnish G overnmentowned investment company,Finnish Industry InvestmentLtd, has on December 17th,2013 purchased a 66.4 percent majority stake of theshares of Aker ArcticTechnology Oy from STXFinland Oy.

Aker Arctic is one of the world's leadingcompanies in Arctic marine logistics andoffshore solutions as well Arctic vesselsdesign. The Company's othershareholders ABB Oy Finland andNorway's Aker Engineering andTechnology AS, part of the AkerSolutions group, are holding equalshares, each 16.8 per cent.now

T wahe value of the deal s 9.3 millioneuros. cquisition carried out atThe a wasmarket terms based on an externalexpert valuation. At the same time, theminority shareholders will increase theirshare in Aker Arctic on equal terms withthe state acquisition.

“Arctic shipping is expected to increasesubstantially in the upcoming years anddecades. As a world leader in solutionsfor development of Arctic engineeringAker Arctic has good prospects to gain asignificant market share in the industry.This of course also has a positive impacton the Company´s long-term value. Thatis why I consider this deal highlysuccessful from the state's point of view”,Minister of Economic Affairs, Mr. JanVapaavuori said.

In recent months the Ministry ofEmployment and the Economy has beenstudying actively the possibilities forsecuring the Company's know-how andfurther development in Finland. Thetransfer of the Company´s know-how,such as intellectual property rights, awayfrom Finland, would have meant aserious setback for the entire FinnishArctic marine industry's futuredevelopment.

“The Government of Finland has aspecial interest in contributing to ensurea secure basis that offers possibilities foropen stable ownership for Aker Arctic todevelop and retain its knowhow. Inaddition to Aker Arctic's globally adaptedcommercial applications the Company'sknow-how can also beand services nowu the Finnish Defence Forces.tilized byThe Company´s expertise and itsutilization hold a key role in Finland'sArctic strategy, as well as inimplementation of the Ministry's MarineIndustry 2020 working group proposals”,Vapaavuori said.

Aker Arctic has accumulated the mostimportant Finnish arctic marine know-how. The Company has designed anumber of successful ship concepts forArctic shipping, including the world's firstoblique icebreaker concept, which iscurrently under construction at ArctechHelsinki Shipyard Oy. Aker Arctic hasbeen involved in significant logisticsolutions in the North-West Russia andis also in the design of both Canada´sand China's new polar icebreaker.

The development and utilization of acutting-edge arctic know-how isimportant to Finland for several reasons,

including arctic business development,as well as in terms of security of nationalsupply issues. In the coming years AkerArctic has a promising growth prospectse.g. in connection with opening of theNortheast Passage.

“The Company's operations will alsostrengthen the Finnish marine industrycluster and its prospects in strong andcompetitive areas of special expertise.For the preservation of the Finnish arcticand marine industry related know-how isimportant that the Aker Arctic´s expertise,as well as ts long and successful ibusiness relationships on theinternational market will remain withinthe range of Finnish research anddevelopment”, Minister Vapaavuori said.

“The arrangement is verywelcome for us as it gives themessage of stability and strongGovernment backing for ourefforts in developing theCompany and our technologiesfurther” said Mr. Mikko Niini,Managing Director of AkerArctic when the deal wasclosed.

“We are working with customers inAmerica, Europe, Russia and Asia,which represent oil majors, miningindustries, ship owners, shipyards,equipment manufacturers andclassification societies. The newshareholding also signals our neutralposition to all markets and clients, whichcertainly will improve our ability to catchnew customers”, Mikko Niini . added

March 2014

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Aker Arctic s design the newha edicebreaker for the Finnish government incooperation with ILS Oy. Tasks includedwere the technical documents needed toarrange the tender for its construction incompliance, taking responsibility over theperformance of the vessel, and assistingthe Transport Agency in negotiations withshipyards.

Delivery by 2016The Government toin February decidedprocure new icebreaker athe t a price of12 million euro for3 delivery by winter2016. The icebreaking capacity of thenew icebreaker in all parameters willcomply with the U -class icebreaker.RHODue to its diesel electric machinery, it willbe able to move continuously through 1.6m thick level ice, to break a 25 meter widechannel in 1.2 m thick ice at speed of 6knots, as well as to reach 9..11 knots ofaverage assistance speed in the BalticSea. The draught of the vessel with fullfuel tanks will be maximum 8 m, whichenables operation major sea-s on alllanes. The service speed of the vessel inopen water should be minimum 16 knots.

Oil spill responseIn addition, the new icebreaker will beequipped for oil spill response operationsand will perform emergency towing missions95% of the time in the open water and iceconditions prevailing in the Baltic Sea.

The vessel will be able to collect spill oil atsignificant wave height up to at least 2meters, and 95% of the time in the windconditions prevailing in the Baltic Sea.The recovered oil tanks and heatingcapacities for recovered oil bewillsufficient for 1500 m of collected³volumes. The vessel will be designed for50 years of service life, and theicebreaker will have accommodation intotal for 24 persons, with reserve foradditional crew in case of oil spillresponse operations.The ordered design materials werecompleted so as to make it possible tocomplete the tender for construction ofthe icebreaker by end of 2013.”The Finnish foreign trade is fullydependent on efficient winter navigation.Our oldest icebreaker is alreadyVoimasixty years old, and it is important thatafter a fifteen-year long gap we are ableto renew our icebreaker fleet. Due to the

The new Finnish icebreaker isbeing designed according tolatest technology and willimprove icebreaking services toensure the competitiveness ofFinnish exports.

new technology, our goal is to improve thenew level of icebreaker services and toensure the competitiveness of ourexports," says Antti Vehviläinen, DirectorGeneral, Finnish Transport Agency.”It is amazing that the future flagship ofour icebreaking fleet can be designed bythe most experienced engineeringcompanies of the country, Aker Arctic andILS, which guarantees a high qualityresult of the project," says Jarkko Toivola,Winter Navigation Unit Manager at theFinnish Transport Agency.”This new design of the Finnishicebreaker will give us a significantreference for the growing internationalArctic markets and as a result we canshow that the Finnish icebreakingtechnology continues having top designwork in the world. During the pastsummer we have assured in advance theperformance capacity of the newicebreaker by ice model tests," sa MikkoidNiini.”It is important for this kind of nationalproject that all competencies andexperience can work towards a joint goal.Our emerging cooperation with Aker Arcticis inevitable to preserve the status ofFinnish know-how in a growinginternational competition,” says JyrkiLehtonen, Managing Director of ILS Oy.

March 2014

World’s first LNG fuelledNext generationicebreakerfor Finland

The Finnish Transport Agencysigned a contract with Aker Arcticfor the design of the newicebreaker for the FinnishGovernment last April. Designwork and model tests have beengoing on all summer . and autumn

The agreement was signed by Ms. TiinaTuurnala of Finnish Transport Agencyand Mr. Mikko Niini of AARC. In thebackground from left Mr Jarkko Toivola,head of winter navigation, Mr. JyrkiLehtonen, Managing Director of ILS Oyand Mr. Kari Laukia, Design Manager ofAker Arctic.


September 2012

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Aker Arctic designed Obliqueicebreaker under constructionfor the Russian Ministry ofTransport is proceeding. Hullis now being assembled atArctech Helsinki Shipyard andthe first ship in this Aker ARC100 design will be delivered inSpring 2014."Yantar JSC in Kaliningrad hasmanufactured the hull parts, which werelast spring transported to Finland andassembly done here," says ChiefDesigner Mika Hovilainen."In August the propulsion equipmentarrived from Steerprop and was installed.The schedule is tight to get everythingready for in February 2014 so thetrialsyard's full capacity is now working on theship and it advances fast.”“ work for the vessel is almost done.OurWhen the ship is ready and delivered ourresponsibility is to demonstrate that itfulfils our promises. We are responsiblefor the ice trials, which will take place inspring 2014 in the Baltic Sea.”

Oblique icebreaker proceeding

Hull Assembly t place at ArctechookHelsinki Shipyard and BALTIKA waslaunched on December 12th 2013.

The cooperation between YantarShipyard and Arctech Helsinki Shipyardis in line with President Putin'sshipbuilding strategy to increase use ofRussian shipyards in construction ofvessels.

March 2014

The ship operator will beGosmorspassluzhba (Russian MarineEmergency Rescue Service), responsiblefor oil spill combat and rescue operationsin Russian waters. The vessel has beennamed B .ALTIKA

Instrumentation for full-scalemeasurementsAker Arctic is now planning for a newmajor project in order to gatherinformation from the Oblique icebreakerfor future use. "We plan to instrument the vessel so thatfull-scale measurements can be madeover several years. As this vessel is anew concept, which differs from anything

previously built, it is important to verifytheoretical calculations and compare howtheories apply in reality," Mr Hovilainenexplains.In May this year, launched aAker Arcticnew arctic concept of the Obliqueicebreaker, which has receivedwidespread attention in media andamong professionals in the shipbuilding,design and offshore industry (see nextpage)."Full-scale measurements from theOblique icebreaker will form the basiswhen we design the Heavy-duty Obliqueicebreaker for arctic use more in detail,"Mr Hovilainen says.


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With construction underwayon the first ever ObliqueIcebreaker, Aker ArcticTechnology has unveiled anew version of the uniquevessel type that will bring icemanagement and pollutioncontrol in thick first year ice toa new level.

The first ARC 100 is due delivery to theRussian Ministry of Transport in early2014. The resulting newbuilding is abreakthrough in asymmetric three-thruster conceptual design, which willbring new capability in terminaloperations; ice management and oil spillresponse in freezing seas. The 76 mlong vessel, with her oblique ice-breaking action is a game changer inyear-round oil spill response.Additionally, a single Oblique Icebreakercuts channels through ice for cargoships to follow as wide as two equivalentconventional icebreakers moving aheadside by side.

More powerAker Arctic has followed up with a“Heavy Duty” ARC 100 HD version of

the design – a 98 m long and 26macross the beam vessel. The vessel willdraw on 24,000 kW of engine power and19,500 kW of propulsion power to offer190 tonnes of bollard pull in open water.This is 2.5 times the pull offered by theARC 100.Planned to be classed by the RussianMaritime Register of Shipping as anIcebreaker 7, the design is based onextensive model tests at Aker Arctic,Helsinki. Tests demonstrated that theARC 100 HD would be able to breakthrough 1.5 m thick ices when movingahead and astern at 5 knots (2 knotsthrough 2 m thick ice). In the obliquemode, it will be able to cut a 50 m widechannel through 1.5 m thick ices. Inbroken ice, its vertical side will push icepieces and its inclined side will break icefloats.

New ice management functionsAs well as increased size, power andmanoeuvrability, the ARC 100 HD addsnew ice management and oil spillresponse functionality. Its dynamicpositioning capability will mean it can'spin on the spot' to widen channels. Itwill also be able to assist during ice fielddirection changes – effectively cuttingice alongside the cargo vessel exposedto unfavourable ice flows.

Aker Arctic brings heavy duty oilspill combat icebreaker to market

Aker Arctic has incorporated specific oilrecovery measures. As with the ARC100design, instead of the vulnerable rubberarm sometimes seen in oil spill responseoperations, the ARC 100 HD's verticalhull side itself will act as a sweep arm upto 60 m across in heavy waves. Thevessel will also feature a skimmersystem, including a side door, effectivein-built brush skimmers/collector tanksfor oil separation, recovered oil transferpumps, and a discharge pump.

“This project is a significantmilestone for icebreakerexpertise, as it shows the waydesign and constructionefforts are keeping pace withcontinuing demand for harderto recover energy sources,"sa Mikko Niiniid in the pressconference.“With the awarding of drilling permits inthe Arctic subject to increasing scrutiny,this is another example of Aker ArcticTechnology's commitment to meetingthe challenges set by nature.”

The Arctic Obliqueicebreaker was presented atthe Offshore TechnologyConference in Houston inMay 2013 and receivedwidespread attention inmedia.

Along with the vesselconcept development alsonew propulsion options aredeveloped, among themcontra-rotating propulsionwith Steerprop Ltd.


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Russia's largest independentgas producer OAO Novatekand French energy majorTotal S.A. are in partnershipdeveloping LNG plant anproject on the eastern coast ofYamal Peninsula in the villageof Sabetta. China NationalPetroleum Corporation,CNPC has additionally ed, jointhe project as well as acon of supply offirmedminimum 3 Million tons of gasper annum.The Arctic location presentschallenges for exports of theliquefied natural gas and AkerArctic has been activelyinvolved in researching andcreating solutions for JSCYamal LNG since 2010.Yamal LNG cooperation includesplanning and design development of anLNG-carrier for exports of LNG to themarket, developing and designing theSabetta harbour as well as designing theicebreakers to ensure efficient all yearoperations. Cooperation with Yamal LNGbegan three years ago when CB&ILummus was conducting a Pre-FEEDstudy on the production unit and AkerArctic conducted studies on the LNGtransport solution and carrier itself.

Aker Arctic had a vision of an Arctic LNGcarrier already many years before, andhad from 2003 onwards systematicallybeen developing an LNG Carrier solutionfor the Arctic market. The conclusionafter researching several options wasthat the best one would be a large LNGcarrier, 150.000-200.000 m , which could³manage independently in ice, withouticebreaker assistance. This technicallyand economically possible option, withseveral technological challenges, waspresented at various conferences.

Marine transportation FEED"In 2011 we were selected by YamalLNG to join for their FEED (Front EndEngineering Design) on how to solve thetransport needs from Sabetta and startedto develop the vessel concept. We usedthe earlier developed vessel concept asbase. Different propulsion possibilitieswere evaluated, as well as variations inicebreaking capability, manoeuvringcapability and size of the ship. Technicalsurveys were made together with theclient and CNIIMF (Russian CentralMarine Research and Design Institute).Also the main equipment producersWärtsilä, ABB and Rolls, Steerprop Ltd.Royce Marine were involved," Reko-AnttiSuojanen tells.

"Additionally, the most economical andviable transport routes were investigated.As a result, the best option turned out tobe transporting LNG to Europe duringwintertime over Kara Sea and to Asia insummertime using the Northern SeaRoute.”

"The ship concept we developedincluded two different tank options: GTT-membrane tank system or MOSSspherical tank system. The latter wasbased on our patented Integrated HullStructure (IHS), where lower steelstructure weight, improved strength andendurance as well as winterizationprotection are achieved more efficientlycompared to traditional Moss design," MrSuojanen continues. “This concept isalready utilised by Mitsubishi HeavyIndustries (MHI) and Hyundai HeavyIndustries (HHI) in their recent LNGcarrier contracts."

Safe operations in harbourAn important part of the project has beenstudies the harbour and how to efficientlymanage operations in a safe manner atthe harbour all year round. This work hasbeen part of services to theAker Arctic’sclient LenMorNIIProjekt waswhilecarrying out the detailed harbour design.Aker Arctic has already for a longerperiod been creating a strategicpartnership and jointly worked with ErantiEngineering, a well known specialistcompany for Arctic coastal engineering.

Sabetta is not only located in the Arcticwith harsh winter conditions but has alsoshallow waters and will need to bedredged in order to achieve thenecessary depth for the largewatercarriers. In the future when traffic isincreasing in the harbour and the ObBay, brash ice amounts could reach upto 8 meters, according to computersimulation and calculations, which posesa real challenge for the tankers.

Developing the FirstArctic LNG fleet

The ship concept development includedtwo different tank options: GTT-membranetank system or MOSS spherical tanksystem. The latter was based on AkerArctic’s patented Integrated Hull Structure(IHS), where lower steel structure weight,improved strength and endurance as wellas winterization protection are achieved.


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“In Finland we face the same problem atour harbours in winter and havetherefore developed an Ice ControlSystem to manage the situation. Byleading warm water to the piers,uncontrolled thickening of ice can beavoided and vessels can easily arriveand attach at the piers. A detailed layoutplan for Sabetta harbour and an IceControl System plan have beenestablished to ensure safe terminal andloading operations," Mr Suojanenassures.

Vessel's technicaldevelopmentKey issues in the design of the vesselwere size, propulsion system andoptimum combination of ice performanceand hydrodynamic characteristics.

Different sizes between 150.000 and200.000 m were tested. Model tests³showed that all sizes were suitable foricebreaking and good speed withreasonable power was achieved. Due tothe shallow water situation in Sabettaharbour and narrowness of fairways inthe Ob Bay, manoeuvrability of thelargest vessel could become a challengeand therefore a ship size ofreduced177.000 m was finally chosen.³

A Double-Acting ship concept proved inice model tests to be most efficient andallowed also for independent operationsin the shallow waters. Ice class Arc7according to Russian Maritime Registerof Shipping was determined.

Propulsion options under theconsideration were either a two, three orfour pod system. Hybrid combinationswith shaftlines and azimuth thrusterswere also analysed. After thoroughresearch a three Azimuth pod systemwas chosen with 15 MW each as thisgave best manoeuvrability in ice.

The is a dual fuelled dieselmachineryelectric engine capable of using bothLNG and oil fuel (HFO, MDO). Operatingon gas fuel in ice is challenging becauseengine load in ice can vary quickly. This

feature was researched and tested withrunning engines jointly with Wärtsilä intheir test bench in Spain, resulting indevelopment of a Smart Integrated LoadControl System, which ensures engineperformance even in heavy icebreakingsituations while using LNG.

Arctic ships spend a substantial amountof time in open water conditions. With abulbous bow, the power need can bearound ten per cent lower compared tobow without bulb. The ships withDouble-Acting principle can either havebulb or ice bow and good ice goingperformance can always be achieved bysailing stern first. Also a special bulbdesign can be built for reasonably goodice breaking capability allowing operationin most typical ice conditions. On theother hand a bulbous bow may posesome risks in ice conditions and currentRMRS rules do not allow the use of it forvessels above A 4 ice class. RecentRCdevelopment has proved that it ispossible to safely use a bulbous bow inharsh ice conditions and rules are alsoincreasingly becoming positive to the useof it. Nevertheless, due to the high safeoperations requirements of Yamal LNGto ensure efficient, regular and reliableoperations in all ice conditions, an icebow type hull form was finally chosen forthe LNG-carrier.

aker Arctic designers then continued theopen water testing in order to achievealso good open water characteristics.CFD and open water model tests wereconducted both in still water and waves.The result is a bow design with relativelygood open water characteristics.

Terminal construction underwayConstruction of Sabetta harbour beganin 2012 and is planned to be ready in2016.

Technip/JSC were awarded the contractto build the LNG production plant withthe first train to be ready by 2016. Quitea number of various types of ships,including dredgers, operatingwere lastsummer and fall on the Northern Sea

Route bringing equipment and materialsupplies to the port. Preparations arenow under way and the plantconstruction will be made on a modularprinciple and transported to Yamal.

"In addition to this, our work includehas ddesigning icebreakers to ensure safe,reliable and efficient operations in theharbour area. Totally four differenticebreaker types are needed for the yearround activity," Mr Suojanen adds.(Read more on next pages)

DSME of South Korea to build he tworld's first Arctic LNG carriersTechnical specifications for the LNG-carriers were ready last year and AkerArctic supported Yamal LNG inpreparing the tender documentation,which was sent to major qualifiedshipbuilding yards. After revision ofoffers, Daewoo Shipbuilding & MarineEngineering was selected forconstruction of the vessels and apreliminary slot reservation agreementfor building up to 16 Arctic LNG carrierswas signed in July 2013. First vessel isexpected for ice trials in Sabetta areaduring 2016 while the remaining unitswould be arriving into service between2017 and 2018.“Aker Arctic's policy is to follow itsprojects throughout the construction andtrials in order to keep “hands-on” also inthe practical shipbuilding work, as thefeedback of this is utmost important foraccumulating experience and improveddesign services for future projects. Thishas been experienced already withSumitomo in Japan for the MASTERAAframax series as well as the 70.000 tdwVASILY DINKOV-type Varandei shuttletankers built in co-operation withSamsung Heavy Industries. In a similarway Aker Arctic and DSME will work inclose co-operation in the execution of theYamal LNG carriers," says Suojanen.“For the Prirazlomnoye MIKHAILULYANOV-type 70.000 tdw Arcticshuttles we were responsible for thecomplete basic design while working withAdmiralty Shipyards of Russia."

Extensive model tests in ice havebeen conducted to ensure safe,reliable and efficient operations in theharsh conditions when transportingLNG from Yamal.


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Aker Arctic conducted an extensivefeasibility study together with JSC YamalLNG on how reliable harbour operationswould be best achieved. A firstker Arcticestablished the different assistanceoperations needed in the demandingcircumstances and then specified thetypes of vessels required to ensure thecargo traffic. Totally four different supportvessel types were considered necessaryfor the year round operations: Lineicebreaker for securing operations at ObBay and in the dredged sea accesschannel at northern part of Ob Bay,harbour icebreaker for maintainingharbour area and the dredged harbouraccess channel in operational conditionsand icebreaking harbour tugboat for icemanagement and assistance in harbourtogether with harbour icebreaker. Forsummer operations three light ice classport tugs are needed for securing safeand reliable operations in prevailingweather conditions.

New featuresConsideration was given to dual-fuelengines using mainly liquefied naturalgas but they can also use fuel oil. Theline icebreaker can additionally useheavy diesel oil as a third fuel type, asthe plan is to use it on the Northern SeaRoute in summer time where more fuelcapacity is required.

"All the icebreakers designed are basedon experienced solutions and proventechnologies, but still some new, novelfeatures are incorporated," says ChiefDesigner Mika Hovilainen. "Each onehas novelties and special features, themost important one being the exceptional

icebreaking capability, with azimuthingthrusters which is a big leap forward inArctic vessel development."“The line icebreaker will be the mostefficient icebreaker with diesel machineryever built. Its performance is as good asa nuclear icebreaker, even better insome operations. It may, however, bethat the investors decide to rely onservices provided by existingicebreakers, descriptions of which arefound on pages."following

"The harbour icebreaker is a totally newconcept especially developed for heavyharbour ice circumstances with extensivethick brash ice. Some features aresimilar to the Oblique icebreaker and thenew icebreaker for the Finnishgovernment but in this one operability inthick brash ice and harbour icemanagement capability have been takenone step further. The hull form andpropulsion system are somethingexceptional. There are four azimuththrusters, two in the bow and two in theastern," Mr Hovilainen continues.

The vessels are optimized for thick brashice, which develops in coldcircumstances when water gets mixed inbetween layers of ice and then freezes.The thickness of this ice can grow up to4 metres which requires a special kind ofvessel able to assist large tankers,support them turn in the harbour andattach to the pier. Also the icebreakingtug will assist tankers in the harbourduring the winter periods. In summerduring open water season (3-4 months)three port tugs of lower ice class willassist and protect tankers in the harbour.

“No previous operations to this extenthave taken place in as harshcircumstances as they are in Yamal.Therefore the icebreaking escort tug hasto be clearly stronger than anything builtbefore. Also the LNG-feature is unique,"Mr Hovilainen emphasizes. "The tugs forsummer use are closer to open waterharbour tugs."

Environmental benefits of LNGEnvironmental friendliness has been atop priority in designing the operationsand the vessels. "The benefits of usingLNG-fuel many, especially fromwould bethe environmental point of view. Thereare no sulphur oxide nor particleemissions, 75% less nitrogen oxideemissions and 30% less emissionsCO2

than conventional fuel."

There are technical challenges withLNG-fuel, which makes it morecomplicated to use. Once the natural gasis liquefied, it has to be stored in -162 C,°which is a challenging and expensivesystem. It also requires double the tankspace compared to traditional fuel, whichin small tugboats always is a challenge.

"LNG tank capacities would, however,give one week operation time atonlyaverage winter conditions. Extendedoperation can be achieved by operatingon fuel oil. The vessels are alsodesigned according to the zero-dumpingprinciple. All solid and liquid wastes willbe stored on board and discharged toshore," Mr Hovilainen says.

Icebreakers for reliable operationsat the first Arctic LNG terminal

In addition to developing the Arctic LNG-carriers for export of liquefied natural gas fromthe Yamal LNG plant and participatingin planning the Sabetta harbour, ´sAker Arcticwork scope includes designing icebreakers

to ensure safe, reliable and efficient operationsin the harbour area.Totally six support vessels are planned for theyear round activities.


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Port Icebreaker (PIB) intended for supporting LNG carriers'operability in approach channel to harbour and in theterminal of Sabetta.

Primary tasks- Escorting LNG carriers through approach

channel into the port- Icebreaking in port- Assistance in harbour manoeuvres of the tankers- Ice management in the approach channel and harbour basin.

Secondary tasks- Oil spill response- Standby duty during cargo operations of LNGC- Fire fighting- Transportation of deck cargo- Harbour tug operations

Line icebreaker intended for supporting LNG carriersapproaching the Sabetta port on the Yamal peninsula.

Primary tasks- Escorting LNG carriers at Ob Bay in the river channels- Ice management in the Ob Bay area to support the

LNG carriers- Pilot transfer to the LNG carriers.

Secondary tasks- Operations on the Northern Sea Route

during the summer period

Special design featuresIce strengthening enables independent operation in the Arcticseas in coastal routes during winter/spring navigation in ice upto 3 m thick and summer/autumn navigation withoutrestrictions.Hull form has been developed taking into account that thevessel needs to create a wide enough channel enabling tosupport the LNG carriers, but still optimized to reduce producedemissions to air by minimizing required propulsion power. Hullform is developed for low ice resistance caused by icebreaking.Basis of propulsion system selection has been maximizing thepropulsion efficiency. Diesel-electric power plant consists of sixengines for good flexibility in optimizing the engine loadings invarious operational profiles. Propulsion is arranged with threeazimuthing units located astern.

Main dimensionsLength 135 mBreadth 35,4 mDraught 9,0 mDeadweight 5.000 tonnesOpen water speed 19 knotsBollard pull 420 tonnesPropulsion power 39 MW

The vessel is designed withgood ice-going propertiesboth ahead and astern. Sheis able to proceed at 5 knotsspeed on 2,1 m thick firstyear level ice and 8 knots at4 m thick brash ice withconsolidated layer on top.

Line icebreaker Aker ARC 123

Port icebreaker Aker ARC 124

March 2014

Sabetta gas field on theshores of Ob Bay.Photo M. Niini during theARCDEV project withexperimental loading oftanker UIKKU. Sabetta


12

Ice Class Port Tug (PT) intended for supporting LNG carriers'operability in approach channel in open water and in light iceconditions in the port of Sabetta.

Primary tasks:- Escorting LNG carriers through approach channel to port- Harbour tug operations

Main dimensionsLength 45,2 mBreadth 15 mDraught 6,0 mDeadweight 270 tonnesOpen water speed 13 knotsBollard pull 70 tonnesPropulsion power 6,6 MW

The tug is able to proceed at 2knots speed in 1,0 m level iceand 2 knots speed in 4 m thickbrash ice with consolidatedlayer on top in limited waterdepth which prevails inSabetta harbour.

Main dimensionsLength 44,0 mBreadth 15 mDraught 6,0 mDeadweight 250 tonnesOpen water speed 13 knots

Bollard pull 70 tonnesPropulsion power 4 MW

She is able to proceed at 2knots speed in 0,6 m level ice.

- Escort tug operations- Assistance in harbour manoeuvres of the tankers- Ice management in the approach channel and harbour basinSecondary roles:

- Oil spill response carriers- Standby duty during cargo operations of LNG

- Fire fighting to external fire- Transportation of deck cargo

Special design featuresThe Vessel is designed for operation in the Sabetta harbourarea. Her ice strengthening enables independent operation inpre-broken moderate first year ice.Hull form is designed for good operability as an escort andharbour tug still maintaining adequate operation in brash iceconditions in Sabetta harbour. Propulsion arrangementmaximizes bollard pull. The vessel is fitted with diesel electricmachinery and with two azimuth thrusters with ductedpropeller. Thrusters are located to stern of the vessel. Largekeel constructed forefoot is arranged to bow part of the hull toincrease manoeuvrin force to escorted vessel in escort tuggoperation.

Ice class Port Tug Aker ARC 129

Icebreaking Port Tug (IBPT) intended for supporting LNG carriers'operability in approach channel in open water and in light ice conditionsand year-round in the port of Sabetta.

Primary tasks:- Escorting LNG carriers through approach channel to port- Icebreaking in port- Assistance in harbour manoeuvres of the tankers- Ice management in the approach channel and harbour basin

Secondary tasks:- Oil spill response- Standby duty during cargo operations of LNGC- Fire fighting to external fire- Transportation of deck cargo- Harbour tug operations- Escort tug operations

Special design featuresThe Vessel is designed for year-round operation in the Sabettaharbour area. Her ice strengthening enables independentoperation in pre-broken thick first year ice year-round. Hullform is designed for operation in thick brash ice conditionsinSabetta harbour still maintaining adequate operability as anescort and harbour tug. Propulsion arrangement maximizesbollard pull without sacrificing performance in ice. The vesselis fitted with dual fuel diesel electric machinery and with two

Icebreaking port tug Aker ARC 125

Special design featuresThe Vessel is designed for winter operation in the Ob Bayarea. Her ice strengthening enables independent operation inthick first year ice year-round.Hull form and propulsion arrangement give maximizedoperability in level ice and especially in pre-broken very thickbrash ice in limited water depth conditions which prevail inapproach channel and in harbour basin. The vessel is fitteddiesel electric machinery with four azimuth propulsion units.Two of the thrusters are pushing type located to stern of thevessel maximizing ice management by ice flushing effect ofpropeller wake. Two pulling type thrusters are located in bowof the vessel minimizing ice resistance by efficient flushing ofhull and maximizing operability in brash ice and rubble fields.Hull form and thruster arrangement give excellentmanoeuvrability in ice and enable managing ice by pushing itaway by the vessel's vertical sides.

Main DimensionsLength 84,3 mBreadth 21,3 mDraught 6,5 mDeadweight 510 tonnesOpen water speed 15 knotsBollard pull 105 tonnesPropulsion power 10 MW

The vessel is designed withice-going properties bothahead and astern. She is ableto proceed at 2 knots speed in1,5 m thick level ice and 4knots speed at 5 m thickbrash ice in limitedconditionswater depth which prevails inharbour area.

contra-rotating azimuth thrusters located to stern of the vessel.Large keel constructed forefoot is arranged to bow part of thehull to increase manoeuvring force to escorted vessel in escorttug operation.


13

The Aker ARC 114 is an icebreakingmulti-role vessel, specifically designedto provide assistance to offshore fieldinstallations in both ice covered andopen water developments.

Ice managementThe hull form adopts an efficient bowdesign for icebreaking, with a levelicebreaking capability of 1.6 m in the bow-ahead mode at the installed propulsionpower of 18MW. The Aker ARC 114'sstern incorporates Aker Arctic's Double-Acting Ship technology and is optimisedfor icebreaking stern first, and ice ridgeclearing / ice management tasks. Thevessel is capable of achieving 2 knots in1.9 m level ice operating in this mode.The optimisation of the stern foricebreaking means that bow canconsequently be more adapted toextended operations in open water.

The stern configuration and provision ofazimuthing thrusters enables effective icemanagement of smaller floes and ridgesby using the directional propeller washfrom the thrusters to break-up the ice. Inaddition the icebreaking bow allows forvery effective ice management of largeice floes, either by pushing or breaking,functions that are required whenoperating in tandem with a larger primaryicebreaker.

"The vessel can be used in thick one-yearice but it is also developed with freezingopen water areas in mind. The worstcondition is actually heavy open waterseas at freezing point when every splashof water freezes to ice making outdooroperations impossible," says ChiefDesigner Mika Hovilainen.A high capacity winch for iceberg towingis stored below deck as a winterization feature.

ROV operations"In order to develop arctic offshoreoperations, multirole service vessels areneeded for subsea production, inspectionand servicing also during the winterperiod. Aker ARC 114 can perform manymaintenance and inspection duties alsothrough ice," Mr Hovilainen adds.

She can be used for subsea work in icethrough three moon pools fitted with AkerArctic developed ice protection barrier.The remote operating vehicles can belowered also in ice and their umbilicalprotected from ice. Moon pools are fittedwith remote operated bottom hatches tominimize ice formation during transit andprovided with top hatch for safetyoperations and ROV handling. The designallows for the possibility of heated waterin moon pools, which also includeeffective wave dumping chambers toimprove operability in heavy waves.

The Aker ARC 114 has been especiallydesigned around an integrated modulehandling tower-concept for handling of 60tonne offshore modules and deploymentof subsea equipment. Stabilizing tanksare located for reduction in rolling and toallow the vessel to operate as a verystable platform for heavy lift and modulehandling operations.

Winterization aspectsThe ARC 114 design includes manyfeatures for winterization and operation ofthe ship in low temperatures. One itemto observe is the requirement to fulfil theDNV Winterized Arctic notation. Therequirement drives in many ways thelayout of the Vessel as this notationalso requires the notation RPS( Redundant Propulsion and Separate):RPS requires taking into account failurescaused by fire and flooding, making the

Vessel's layout and equipmentarrangement between a DP2 and DP3Vessel.Flexibility in accommodation is providedconsidering the various missions androles of the ship. The vessel canaccommodate 88 persons.For added flexibility and to increase theoperational abilities of the vessel further,the Aker ARC 114 is prepared forsupporting diving operations.

Environmental technology"The vessel is designed with latestenvironmental technology in mind usingthe principles of DNV's Clean Designnotation. in ice isUse of powerminimized, it uses Double-Actingtechnology for saving energy, machineryis equippedwith latest cleaning methods foremissions and has the possibility to uselow sulphur fuel. It fulfils all today'senvironmental requirements andstandards," Mr Hovilainen emphasizes.

In addition to the main propulsion unitsthe vessel is equipped with two tunnelthrusters and one retractable azimuthingthruster forward to enable excellentstation keeping characteristics forstationary operations, meeting therequirements of a DP2 class system.

"We are now planning to further developthe vessel for arctic well interventionactivities. It will be presented in the nearfuture," Mr Hovilainen promises.

For this goal a co-operation agreementwith Navis on DP in ice was recentlyconcluded.

New arctic offshoreconstruction vessel

Aker Arctic veloped has de anew arctic offshoreconstruction vessel intendedfor and servicingconstructionarctic oil fields. Similar openwater vessels are available butthis is the first one for realarctic use. She bringssubstantial saving potentialwith her capabilities in harshconditions.

The Aker ARC 114 is an icebreaking multi-role vessel, specifically designed toprovide assistance to offshore fieldinstallations in both ice covered and openwater developments. This is the firstoffshore construction vessel designed forreal arctic use.


14

Canadian Polar icebreakerreaches phase III final design

Final design of the polaricebreaker for the CanadianCoast Guard is closing to theend and the detailed designphase has started. A hybridpropulsion solution waschosen after extensive testingand studies.Aker Arctic is part of a team led by STXCanada Marine designing a multi-mission polar icebreaker for theCanadian Coast Guard. Phase I andPhase II of the ship is completed and thefinal P III nears also design hasecompletion, where all details of thevessel are specified and the basictechnical decisions are transformed intoworking solutions . This phase will soonbe ready and the finalized designsoonpackage is then available to SeaspanShipyard in Vancouver for productiondesign work.

Hybrid propulsion solution"The design of the propulsion system isone of responsibilities and we areournow designing the final model," saysProject and Design Manager Kari Laukia."Different options were thoroughlyevaluated and tested in model scale andfinally the Canadian Coast Guard chosea hybrid concept with two wing shaftsand a centre pod instead of three shafts.The biggest advantage of this solution ismanoeuvrability of the ship in ice, as itimproves substantially by using anefficient propeller thrust in all 360azimuthing angles. Operation even in

astern mode is now possible with this(double-acting ship)."This will be the firstpod turning 360 degrees ever designedfor PC 2 class. Total propulsion power is34 MW, the centre pod accounting for 12MW and the side shafts 11 MW each.The stainless steel propeller diameter is5,6 m in the centre and 5,9 m in the side.The diesel-electric propulsion consists ofpropellers with propulsion motors,frequency converters, diesel generatorsand transformers. The propulsion motorsand frequency converters are designedso that motors have enough over torquecapabilities available in extreme iceconditions.

Regular meetings"The project has advanced well and isaccording to schedule. Cooperation workamong the different partners (STXCanada Marine, Imtech Marine/TechsolMarine, SNC-Lavalin, A ) hasker Arcticbeen excellent with weekly telephoneconferences. Additionally regulartechnical review meetings have beenheld with the client in Canada. TheCanadian Coast Guard has taken a veryactive role in the project as they wantedto understand the practical implications ofdesign decisions made," Mr Laukia tells.

“Seaspan Shipyard in Vancouver, whichwill be the constructing shipyard, is alsoinvolved in this final design stage so thatthey can give their input on plannedconstructions, as this is practically thefinal stage to impact on productiondesign. By getting familiar with the shipalready now, it is much easier for them tocontinue."

AARC developed patented multi-screwDAS™ propulsion is also chosen toRosmorport’s subarctic icebreakerLK25 which is currently underconstruction by Baltic Shipyard inRussia.

After various studiesby AARC, a hybridpropulsion conceptwith two wingshaftlines and pod inthe middle waschosen for CCGSicebreaker John G.Diefenbaker.


15

World shipping has in recentyears started to give itscontribution for the fightagainst the climate changeand reduction of greenhousegases. In addition The BalticSea and the American watershave already been declared assensitive areas and emissionreduction measures will enterinto force.

The IMO Energy Efficiency Design Index(EEDI) came into force in 2013 January,but it did not include guidance oninterpretation for higher ice classes than1 A Super. . Additionally the Finnish-Swedish ice class rule and EEDI CO2emission levels work are somewhatcontradictionary in propulsion powerrequirements This proved a challengeespecially for cargo ships designed tomove independently in for instance theArctic. To overcome this problem Finlandand Sweden made a proposal to IMO'sDesign and Engineering subcommitteeon how high ice class and powerrequirement could be combined with theEEDI requirements:

1. The first possibility would be to furtherdevelop ice class correctioncoefficients to cover also high ice classships designed for independentoperation;

2. The second possibility would be tointroduce a two-level power system:unlimited power for ice-breakingoperations and certain restrictedpower for open water operations; and

3. The third possibility would be to applyregulation 21.5 in chapter 4 ofMARPOL Annex VI. This regulationreads: "For each ship to which thisregulation applies, the installedpropulsion power shall not be lessthan the propulsion power needed tomaintain the manoeuvrability of theship under adverse conditions asdefined in the guidelines to bedeveloped by the Organization".

Icebreaking ships exemptedAt the IMO the proposal was taken intoconsideration among many others EEDIrelated proposals. At the MEPC meetingin May 2013 a number dec sions andiadditions to EEDI were made. Previouslyexempted ships such as ro-ro cargoships, cruise passenger ships havingnon-conventional propulsion, LNG-carriers and dual-fuel engines were nowincluded in EEDI. Surprisingly it was,however decided that cargo ships havingan ice-breaking capability of 1.0 m ormore are exempted from EEDI."Cargo ship having ice-breakingcapability" in relation to chapter 4 meansa cargo ship which is designed to breaklevel ice independently with a speed of atleast 2 knot when the level ice thicknessis 1.0 m or more having ice bendingstrength at least 500 kPa.

Decision raises many questions"The purpose of EEDI, which is topromote energy efficient ships andthereby reduce CO2 emissions, will notbe fulfilled by this decision," says Salesand Marketing Manager Arto Uuskallio,who is following up on IMO's ruledevelopment. "If you can prove that yourship breaks at least 1 metre ice, then youdon't need to choose the most energyefficient solution for an ice-going vesselas you are exempted from EEDI.""This raises many questions. How is theicebreaking capability verified? Bycalculations, model tests or full-scaletests? What would be the ice classneeded from the vessel, as the currentcriteria only emphasizes vessel speed?A process needs to be establishedsimilar to open water vessels withcalculations, hydrodynamics tests, pre-permission to construct and finally full-scale tests and verifications," MrUuskallio emphasizes."Our stand-point is to always design anenergy efficient vessel to theenvironmental conditions the vessel willbe used in.”

Mr Uuskallio mentions another openissue.

"What will happen if the vesselin final verifications does notqualify for EEDI? Will there bea penalty or does the vesselhave to be scrapped?”

A likely consequence might arise thatowners willing to operate in icy waters inthe future define 1,0 meter iceperformance as a specification target.

Polar Code on scheduleWork on the mandatory Polar Code hasadvanced during the recent meetings.SOLAS related finalized draft text hasbeen submitted to Marine SafetyCommittee (MSC) for approval in thenext meeting in May (MSC93) and finaladoption is scheduled to be in MSC 94 inNovember 2014. MARPOL related topicswill be handled in the next MarineEnvironmental Protection Committee(MEPC 66) meeting in the end of March /early April. Even if a lot has beenachieved there is still many things to beagreed on the practical application andthe adaptation of the Polar Code.

Aker Arctic can proveice capability"We follow closely how EEDI and PolarCode proceed. If the decision to exemptice class ships from EEDI stays as such,we will help ship owners with properdesigns and in proving the ice capability,"Mr Uuskallio assures.

This can be done with our usual tools:- n using our ice performa ce tools- ice model tests in our model testing

facilities- full-scale tests

“We also try to assist in the ruledevelopment and we will adapt ourdesigns to match the applicable futurerules.”

New regulations to steer ice class vessel designs

Update on IMO decision making


16 2

Expert in icebreakers

Project Engineer MattiArpiainen has been workingnearly 40 years with icebreakerdesign and especially design oficebreakers for Soviet Unionand Russia.Matti Arpiainen has always beeninterested in technique and modelconstruction. When it was time to choosecareer, he read about ship design andshipbuilding and immediately becameinterested and applied to HelsinkiUniversity of Technology to study NavalArchitecture. Towards the end of hisstudies, he began to work at WärtsiläHelsinki Shipyard building models ofengine rooms. He stayed at the Shipyardafter graduation in 1976 and transferred in1991 to Masa-Yards Arctic ResearchCentre, which later became KvaernerMasa-Yards Arctic Research Centre andfinally Aker Arctic Technology Inc inJanuary 2005."I have worked my entire life withicebreaker design and been part ofnumerous icebreaker projects during mycareer. Many of them have been projectsfor Soviet Union and in later years Russia,so you could say I have become anexpert in those," Mr Arpiainen says.

Kapitan Sorokin class"The first icebreaker project I was involvedwith was class in 1977,Kapitan Sorokinwhich was the first shallow-draught polaricebreaker, the 'shallow' draught being 8.5metres! It was a vessel of conventionalform with the main diesel generators liftedup one deck in order to reduce stability.Engine rooms were wide, which causedthe problem that the double sides becamenarrow. The two first vessels of the classwere equipped with air-cooled propellermotors but in the later built versions

Matti (Masa) Arpiainen together withmodel of ”Kapitan Evdokimov” , the first ofthe series of seven river icebreakers forSiberian shallow waterways . He wasinvolved in the designing of the vessel,construction work and also went on fullscale trials aswell.

water-cooling was used. For one of theseries' vessels, , theKapitan Nikolayevbow was converted to conical bow in1990. Icebreaking with this bow wasexcellent but in heavy seas it did notbehave that well."

Kapitan Izmaylov classFollowing project was the port/rivericebreaker class, ofKapitan Izmaylovwhich three were built. It was the firsticebreaker with power station machineryand AC main generators. Its draught was4.2 m and it was built to be able to travelbelow bridges. For low air draught themasts could be folded and the funnel splitin two.

Kapitan Chechkin classKapitan Chechkin class, also in 1977,was a river icebreaker with draught 3.25m. It was the first diesel-electricicebreaker for Siberian rivers. It had atraditional icebreaker hull form, threeshafts, propeller motors from AEG inGermany, and three rudders in order toimprove steering. “I made a model for theclient to show them how the propellercould be removed if necessary," MrArpiainen describes.

Irizar and Mudyug class"After moving to the project departmentthe first icebreaker project was AlmiranteIrizar of Argentina, delivered 1978.I revisited in 2007 after aAlmirante Irizarheavy fire to plan for repairs and

Next Soviet icebreaker was classMudyugin 1982, a subarctic icebreaker providedwith CP propellers directly coupledthrough reduction gears."The plan was to save weight, cost andfuel".

Kapitan Evdokimov classIn these years it was important to extendthe navigation season on the big rivers bya couple of months. "Kapitan Evdokimovclass in 1983 was the first ship project Iwas involved in from the beginning untilthe full-scale tests. I was project engineerfor this river icebreaker and we conductedmany ice model tests and developed anexcellent new hull form with cylindricalbow and buttock flow stern, which wasvery capable for icebreaking. It had fourstern propellers and draught was only 2.5m. Superstructures were of aluminium toget weight down, which was new foricebreakers. In official ice tests, she broke1.02 m ice, which was 22 cm more thanagreed."The drawback was that she did not turnwell in ice and in some situations icegathered below the ship and slowed itdown. Otherwise was a veryEvdokimovsuccessful ship, and the eight vessels ofthis class are still appreciated due to theirexcellent performance.

Taymyr classPolar icebreaker was a longTaymyrproject, which lasted ten years. It is ashallow-draught nuclear powered polaricebreaker, steam turbine-electric, and thefirst icebreaker with frequencypolarcontrolled alternating current propellermotors. The hull form looks traditional buthas excellent icebreaking capabilities,over 2.5 m, but draught is 8.07 m only. Icetest for Taymyr were done in 1990ssimultaneously with Kapitan Nikolayevfitted with the new conical bow.“A competition was arranged betweenTaymyr Nikolayev and in Yenisei to seewhich one was the fastest and strongest.The vessels started on the same line andsped up but it was very clear that Taymyrwas stronger.”

Fesco SakhalinA project known as NB 486 was sold withthe offshore icebreaking task combinedwith seismic gear for the Arctic summer in1990, but was never built due to thecollapse of the USSR. Following vesselproject was not until 2005 with for Russiadesign and model testing of FescoSakhalin, an offshore supply and standbyicebreaker. This was the first largeicebreaker with Azimuth propulsion. It hasa large open deck for cargo transport,cargo handling systems, and indoor spacefor 150 persons.


Recent icebreaker projects Mr Arpiainenhas been involved in are the design workof the Canadian Polar icebreaker and theChinese Research icebreaker. AARChas also been part of the design team forRussian icebreaker LK-25.

"The Azipod propulsion developed byAARC, Strömberg and Finnish MaritimeAdministration revolutionized the conceptof icebreakers. The efficiency,manoeuvrability and durability achievedin ice are extraordinary. By making useof the Azimuth propulsion we havedeveloped the Double-Acting concept,the Oblique icebreaker concept andrecently the icebreaking Trimaran-concept. New innovations lead to otherinnovations. It is interesting to follow howthey all will develop," Mr Arpiainen says.

Now I plan to retire from icebreakerdesign and possibly restart modelbuilding projects from my youth. Myminiature railway project is still waitingfor me. I also enjoy reading, drawing androwing and I am looking forward tohaving more time for voluntary work withchildren and teenagers although I willsurely miss my work and my colleagues!"

This year was Masa's 19th race in theyearly Sulkava rowing event. He is oneof the founders of AARC's rowing team.

Length max. 132.4 mBreadth max. 26.5 mDraught 8.5 mDiesel output 18.3 MW (24 800 hp)Shaft output 16.2 MW (22 000 hp)Displacement 14 900 t

Speed in open water 19 knotsNumber of propellers 3, all aft

Length max. 119.3 mBreadth max. 25.0 mDraught 9.5 mDiesel output 14.3 MW (19 500 hp)Shaft output 11.9 MW (16 200 hp)Displacement 14 900 tSpeed in open water 16.5 knotsNumber of propellers 2

Length max. 88.8 mBreadth max. 21.2 mDraught 6.0 mDiesel output 14.3 MW (19 500 hp)Shaft output 9.1/7.0 MW (12 400 / 10 000 hp)Displacement 5 560 tSpeed in open water 16.5 knotsNumber of propellers 2

Length max. 75.5 mBreadth max. 16.6 mDraught 2.5 mShaft output 3.8 MW (5 170 hp)Speed in open water 13.5 knots, 25 km/hNumber of propellers 4, all aft

Length 150 mBreadth 28 mDraught 8.0 mSteam turbines 2Shaft output 32.5 MW (44 200 hp)Speed in open water 18.5 knotsNumber of propellers 3

Length OA 99,9 mBreadth max 21,2 mDraught 7,5 mDiesel output 17,4 MW (23 660 hp)Azimuth prop. units 2 x 6 500 kWSpeed in open water 16,7 ktsNumber of propellers 2 Azipods

Length max. 56.5 mBreadth max. 16.0 mDraught 4.2 mDiesel output 3 000 kw (4 100 hp)Shaft output 2 500 kw (3 400 hp)Displacement 2 045 tSpeed in open water 13 knotsNumber of propellers 2, both aft

Length max. 77.6 mBreadth max. 16.3 mDraught 3.25 mDiesel output 4.65 MW (6 330 hp)Shaft output 3.2 MW (4 490 hp)Displacement 2 240 t

Speed in open water 14 knots, 7.2 m/sNumber of propellers 3, all aft

Sorokin ClassPolar icebreaker, 4 vessels

Izmaylov ClassHarbour icebreaker, 3 vessels

Chechkin ClassRiver icebreaker, 6 vessels

Almirante IrizarAntarctic icebreaker

Mudyug classSubarctic icebreaker, 3 vessels

Evdokimov classRiver icebreaker, 8 vessels

Taymyr classNuclear polar icebreaker, 2 vessels

Fesco SakhalinIcebreaking offshore supply and standbyvessel, 3 vessels


18

8th Arctic Passion Seminar

The popular ArcticPassion Seminar washeld in March 2013with close to onehundred participantsfrom the shipbuilding,ship design andoffshore industry.

Ms Merja Kyllönen, Finland'sMinister of Transport andCommunications, opened theday by giving an update onthe Finnish Arctic Strategyand the National MaritimeStrategy being developed.

Dr Mihail Grigoriev fromGecon, Moscow, then talkedabout development anduncertainty prospects in thetransport system of crude oilin the Baltic Sea.

He was followed by Mr IgorTonkovidov from JSC SCFGroup, Moscow, whopresented Sovcomflot's plansfor the Arctic, and Mr TomPaddon from Baffinland IronMines Corporation, Toronto,who gave an update on BaffinIsland Mining project.

Novatek's strategies on Arcticopportunities and Transportswere described by Mr Andrey

Kalinin, OAO Yamal LNG,Russia. (Read also aboutYamal LNG's cooperation onpage ).8

Emission reductions andEnergy Efficiency regulationspose challenges foricebreaking vessels. Mr ArtoUuskallio from AARCanalysed the effects of these,after which Aker Solutionsheld a demonstration modeltest showing their solution forArctic floaters.Aker Arctic's on-going Polaricebreaker projects; the Polaricebreaker for the CanadianCoast Guard, the ChinesePolar Research icebreakerand the Russian LK-25 Polaricebreaker were all describedin detail.Mr Mika Hovilainen, AARC,then told about the newheavy-duty Obliqueicebreaker beenwhich hasplann for Arctic use. (Seeedmore on page 5).

Finally Mr Jarkko Toivola,Head of Winter Navigation atthe Finnish Transport Agency,talked about the futurechallenges of Balticicebreaking.

All presentations can be foundon websitewww.akerarctic.fi/news

Finland's Minister of Transportand Communications, MsMerja Kyllönen, talked aboutthe Finnish Arctic strategybeing developed.

Aker Solutions held a demon-stration model test showing theArctic drill ship design, createdjointly with Aker Arctic.

Mr Tom Paddon, Baffinland,updated on the Baffin IslandMining project.

Mr. Igor Tonkovidov, VP ofSovcomflot descibed Arcticoffshore as a growth area ofthe company.

Mr Andrey Kalinin, OAOYamal LNG, describedNovatek's Arctic strategies.Mr Qin Weijia, Deputy GeneralDirector, China Antarctic andArctic Administration, presentedthe Chinese Polar researchicebreaker.

Mr Strambrand, VP ofRosmorport described the new

icebreaker plans in Russia.Aker Arctic Sales Assistant

Mrs Tsvetskova to the right.


September 2012

19

March 2014

President of Finland Mr Sauli Niinistö visitsAker Arctic and discusses Arctic developments

Crown Prince Haakon of Norway at Aker Arctic

Two thirds of the worldpopulation above the 60thparallel consist of Finns. Finlandis one of the founding membersof the Arctic Council and theGovernment has recently issuedan Arctic strategy.

Aker Arctic works for clients from all overthe world, America, Asia and Europe.Norway is opening the Northern BarentsSea with new licenses for oil and gasexploration. Norwegian companies likeAker Solutions and Statoil are activelyinvolved in meeting the new challengesand have linked Aker Arctic in severalstudies and R&D works.This was the background for the HECrown Prince Haakon of Norway to visitAker Arctic during his official visit toFinland last October. He was hosted byMr. Reko-Antti Suojanen, now ManagingDirector of Aker Arctic, who was guidingthe prince around the ice laboratory.

President of Finland, Mr. Sauli Niinistöhas been very interested in the Arcticdevelopments and in preparation of hisspeech and discussions last autumn atthe “Arctic – Territory of Dialogue”international forum in Salekhard in theYamal-Nenets Autonomous Area inSiberia he visited Aker Arctic and learntabout the actual projects and theCompany's achievements, especiallywith the Russian clients.In the picture to the left the abovePresident discusses the challenges ofpreparing model ice.

To the right in the picture Mr. PekkaPokela of Gaia, who in this occasionmade a presentation to the Presidentabout the “Team Arctic Finland” project;a plan for intensified co-operationbetween the companies having Arcticofferings and efforts for preparing morecomprehensive bids in tendersorganized by the major investors.In the picture to the right PresidentNiinistö learns more about the obliqueicebreaker concept through the model ofthe oil combat icebreaker IB BALTIKA,see also article on page 6.

The ministerial meeting of the ArcticCouncil last May in Kiruna in theirdeclaration welcomed China, India, Italy,Japan, Republic of Korea and Singaporeas new Observer States. These nationshave activated their efforts in Arctic issuesand last autumn Aker Arctic hosted a visitby the Minister for Internal Affairs andCommunications of Japan, Mr. YoshitakaShindo, former State Minister of Economy,Trade and Industry in the previousFukuda Cabinet.Aker Arctic has over the years been co-operating with several Japanesecompanies, including shipyards ofSumitomo (builders of the DAS™ tankers

Tempera and Mastera), Mitsubishi,Kawasaki, Sasebo, Japan Marine Unitedas well as with shipping companies MitsuiOSK Lines.The Kiruna meeting announced theAgreement on Cooperation on Marine OilPollution Preparedness and Response inthe Arctic, the second legally bindingagreement negotiated under the auspicesof the Arctic Council.The Council also recognized the centralrole of business in the sustainabledevelopment of the Arctic. DuringCanada's Chairmanship from 2013 to2015 the Arctic states and indigenouspermanent participant organizations are

facilitating the creation of a circumpolarbusiness forum - the Arctic EconomicCouncil.In the pictures Minister Yoshitaka Shindoof Japan together with HE AmbassadorMr Kenji Shinoda of Japan in Helsinkihosted by Mr Reko-Antti Suojanen,Managing Director of today.Aker Arctic

The Minister for Internal Affairs and Communicationsof Japan visits Aker Arctic


20

March 2014

Santa Clause fromFinland visitsMarinetec Chinain ShanghaiThe days before Christmas are alwaysvery busy for Santa Clause of Lapland,Finland.This did, however, not hinder him to visitShanghai, China during the MarintecChina exhibition in December. Aker Arctichas an ongoing contract from the ChineseArctic and Antarctic Administration toconduct the Basic Design for the first PolarIcebreaking Research Vessel newbuilding,which was displayed at the stand.

Aker Arctic is working for various naviesinterested in ice capable vessel designs.Recent interest in AARC's capabilitieswas shown by the Russian Navy, whoseCommander, Admiral Viktor V. Chirkovvisited the facility.

Several icebreakers designed by AkerArctic staff are in service in Russianwaters. See also the article on pages 16to 17.

Commander of the Russian Navy,Admiral Viktor V. Chirkovvisits Aker Arctic

ATC Houston10. 12. 2014- February

Russia Offshore Moscow17. 20. 2014- February

Arctic Passion Seminar Helsinki6. 2014 March

Arctic Shipping Forum Helsinki8. 10. 2014- April

OTC - MayHouston 5. 8. 2014

World Petroleum CongressMoscow 25. 28. 2014 - June

SMM Hamburg4. 7. 2014- September

Arctic Shipping North AmericaSt. Johns 1. 3. 2014 - October

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Visiting Arctic:Coking coal transportation projectfor Beringtranscoal

Part of Aker Arctic's businessis to conduct ice expeditionsand thereby explore or verifythe ice conditions prevailing inlocations where the clients areplanning to study investmentopportunities.

Part of Aker Arctic's business is toconduct ice expeditions and therebyexplore or verify the ice conditionsprevailing in locations where the clientsare planning to study investmentopportunities.In spring 2013 Ms. Annu Oikkonen andMr. Sami Saarinen visited in Chukotka,Russia, Bering Sea shore to investigateice conditions in potential ship terminal

locations. The area is remote andlogistically challenging, but consistsignificant coking coal reserves. Thusmarine transportation is consideredinevitable to exploit these reserves.Building of marine export terminal to thestudied area is considered one of themost potential alternatives to export coalto southern markets.Ice measurements were performedduring the visit. These measurementsgave important information on thesuitability of the proposed terminallocations. The results are utilized toselect best location and further developterminal layout and orientation to theproposed locations so that iceassociated challenges at the terminal areminimized.

We will participate in the following events:


Arctic Passion News · 2018-10-08 · 1 / 2014 / 7 Arctic Passion News Aker Arctic Technology Inc...

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