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Transcript of Future Ship Designs for NSR - CHNL Arctic The Ice Technology Partner Future Ship Designs for NSR...
Aker Arctic
The Ice Technology Partner
Future Ship Designs for NSR Mikko Niini, President
Aker Arctic Technology Inc, Finland
14.2.2012 Murmansk
CHNL Conference on the use of NSR
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 2
It is now 40 years from the ”Manhattan” full scale trials and experimental voyage through the North-West Passage to Prudhoe Bay
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 3
1954
Aker Arctic
AARC
1969 1991 2005
It is also 40 years of our ice modelling
experience
Icebreaker ”Voima” delivered
Project ”Manhattan”, Wärstilä Icebreaking
Model Basin (WIMB) established
1983
Wärtsilä Arctic Research
Center (WARC)
1989
Masa-Yards Arctic Research Center (MARC)
Kvaerner Masa-Yards Arctic
Technology Center (MARC)
The 2nd generation
laboratory 1982-2005
Exxon initiative in 1969 to start
model testing in ice conditions
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 4
Aker Arctic was established in 2005 as a spin off from Aker Yards. We made a 12 Mill. EUR investment to create an unique unit of engineering and design resources combined with an ice model test basin
The independent role – separation from the shipyard – opened up the global market, something which had not been possible earlier
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 5
We have a good laboratory and have kept it updated to meet the market needs
A new third generation test facility
erected in 2005,
investment 10,3 Mill. €
Beam increased to allow larger structures to be tested
Glass bottom to improve observation
Latest technology for freezing process
Latest technology for data
recording
Best in the world
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 6
Aker Arctic – center of excellence specialising in tailored solutions for winter and Arctic operations. We cover the whole value chain
Field research
• Ice conditions
• Ice properties
• Route selection
• Design basis development
Concept development
• Basic design
• Feasibility studies
• Performance predictions
• Simulations
Testing in model and full scale
• Verification of R&D results
• Ships and structures
• Floaters, Offloading operations
• Ice management
• Rescue and evacuation
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 7
Aker Arctic – the Full Service Arctic Technology Company
We need to participate in project execution for
the accumulation of practical experience:
• Tender packages, Technical Projects
• License agreements, Project executions
• Basic Design packages, especially for new
concepts of own technologies
• Experienced naval architects with yard
background
Ice navigation training
Aker ARC 102
Licence
arrangements
with other yards
like Sumitomo
or SHI
Basic design
packages. e.g.
to Admiralty
Shipyards,
STX Romania
Design
assistance to
Avondale
LNG: Co-operation with
e.g. STX Finland and
Russian yards
Transport systems in practice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 8
Not only ships - Offshore is an important part in our operations and full scale work
Ice rubble formation on production structures (D-6, Prirazlomnoye, Orlan, SSDC)
and a Shtokman SPAR. Model tests, vessel operations and field measurements.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 9
We have continued with various tests for major oil companies for the Beaufort Sea conditions. We can honestly say that we are now able to simulate any ice conditions found on the globe!
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 10
Examples of client base
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 11
Aker Arctic aim is to develop transportation and logistic systems for the Arctic areas
• We are serving mainly Oil, Gas and
Mining industry with innovative and
cost effective ship designs for
different purposes.
• Our co-operation starts typically at a
very early stage of the project with
ice field research in the area.
• Recent examples of our work in
Russian Arctic include Varandey
and Prirazlomnoye oil shuttle
transportation projects and Norilsk
Nickel project.
Russia
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 12
Recent Aker Arctic transport references in Russia
Aker Arctic
16.3.2010 Slide 13
The conventional icebreaker escort
is expensive and therefore there has
been clear driver towards more economical
solutions by improving the technology Kara Sea Primorsk
$$$ Assistance up to
150,000 USD per day
Aker Arctic
16.3.2010 Slide 14
The very expensive and slow way of operations
Aker Arctic
16.3.2010 Slide 15
Traditional solutions can be used but they are expensive and lead to high emissions
”Umiak I” of
Fednav for
Voisey´s
Bay new mine
(Inco, Canada),
built in 2006
Aker Arctic
16.3.2010 Slide 16
What we have been achieved more recently
Aker Arctic DAS™
”double-acting”
vesse concept
. New innovative
approaches
Examples of recent
achievements and
ongoing new
developments
New multipurpose and
icebreaker vessel
concepts
Aker Arctic
16.3.2010 Slide 17
The first effort was to develop an electrical
propulsion unit that could give the full thrust
in 360°
This became later called Azipod®
Aker Arctic
16.3.2010 Slide 18
Ob river
Yenisey river
Murmansk
Archangelsk
Dudinka
Khatanga
Tiksi Yana Indigirka
Kolyma
Pevek
Western coastal
transportation
abt. 70-100 000 tns
products
Ob export
abt. 50- 70 000 tns
products
Yenisey export
abt. 70-100 000 tns
products
Jakutia import
abt. 120 000 tns
products
Ob-Jamal
Timan Petchora
E & P
Import
abt. 80 000 tns
products
«Uikku» and «Lunni» with a new propulsion device sailed
successfully for several years on the NSR, and continue
doing it today in MSCO fleet under names «Варзуга» и «Индига»
15 years of successfull
operation in the Arctic
with azimuthing thrusters
Aker Arctic
16.3.2010 Slide 19 Juha Säävälä & Jarkko Toivola 19 Juha Säävälä & Jarkko Toivola 19
Round-trip voyage:
Murmansk 3.9 – Pevek12-13.9 – Bering Strait and Provideniya15.9 – Mys Shmidta 17.9
– 3.10 – Pevek 5.10 – Murmansk 14.10
Aker Arctic
16.3.2010 Slide 20
Discovery of the stern-working ”Double-Acting” (DAS™) principle Tests in the Gulf Bothnia:
Performance similar to icebreakers due to reduction of friction by the propeller stream
Successful running backwards when moving ahead was already impossible
Could not get through ridges which already were penetrated astern
Learned a new way of operation
Ridges were ”destructed” with the propeller stream from below
GREEN TECHNOLOGY, energy saving up to 50%
This required investment in Azipod
development and ownership and operation
of two tankers in 8 years of Arctic trade !
Aker Arctic
16.3.2010 Slide 21
In 2002 the new technologies were
implemented in merchant shipping
Summer bow
Winter bow
Aker Arctic
16.3.2010 Slide 22
In the Baltic we set the ”standard”:
”Tempera” and ”Mastera” in 2003
Ice performance verified in practical work in the Primorsk export shuttle service.
Full scale trials in 2003:
- level ice 80 cm at 5,0 kn
- broken channels 7 knots
- ice ridges (4 metres) at 3 knots
- maximum ridge penetration 13 metres (maximum) found in the region)
Aker Arctic DAS™
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 23
World´s first Arctic Oil Shuttle Export system now in full service with three 70.000 tdw Aker Actic DAS™ vessels Another new Aker Arctic DAS™ concept design
Unit price 138 M USD as built by Samsung Heavy Industries, Korea
Direct export for onshore oil
Third vessel ”Timofei Guzhenko” delivered in 2009
1,7 m icebreaking capability by 2 x 10 MW pods, ice class ARC6
A good example of teh value chain philosophy: Starting with the oil companies, supporting them to tender phase; then working with the yards and finally with the Owners for fededback. Like now assisting in solving the ice damages.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 24
Five DAS vessel series for OAO Norilsk Nickel now take care of regular year-round logistics over the Kara Sea
First vessel delivered after succesful ice
trials on April 12th, 2006. Vessel in
regular traffic between Dudinka and
Murmansk in independent operation. Ice
class ARC 7. All five ships in service
January 2009.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 25
Port of Dudinka
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 26
Berthing in Dudinka
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 27
1,5 meters ice independently
Stern first in difficult ice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 28
Actual results of autumn and winter periods navigation
September – October
2006
November December
2006
January – May
2007
September – October
2007
November December
2007
Average Distance per Voyage (nm)
1458 1453 1496 1386 1373
Average Transit Time (days) 5,02 5,82 6,44 4,83 4,99
Average Speed (knots) 10,95 10,43 9,81 11,97 11,48
Daily Consumption (tons) 30,89 42,46 48,44 28,58 41,48
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 29
“Norilsk Nickel” Actual results from 2006-2009 sailings. Payback time less than three years due to major savings achieved
Average Speed and
Consumption during the first
years
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 30
We have set the new ”standard” also in Sakhalin area and in the offshore industry in general
February March
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 31
ExxonMobil picked the stern working idea into Arctic offshore; Sakhalin 1 project
Aker Arctic
16.3.2010 Slide 32
AARC projects include in North America the AOPS for Canada, in excellent co-operation with STX Canada Marine. We were also involved in the ARRV ”Sikuliaq” for the University of Fairbanks.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 33 16-Feb-12 Slide 33
Today´s azimuthing thruster solutions are not
yet ready for high powers in Arctic conditions;
therefore we need to co-operate with suppliers to create best
possible solutions
MAIN FP
PROPELLER
8.0m
18 000kw Azipod FP
5.6m
13 000kW
Azipod FP
5.6m
13 000kW
Patented Aker Arctic Hybrid DAS™
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 34
First such solution has been introduced in Russia´s new 25 MW Polar Icebreaker which adapts the Aker Arctic Hybrid DAS™ hybrid propulsion
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 35
CCG IB John G Diefenbaker Aker Arctic participates in the Design of the Canadian Coast Guard’s new Polar
Icebreaker
Aker Arctic is a member in the team led by local STX Canada Marine that have been awarded the 9.5 M CAD contract to design the new polar icebreaker
for the Canadian Coast Guard. Expected to take 24 months to complete, STX Canada Marine Inc. will advance the design work to the point where a
comprehensive design package can be provided to Vancouver Shipyards Co. Ltd. to build the vessel.
The new Icebreaker will be delivered to coincide with the decommissioning of the CCGS Louis S. St-Laurent in 2017. The polar icebreaker contract has
been awarded to Vancouver Shipyards Co. Ltd. The vessel will be designed and built in Vancouver. The polar icebreaker will be designed to
accommodate 100 personnel with space for 25 additional people and have the ability to break through 2.5m of ice at 3 knots.
STX Canada Marine will be supported in the Polar Icebreaker Design project by a team of highly experienced partners including Aker Arctic Technology
(AARC). Aker Arctic will provide their world leading icebreaker design and construction expertise to the project. Aker Arctic’s main roles will be
assessment of the ice loads, development of the hull form and structure, propulsion conceptual design and descriprions on winterisation principles.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 36
We have conducted various transport simulation studies for LNG from Arctic Russia to world markets, with different routes
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 37
Novatek’s vision
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 38 October 2010 38
With own site work and assistance of AARI and FMI we conducted ice condition reports for our early feasibility studies on the Yamal operations
16-Feb-12October 2010 October 2010
On the ice conditions
near the Yamal
peninsula
Markku Similä
Marko Mäkynen
Juha Karvonen
Bin Cheng
Finnish Meteorological Institute
Ice Research and Ice Service
16-Feb-12October 2010 go to "View... Header/Footer" to change this text 40 October 2010 40
The three test sites and the corresponding areas
used in the ice concentration computations
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 41 October 2010 41
Note: Drift range for Sabeta
0-2 km/day, otherwise
0-20 km/day.
Ice drift, monthly histograms.
Kharasevey, upper panel left.
Cape Poyolova, lower panel, left.
Sabeta, lower panel, right.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 42 October 2010 42
Direction of ice drift, monthly histograms.
Kharasevey, upper panel left.
Cape Poyolova, lower panel, left.
Sabeta, lower panel, right.
Four directions in order: east, south,
west, north.
16-Feb-12October 2010 go to "View... Header/Footer" to change this text 43 October 2010 43
Sea ice concentration time series for Kharasevey
during five ice seasons
16-Feb-12October 2010 go to "View... Header/Footer" to change this text 44 October 2010 44
Sea ice concentration time series for Cape Poyolova
during five ice seasons
16-Feb-12October 2010 go to "View... Header/Footer" to change this text 45 October 2010 45
Five year average sea ice concentration time series
for Kharesevey and Cape Poyolova
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 46
Verifying performance for new concepts; Recently we tested the planned LNG carriers for the Russian Government’s Yamal LNG program Power levels needed for open water speeds
appeared to be sufficient to necessary ice
performance.
Verification model tests results astern:
170cm 4.9 knots
150cm 5.4 knot
Ridged ice astern
11-14m 0.8 knots
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 47
In our opinion Arctic LNG is a real possibility
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 48
We also started using upwards looking sonars for ice profiling together with satellite analysis (by FMI) in the Caspian
Aker Arctic We have set the ”standard” also for the Caspian Sea, in Kazakhstan, Kashagan
Aker Arctic
Length oa abt. 65.0 m
Length dwl abt. 61.7 m
Width abt. 16.4 m
Depth abt. 4.4 m
Draught dwl 3.0 m
Minimum operating draught 2.5 m
Main propulsion to be by three azimuthing thrusters of abt.
1600 kW each.
In 60 cm level ice the vessel shall be able to move at 4
knots speed and to proceed at
5 knots speed in prebroken ice channel when towing a
barge
Shallow Draught Caspian Icebreaker tug
Aker ARC 104 PSV Aker Arctic
Lead vessels for a fleet of more
than 30 icebreakers !
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 51
Ice conditions statistical data are needed for setting necessary design basis for our projects and clients
Aker Arctic
16.3.2010 Slide 52
Development of the Mary River iron ore
deposit and logistics on the
Canadian Arctic Baffin
Island as an example
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 53
Is the Northern Sea Route a possibility to world shipping, in the era of piracy in Red Sea?
Hamburg - Shanghai
NSR = 6,920 sm
SCR = 11,430 sm
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 54
The polar pack ice is reducing in extent, but more important, also in thickness
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 55
With proper ice management many things can be performed
Source: ACEX (Arctic Coring Expedition, 2004)
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 56
THE MAXIMUM EXTENT OF ICE COVER IN THE BALTIC SEA ON THE WINTERS 1900 - 2003
0
60000
120000
180000
240000
300000
360000
420000
1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000
winter
km
²
Mild
Extremely
mild
Extremely
severe
Severe
Average
There are a lot of random variations in
the nature: Ice coverage in the Baltic
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 57
RUSSIAN MARITIME REGISTER OF SHIPPING
Extreme
ice navigation
once a decade
Arctic navigation
through
the multiyear ice
The possibility
of multiyear ice pack
approaching NSR
Ice condition unsteadiness
depending on seasons
and NSR regions
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 58
RUSSIAN MARITIME REGISTER OF SHIPPING
ICE STATISTICS IN ARCTIC SEAS
Distribution Function for ice thickness in the
north Barents Баренцева (winter season)
Ice thickness (m) in Arctic seas
Ice strength design characteristics
Sea Area
Season
Winter-Spring Summer-Autumn
Navigation Navigation
S M H E S M H E
Barents
North 0,45 0,70 0,90 1,17 0,23 0,35 0,45 0,59
South 0,32 0,55 0,72 1,10 - - - -
Kara
N 0,75 1,25 1,75 2,35 0,38 0,63 0,88 1,18
S 0,45 1,00 1,70 2,20 0,23 0,50 0,85 1,10
Laptev
N 1,00 1,90 2,80 4,00 0,50 0,95 1,40 2,00
S 0,65 1,50 2,25 3,70 0,33 0,75 1,15 1,85
EastSiberian
N 1,00 1,70 2,40 3,20 0,50 0,35 1,20 1,60
S 0,60 1,34 1,90 2,95 0,30 0,67 0,95 1,50
Chuckchee
N 0,85 1,50 2,50 3,75 0,43 0,75 1,25 1,88
S 0,50 1,18 2,0 3,45 0,25 0,60 1,00 1,73
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 59
Ice profiles on the NSR
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 60
RUSSIAN MARITIME REGISTER OF SHIPPING
Ice
Category
Operation
Mode
Winter – Spring navigation in seas Summer – Autumn navigation in seas
Barents
E H M Ea
Kara
E H M Ea
Laptev
E H M Ea
East-Siberian
E H M Ea
Chuckchee
E H M Ea
Barents
E H M Ea
Kara
E H M Ea
Laptev
E H M Ea
East-Siberian
E H M Ea
Chuckchee
E H M Ea
LU 4 IO - - - + - - - - - - - - - - - - - - - - + + + + - - + + - - - + - - - + - - + +
IP - * + + - - - + - - - - - - - - - - - * + + + + * + + + - - + + - * + + - * + +
LU 5 IO - - + + - - - + - - - - - - - - - - - - + + + + - + + + - - + + - - + + - - + +
IP * + + + - - * + - - - + - - - + - - * + + + + + * + + + * + + + * + + + * + + +
LU 6 IO * + + + - - - + - - - + - - - + - - - + + + + + + + + + - + + + - + + + - + + +
IP + + + + * * + + - * * + - * * + - * + + + + + + + + + + + + + + + + + + + + + +
LU 7 IO + + + + - - + + - - - + - - - + - - + + + + + + + + + + + + + + + + + + + + + +
IP + + + + + + + + * + + + * + + + * + + + + + + + + + + + + + + + + + + + + + + +
LU 8 IO + + + + + + + + - * + + * + + + * + + + + + + + + + + + + + + + + + + + + + + +
IP + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + +
LU 9 IO + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + +
IP + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + + +
Permissible Service Areas for Ships of Arctic Categories
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 61
RUSSIAN MARITIME REGISTER OF SHIPPING
Ultimate Ice Conditions under Operation in a Channel after an Icebreaker
Ice category Speed
(in channel)
, knots
Permissible ice type and thickness
Winter-spring navigation Summer-autumn navigation
LU 4 3 Thin First-year Medium First-year up to 1.0 m
LU 5 4 Medium First-year up to 0.9 m Medium First-year
LU 6 4 Medium First-year Thick First-year up to 1.7 m
LU 7 4 Thick First-year up to 2.0 m Second-year up to 3.2 m
LU 8 5 Second-year up to 3.4 m Multi-year
LU 9 6 Multi-year Multi-year
* Note:
Ice classification is accepted in compliance with the “Sea Ice Nomenclature” of the World Meteorological Organization (WMO)
Ice type Thickness range
Multi-year > 3.0 m
Second-year > 2.0 m
Thick First-year > 1.2 m
Medium First-year 0.7 – 1.2 m
Thin First-year < 0.7 m
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 62
Historical development of thinking
Hull dimensioning philosophies
- Direct design
- Design to an Ice Class
Comparison of different Ice Class Rules, examples
What do we get with an Ice Class ?
Typical ice damages, examples
Designing a ship for the NSR
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 63
Historical development of thinking
”Percentage formulas”, additions to open
water design 1920-1960
First scientific attempts, Russia & Finland late 1960´s
First Finnish-Swedish rules for Baltic Sea 1971
First Russian and Canadian rules,
most Classification Societies adopt
Finnish-Swedish rules as
Subarctic standard 1970´s
New Arctic rules:
DNV, CAC, RMRS, ABS, Lloyds 1980´s
Attempt to harmonize the rules,
IACS (IMO) PC rules 1990´s – 2007(?)
Harmonized PC rules probably emerge (IMO Polar Code)
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 64
Hull dimensioning philosophies
Direct design to known ice conditions Requires thorough understanding of actual ice conditions,
nature of ice loads, response of structures & systems
”For expert organisations only, when new ways to operate emerge
or new challenging geographical areas should be navigated”
Design to an Ice Class Normally easy to use formulations for minimum hull scantlings,
engine power and propulsion strength etc.
”For well established traffic in a familiar environment, traditional ways
of operation”
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 65
RUSSIAN MARITIME REGISTER OF SHIPPING
ICE LOADING SCENARIO
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 66
Risk situations need to be studied
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 67
Direct design method, principle
Based on special expertise:
• Ice mechanics & Ice properties
• Full scale learnings from ships,
Relevant loading Scenarios
• Capability to design with FEM
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 68
Typical Ice load Scenarios, m.y. ice included
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 69
Ice strength
I
Ice strength is not constant:
Ice type
Level ice
Rafted ice
Ridged ice
Ice origin (sea / glacial)
Loading speed
Temperature
Salinity
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 70
Example of special strengthening scheme
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 71
Design to an Ice class Finnish-Swedish Rules as example
Ice Class Strengthening basis
IA Super 1.0 m max. level ice thickness
IA 0.8 m ”
IB 0.6 m ”
IC 0.4 m ”
II No strengthening, own propulsion
III None of the above
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 72
Finnish-Swedish Rules
Extent of hull strengthenings
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 73
Finnish-Swedish Rules
Ice load parameters:
Displacement
Engine power
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 74
RUSSIAN MARITIME REGISTER OF SHIPPING
RS Ice Rules:
• Classification
• Hull structural strengthening
• Propulsion system reliability
RS has elaborated a set of requirements for structural strength of hull members
under ice loads, with a new concept of ice classification by the basic
ship motion regimes introduced.
RS Rules cover requirements for the propellers of ice ships and icebreakers,
strength and materials of components.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 75
Finnish-Swedish Rules
Shell plate thickness
Midship region, D=20000 t, P=10000 kW, s=400 mm
0.0
5.0
10.0
15.0
20.0
1C 1B 1A 1AS
Th
ick
ne
ss
(m
m)
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 76
Comparison of Ice Class Rules
There is no absolutely correct method to compare the Ice Classes of different Rules
Equivalence depends always on:
- Ship type
- Ship size (displacement = mass)
- Hull form
- Hull area to be considered (bow, midship, ster, bottom)
- Structural item to be considered (shell plating, framing etc.)
- Engine power
etc.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 77
Equivalence table, Example: Aker Arctic general guideline
Rough equivalence of common ice classes
FSICR RMRS RMRS DNV CASPPR CASPPR PC
old new new old draft
1C L3 LU2 ICE-1C Type D
1B L2 LU3 ICE-1B Type C
1A L1 LU4 ICE-1A Type B PC7
1A Super UL LU5 ICE-1A* Type A PC6
LU6 ICE-05 CAC4 Arctic class 3 PC4 / PC5
ULA LU7 ICE-10 CAC3 Arctic class 6 PC3
LU8 ICE-15 / POLAR-10 CAC2 Arctic class 8 PC2
LU9 POLAR-20 CAC1 Arctic class 10 PC1
POLAR-30
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 78
PC classes are not ”ready” yet for large size cargo vessels
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 79
We are working with Classes and
propulsor suppliers, assisting them to
come up with right rules and right ice
dimensioning
We have continued working with LR, BV and DNV, assisting them to
develop rules and guidelines for proper dimensioning of vessels and
equipment as well as giving them experience and measurement based
knowledge to these processes.
This is very much based on the extensive full scale mesurements over
the years creating unique databases for the Company. This is part of our
role to a global center of excellency. in a similar way co-opeartion is
underway with Thrustmaster, Rolls-Royce and Steerprop.
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 80
Propulsion suitability for ice navigation
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 81
What do we get with an Ice Class ?
Extra steel to hull, typically +2% to +20 % depending on Ice Class Stronger propeller, rudders, thrusters etc.
More expensive ship !
Ice Class gives minimum protection against dangerous damages,
it is acceptable that damages still occur, Cost vs. Safety,
Owners responsibility to select Ice Class
Standard ways of operation assumed, e.g. 1A Super Ice Class
does not guarantee safe icebreaker type independent operations
Motto:
New vessel designs and new operational practises must be used with
caution, ship performance and structural performance must be
monitored and experiences collected actively, no shortcuts
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 82
Typical hull damages
Bow damage,
excessive ramming in
m.y. ice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 83
Typical hull damages
Stern shoulder
damage below
icebelt, m.y. ice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 84
Typical hull damages
Low ice class ship
trapped by
compressing m.y.
ice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 85
Typical hull damages
Damage locations, low ice class ships in m.y. ice
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 86
Typical hull damages
Lower bow dents in deep ridges
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 87
Typical hull damages
Midship damages in
compressive ice,
Baltic Sea
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 88
Typical damages caused by ice
Hull High speed ramming Bow waterline & bilges
Compressive ice Midship sides
High speed transit in broken ice Bilges, flat bottom,
bow above waterline
Rapid turning Stern shoulders
Propulsion High speed transit Propeller
Backing against ice Propeller, rudder
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 89
North East passage experimental transits in 2010, already 41 transits in 2011
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 90
NSR transits in 2011
Several vessels and about 1 Mill tons of cargo have been taken over the NSR this season
Vladimir Tikhonov
STI Heritage
Sanko Odyssey
Stena Poseidon
Palva
and many others
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 91
“Monchegorsk” and “Zapolyarny” Experimental Voyages from Dudinka to Shanghai and back, In October-November 2010 and 2011
DUDINKA
PROVIDENIYA
BUSAN
SHANGHAI
CAPE CHELYUSKIN CAPE MEDVEZHYY
91 16.02.2012 ©Norilsk Nickel
DIKSON
Courtesy Norislk Nickel
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 92
Norilsk Nickel is planning to order first new vessels designed for the regular use of the NSR for exports to Asia
© Norilsk Nickel
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 93
Opening new windows: possibility for transpolar voyages. The closest refinery for Beaufort Sea oil is in Mongstad, Norway This is another
effort for making the
unbelievable possible; to
set the design
requirements for a
Transpolar VLCC and
study the possibilities
e.g. for nuclear power
plant
Recent Novatek cargo on
the Northern Sea Route
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 94
New vessel designs for NSR
RMRS classes give some guideline to the NSR conditions, but have no mandatory role like to Finnish-Swedish Ice Classes in the Baltic Sea
PC classes are not ”ready” yet and progress with IMO is expected to be quite slow
Owners may let experts assess their existing ships (Ice Certficate is anyhow needed)
For newbuildings Owners need to define
- target operation areas
- target operation season
- target performance level
From this framework specilist designer are able to tailor the optimum solution variants for economic assessment and evaluation
Aker Arctic
Aurora Borealis Slim © Aker Arctic 2011 16-Feb-12
The ice technology partner
Slide 95
Copyright
Copyright of all published material including photographs, drawings and images in this document remains vested in Aker Arctic and third party contributors as appropriate. Accordingly, neither the whole nor any part of this document shall be reproduced in any form nor used in any manner without express prior permission and applicable acknowledgements. No trademark, copyright or other notice shall be altered or removed from any reproduction
Aker Arctic
© Aker Arctic 2012 16-Feb-12
The ice technology partner
Slide 96
Creativity is the solution, and our business
Towards new challenges
Thank You!