Aker Arctic Technology Inc Newsletter March 2016 Arctic Passion News 1 / 2016 / 11

Arctic Module Carrier in sea trials Page 19

Gas condensate tanker for Yamal LNG Page 3

New contracting service More possibilities in R/V Sikuliaq in full- Page 5 model testing scale trials Page 12 Page 10 Arctic Passion News No 11 March 2016

In this issue Dear Reader,

Page 2 From the Managing Director Page 3 Gas condensate tanker During the past few years, the to 50 years even. Despite this we can Page 5 New contracting service expectations and plans for developing conclude that in coming decades there Page 7 Successful delivery the Arctic in terms of mineral and will be a significant need to build new Page 8 Chinese research vessel hydrocarbon production have been very vessels to replace the old ones. We can Page 9 French polar vessel advances high. The Arctic region and its already see this trend as building of new Page 10 Sikuliaq in full-scale trials development have received high-level is underway both in Russia Page 11 World's most advanced port attention both in business life as well as and , and also Canada and the in public forums and national strategies. US have started their plans for Page 12 More possibilities in Expectations have been high as a huge replacements. The Baltic Sea has been model testing source of business potential, although affected by warm winters with less ice, Page 14 Ice management many companies already operating and but icebreakers are still a necessity, and prediction tool doing business in arctic related works slowly the plans to replace the strong Page 15 Ice load monitoring system have been cautious in this “arctic rush”. Atle/Urho class icebreakers (5 ) are Page 16 Update on the Polar Code This conservatism may today pay off, beginning in Sweden and Finland. Page 17 Polar Code Manual in process because evidently the low oil price has Another interesting aspect in this is the Page 18 News in brief significantly changed the situation. Oil modern development of low-powered Page 20 Medieval feast in Tallinn companies in particular have been energy-saving vessels, which will Meet us here forced to look for new strategies and increase the work load of icebreakers, have entered into significant cost savings thus calling for sufficient capacity to in their operations. Even new ensure the practical and safe shipping investments into more low cost services in wintertime. resources have been put on hold. Based Announcements IMO is implementing the Polar Code on this, it is hardly likely that a new rush from 1st January 2017, which is a Veikko Immonen for oil resource development in the has been appoin- completely new regulation to cover the difficult conditions of the Arctic would ted Development overall design and construction as well take place any time in the near future. Engineer in the as environmental and operational Research and Testing department. The low activity in exploration and aspects of polar shipping to ensure Veikko will graduate development of engineering for adequate safety standards. These this spring as a production facilities in the Arctic will regulations and requirements are already Mechanical naturally have an impact also in our area being taken into account and here we at Engineer from Aalto University School of Engineering, with a of development activities. One example Aker Arctic can utilise our long specialisation in mechatronics. The topic of is testing, which some years ago experience and knowhow to reach his master's thesis was developing a new was dominated by platform reasonable and practical solutions both DP-capable model propulsion system. developments. Today this activity is technically and operationally. It has marginally low and almost all the testing encouraged us to open new services, is carried out for ships, although some which are more targeted towards the offshore wind power energy projects operational use of the vessels. For bring new activity to the offshore example, our aim has been to create a segment. training possibility with a realistic simulator and to provide a highly modern Despite the fact that climate change will system for detecting ice-influenced loads eventually result in less ice in sea areas on the ship hull. These products will that are today covered by ice, there will result in safer and damage-free polar be a significant need for upgrading the shipping, thus lowering the long-term world's icebreaker fleets, which are cost for the shipowners. undoubtedly old. There are about 131 icebreakers or icebreaker type vessels You can read about these new services today in operation, and their median age and many other topics in this issue of Front cover: is 32 years. Icebreakers are long lasting Passion News. Tommi Heikkilä from Aker Arctic joined ships, and many of them are used for up the first Arctic Module Carrier on her sea trials in the South China Sea in January 2016. Read more about the successful Reko-Antti Suojanen trials on page 19. Managing Director

2 Arctic Passion News No 11 March 2016

Arctic Condensate Tanker for Yamal LNG

Aker Arctic has developed the concept design for an Arctic Condensate Tanker and has signed a design licensing agreement with Guangzhou Shipyard International (GSI). We have now proceeded to model testing and basic design. The vessel, which is intended for delivery in 2017 will be used to transport gas condensate from the Yamal LNG production site in the Russian Arctic to Europe and Asia. There are not many tankers in the world with an Arc7 ice class.

Yamal LNG is a natural gas project with work, research and planning for how to the majority shareholder Novatek, an solve the transport needs from Sabetta. independent Russian gas producer, and From 2010 onwards Aker Arctic was minority shareholders from France and involved in the design development of China. the LNG-carriers for export of the natural The vast gas reserves are located in the gas, participated in the planning of northern part of the Yamal peninsula in Sabetta port as well as designed the the Russian Arctic. Most of the year, the icebreakers needed to ensure safe, climate is cold and the waterways are reliable and efficient operations in the frozen. The temperature may drop to - area. 50C. The liquefied natural gas (LNG) Two years ago, Aker Arctic designed two plant and the port of Sabetta are Polar-class heavy cargo carriers, of currently under construction on the coast which the first was completed in the of the Ob Bay. beginning of 2016 and began The gas condensate tanker, will be used transporting construction modules for for transporting gas condensate, the by- the LNG plant from Europe and Asia. The hull form is new with a round- product which is fine oil separated from Gas condensate tanker shaped twin skeg aft hull. Model tests the natural gas before its liquefaction have shown that such an aft hull form process. This product is a low-density Due to the harsh environment and long will work well in the harsh circumstances mix of light oils and is a valuable raw lasting severe winters in the Russian the vessel will be sailing in. material for the petrochemical industry Arctic, the gas condensate tanker has to or as fuel. be specially designed in order to secure The “Aker ARC 212” design is planned safe transportation of the gas to be 214 m long and 34 m wide. It can Aker Arctic and its predecessors have condensate throughout the year. transport almost 60,000 m3 gas been working with the Ob Bay projects Additionally, the condensate production condensate or oil cargoes in five cargo already since 1995, beginning with initial diminishes over time. Therefore, the segregates. It has a moderate ice bow ice research and then undertaking two tanker has been designed so that, in the and is designed on the Double Acting test voyages to Sabetta in 1995 and future, it is capable of transporting other Ship (DAS®) principle, sailing bow ahead 1998, and later on with development oil products as a product tanker. in open water or light ice conditions and

3 Arctic Passion News No 11 March 2016 stern first in heavy ice. Its propulsion is Gas condensate Daily Gas Condensate producon based on diesel-electric machinery production 3500 with two azimuth propulsion units. The diminishes over 3000 hull form is a new type with a round- the years and Example:15 days producon at 2500 shaped twin skeg aft hull. Model tests therefore the N 2.700 ton/ day makes one full O have shown that such a hull form will vessel has been I shipload 2 full cargoes a month T 2000 work well in the harsh circumstances designed to carry C U 1500 the vessel will be sailing in and will also other cargoes D O improve performance in open sea in the future. R 1000 conditions as well. Due to year-round P operations in the Arctic area, the hull is 500 ice-strengthened to a high ice class 0 Arc7 according to the Russian Maritime 2015 2020 2025 2030 2035 2040 2045 2050 2055 2060 Register.

Two test voyages to Sabetta with the ice- strengthened tanker MT Uikku were carried out in 1995 and 1998.

With the large Arctic LNG-carriers leaving Sabetta port every second day year-round in the future, the gas condensate tankers can also utilise the broken ice channel the carriers create. "There are not many tankers in the world with an ice class this high," says senior designer Mauri Lindholm, Aker Arctic Technology Inc. He adds that the reference vessels for this design are the two 70,000 tdw tankers for the Prirazlomnaya project, designed for Sovcomflot some ten years ago. The Main dimensions: new gas condensate vessel, however, 3 has a higher ice class and her cargo Length 214 m Cargo and slop tanks 59,800 m capacity is smaller. Breadth 34 m Service speed 13.0 knots Draught design 11.7 m “When we began the design task in early Propulsion units 2 × 11 MW Draught ice 12.0 m Main diesel generators 31.36 MW 2014, the plan was to construct one larger vessel. Nevertheless, during the Draught scantling 12.9 m Ice class Arc7 (RMRS) process it was decided that two smaller Deadweight 43,400 t The tanker will have dual classification vessels would be better for the future, in (with condensate cargo) provided by Bureau Veritas (BV) and view of versatility and redundancy." 49,700 t Russian Maritime Register of Shipping (with oil cargo) (RMRS).

First LNG-carriers under construction Aker Arctic's co-operation with Yamal LNG included the design development of the LNG- carriers for exports of the liquefied natural gas (LNG) to the market. The 170,000 m3-sized vessels are currently being constructed at Daewoo Shipbuilding & Marine Engineering (DSME) in South Korea. The first one of fifteen vessels Once the LNG plant is in full was launched in January and production, a large LNG- is expected be ready in the carrier will leave Sabetta port end of 2016. The remaining every second day year-round fourteen vessels are and deliver LNG to Asian and scheduled for delivery over European ports, where it will the next four years. Aker be stored for consumption or Arctic has been supporting reloaded and shipped further Source: PortNews DSME in the design work. with ordinary LNG carriers.

4 Arctic Passion News No 11 March 2016 New contracting service for shipbuilding

A new contracting service, where Aker Arctic takes full responsibility for ordering and delivering special components and systems for ice-going vessels from selected partners, is now available for shipbuilders.

When planning vessels and special Therefore, we have started a few pilot These services are particularly intended constructions for ice conditions, technical projects to develop this service," Kari to complement our own design projects expertise is necessary to understand the Laukia, head of ship design and with demanding material deliveries but technical requirements of the engineering, explains. are also available separately. components and systems. At Aker Arctic, "The idea is to use selected partners to "The first pilot projects are underway. We we have many employees with a manufacture the components. Then we are now developing this service, shipyard background, and therefore with take full responsibility for the design, deepening our cooperation and fine extensive know-how in building ships delivery, installation and/or supervision tuning our working methods. Our plan is and specifying requirements to material and finally commissioning, with the final to incrementally add more products to suppliers. scope depending on the customer's the portfolio we can offer our clients," "We have noticed that our customers needs. We guarantee that the Laukia adds. value this technical know-how combined component will work in the challenging with the delivery and commissioning of ice conditions it is designed for," Laukia the actual component. says. Propeller delivery service

Aker Arctic delivered the for the arctic module carrier and supervised the installation.

We have a profound understanding of We take responsibility of the entire "Our pilot project last year was propulsion concepts. When we design delivery process and our partner vessels, we also have to make sure that suppliers manufacture the propeller; e.g. delivering the high ice class the chosen propulsion system fulfils the by combining our vessel design with the propellers to the arctic module performance requirements. Taking care propeller delivery, our customers can carriers, and that went very of delivering the propellers and/or benefit from assured quality as well as shaftline components for vessels we cost efficiency. well," Laukia says. Read more have designed is therefore a natural about the project on page 7. extension of our service.

5 Arctic Passion News No 11 March 2016 Bridge service for ice vessels The command bridge of an ice going mast, bridge windows and wipers. The The simulator we have developed for vessel requires some additional design key idea is to include the bridge as an simulation of ice operations and vessel aspects compared to an open water ongoing, unbroken process from early behaviour in ice is a very useful tool in vessel. In our normal design work, the concept all the way to the finalised the detailed planning of the bridge. It can bridge design is at a concept or basic vessel. User feedback helps us to also be used to test a ship design in design level, which means that there are enhance future bridge design and operational simulation, and even in ice still interfaces the shipyard needs to supplies and is important throughout the conditions. subcontract or do on its own. By going entire process. Installation and deeper into details in the bridge design, supervision are also available as an we can provide cost savings for the option. shipyard. We can also deliver the necessary equipment as we cooperate with many suppliers. The equipment and design package can include plans for classification and the shipyard for the navigation and communication system, signalling equipment, consoles, lighting, interior, HVAC, preliminary steel construction plans for wheelhouse and

We can provide cost savings for the shipyard by taking detail design into account already during the concept phase and utilizing standard solutions when possible. We can also deliver the necessary equipment as we cooperate with many suppliers. On-site support in construction We always support shipyards that build quality, and ensure that the design The support service is, for instance, the vessels we have designed to ensure details are kept during production phase. currently being provided to the Piriou correct construction solutions and to "The higher the ice class and the lower Shipyard in France, which is building a avoid mistakes. Now, we are taking this the design temperature, the more details new polar supply vessel (see page 9). support one step further by providing a there are that need to be done in a We have agreed to provide on-site support person on-site during certain way. This service is especially support during the construction period. construction. This person will focus on important if a shipyard is building an ice ice and cold related matters, which need vessel for the first time," Laukia special attention to achieve the required emphasises.

propulsion power needed to maintain the while using the original propulsion power, Bow Flushing System vessel's original speed. This can be an thus enabling the possibility for increased Environmental demands keep growing all advantage for instance for vessels of earnings. In harbours it is used as a the time. Aker Arctic has developed a lower ice-class which are affected by the normal side thruster, but in channel ice it new auxiliary system, the Bow Flushing Energy Efficiency Design Index (EEDI). becomes a vertical thruster. Bow form System (BFS), which decreases ice and bulb design must be done taking into resistance in ice channels for certain hull Alternatively, when EEDI is not an issue, account the BFS system in order to forms, consequently lowering the the vessel's speed can be increased achieve best efficiency.

Located in the bow of a vessel, Aker Arctic's new auxiliary The simulator we have developed for simulating ice operations system, the Bow Flushing System, decreases ice resistance for and vessel behaviour in ice is a very useful tool in the detailed certain hull forms, lowering the propulsion power needed. planning of the bridge.

6 Arctic Passion News No 11 March 2016

The Aker Arctic designed module carriers are equipped with propellers we have custom-designed for them.

Propeller delivery for Arctic Module Carriers Aker Arctic took full responsibility of delivering the propellers for the two Polar-class heavy deck carriers constructed at Guangzhou Shipyard in China. The propeller delivery service was successful and fulfilled the customer's high quality and short delivery time requirements. The first one of the two Aker Arctic The vessel's successful sea trials were High quality solution designed Polar-class heavy deck carriers conducted in January where all the "The design and delivery of these special is already in use and busy transporting requirements were met. high ice class propellers in a tight construction modules to the arctic LNG The benefit for the customer was to get schedule showed the quality and how plant being built in Sabetta. high quality custom-designed propellers effectively we work. This service is Special propellers within the agreed delivery time in the something we offer in selected vessel extremely tight construction schedule. projects where there is a clear benefit to The customer trusted us with the delivery "We have very good partners and our customer to use a combined service of the propellers. Our partner in Russia, suppliers that we have worked together package. Our expertise in propulsion Zvyozdochka, manufactured the with for many years and, in addition, a design combined with our vessel design propellers based on Aker Arctic's design. demanding customer. That is the best guarantees our customers a high quality The installation was then done at recipe for success," Laukia says. and cost-efficient solution." Guangzhou shipyard under our supervision. "We were fully responsible for the vessels' propellers," says Kari Laukia, head of ship design and engineering at Aker Arctic. "These propellers are very special as they are suitable for extremely demanding use in heavy ice conditions. They were part of our design work, and therefore we could take responsibility that they would work as they should," Laukia adds.

The propellers are very special as they are suitable for extremely demanding use in heavy ice conditions.

7 Arctic Passion News No 11 March 2016 Chinese research icebreaker soon ready for construction

China has four permanent research stations in Antarctica (The Great Wall, Kunlun, Zhongshan and Taishan ) and one in the Arctic (Arctic Yellow

Polar Research Institute of China River Station)

The highly advanced polar Modern solutions There is a cargo crane for efficient cargo research icebreaker for China All the technical solutions chosen both for handling, large cargo spaces in the bow the vessel itself and for research and cargo fuel tanks. Also, a helicopter is now in its final design phase purposes represent the most modern landing area and a hangar is provided. and will soon be ready for available. It is fitted with scientific The vessel additionally fulfils the low construction. Aker Arctic was equipment and instruments for marine noise requirement for research vessels. geological and geophysical research, "This research vessel has awarded the concept and marine biological and ecological research basic design in 2012. as well as climate change monitoring, cutting-edge solutions and is marine and seismic surveys. There is easy to operate in both open The Polar Research Institute of China plenty of laboratory space reserved and water and demanding ice has selected the main equipment the researchers can make use of a moon suppliers for its advanced research pool when operating in ice conditions. areas, where it can operate vessel. Aker Arctic is expecting to The vessel will be able to break 1.5 m independently. It is expected to complete the basic design before autumn level ice with a 20 cm snow cover. This be ready in 2018," says Kari this year. Construction will begin later this can be performed in both ahead and Laukia, head of ship design year when the shipyard has been astern directions. It is fitted with diesel- selected. electric machinery and two azimuthing and engineering at Aker Arctic. Once the vessel is ready, its main task is thrusters. Two bow tunnel thrusters are research operations in polar areas. provided for manoeuvring and position Scientists will be able to move keeping. The power generation station Technical details: independently to and from Antarctica consists of four main diesel generator Length over all 122.5 m where China has three permanent sets. Propulsion power is 2 x 7.5 MW and research stations, as well as perform there are two skegs protecting the Length on design water level 117 m advanced scientific research on the ship, propulsion machinery from multi-year ice Breadth max 22.3 m which is fitted with all the necessary blocks in the aft ship. The vessel can equipment. The vessel is also able to advance 12 knots with one engine, 15 Draught at design waterline 7.85 m operate in the Arctic. knots with two engines, and all four Draught max 8.3 m engines can be used as needed in ice. Depth to main deck 11.8 m

8 Arctic Passion News No 11 March 2016 French polar logistics vessel advances

©2015 PIRIOU – Concept Design Marine Assistance

Construction of the polar logistics vessel for France will begin The French polar logistics vessel is both a transport vessel and a patrol this spring. Aker Arctic is supporting the shipyard also in the ship vessel. construction phase in the special requirements of an ice- strengthened vessel. The design work and model testing have The Aker Arctic support focuses performed sea-keeping tests to make been completed for the new French polar particularly on the vessel's construction sure that the vessel can manage in the logistics vessel, which will replace the and equipment so that winterisation, i.e. rough sea conditions of the southern existing vessels, L'Albatros and performance in freezing conditions, Atlantic. Additionally, we planned the L'Astrolabe, and construction work is meets the set requirements. machinery and winterisation aspects." about to begin. "This is one of our services, which we The multitude of activities possible with The steel hull will be constructed at can offer to customers building ice-going this ship makes it very special. It can CRIST in Poland starting this spring and vessels. By combining our design and transport researchers to and from then transported in autumn 2016 to the technical expertise with construction Antarctica. Furthermore, it has plenty of shipyard in Concarneau, France where it support, the customer can rest assured cabin and cargo space, a helicopter will be outfitted and finalised. The vessel that all winterisation aspects are taken landing area and it can carry a is planned to be ready in summer 2017 care of," Sipilä emphasises. helicopter in the cargo space. The rear is equipped with an A-frame that can be so that it can sail to Antarctica when For the shipyard in France, this is an used to lower research tools into the summer arrives to the southern interesting project as they will be able to sea. The icebreaking capability is 80 cm hemisphere. build an ice-strengthened ship with many level ice. The first trip will be to France's research special features. The demanding station Dumont d'Urville in Adélie Land Antarctic conditions require, for instance, "It is a logistics support vessel and a and then the ship will continue to the thicker materials of special quality than patrol vessel simultaneously," Sipilä Indian Ocean. The vessel will be based what is the case in ordinary vessel says. on Reunion Island and operate as a projects. This allows the shipyard to gain patrol vessel in the Indian Ocean. The new experience and increases the French Navy will provide the crew for the possibility to participate in similar projects new vessel, as the ship has patrol duties in the future. in addition to logistics tasks. Multi-purpose vessel Support in construction The owner of the ship provided the Main dimensions Aker Arctic is providing the shipyard with vessel concept. Aker Arctic then Length 72 m building time support spanning over the continued and finalised the design so that Photo: Sovcomflot OAO entire construction time in short periods the ship would fulfil necessary Beam 16 m at a time. performance in ice. Draught 5.2 m "Our engineers will stay on-site and "Our design work consisted of our normal Deadweight 1,300 tonnes supervise the work and give technical expertise such as developing the hull Open water speed 14 knots support during one or two weeks form and model testing it in both open whenever there is a new phase in the water and ice in order to verify Propulsion power 6.4 MW construction," project manager Heikki requirements," Sipilä outlines. "We also Ice class BV Icebreaker 5 Sipilä explains.

9 Arctic Passion News No 11 March 2016 Full-scale trials for R/V Sikuliaq

Last winter, AKAC performed full-scale trials of the research The Sikuliaq has a suite of on-board sensors and equipment to allow it to vessel Sikuliaq in the Bering Sea to conduct ice operational perform a number of science training of the officers and to identify the ice operational missions in ice. performance and limits of the vessel. Juha Varis, an experienced Finnish icebreaker captain, assisted with the hands-on training.

Sikuliaq is a research vessel based in Part of design group independently in ice, and applies Alaska. It is owned by the National "We were also part of the design group azimuth thruster wake to expand its Science Foundation and is operated by for the vessel long before it was built," science capabilities in the presence of the School of Fisheries and Ocean says Mike Neville, head of AKAC's St. ice. Science at the University of Alaska John's office in Canada. Fairbanks. Its intended area of operation "It was AKAC's responsibility to develop is year-round in the Bering Sea, and the design for the purposes of enhancing seasonal operations in the Beaufort and its operational capabilities in ice. During Main dimensions Chukchi Seas. It is designed to break the design process, the Sikuliaq was Length Overall 79.7 m 76 cm (2½ ft) thick first year winter ice model tested several times, including in Maximum Beam 15.8 m Photo: Sovcomflot OAO continuously at 2 knots. 2002 at Kvaerner Masa-Yards Arctic Draft 5.8 m Prior to the full-scale trials, AKAC Technology Centre (prior Aker Arctic Displacement 4,066 tons developed an Ice Operations Manual for facility) and also in 2009 by Aker Arctic's the vessel, which included developing new test facility.” Propulsive Power 2 × 2,238 kW guidelines for conducting science Another part of AKAC's role was also to Wärtsila Icepod operations in ice including towing introduce new arctic marine technologies thrusters operations and deployment science and methods to achieve an independent equipment over the side in ice. The capability to conduct various science operational experience and performance missions in ice. The vessel uses data obtained from the trials was used to advanced azimuth thruster technologies, revise the manual. which increase its ability to operate

Meet Mike Neville Mike Neville is a Naval Architect with Canada, he has worked exclusively on AKAC (Aker Arctic Canada). Having arctic marine and ice offshore related worked with AKAC during his projects, including technical feasibility undergraduate degree in 2006 and 2007, and concept design studies, ice model Mike started working fulltime with AKAC tests, full scale trials and ice in 2010 as head of the St. John's NL management operations. office. Since receiving his Bachelor's In his free time, Mike likes to spend time Degree in Ocean and Naval Architectural outdoors camping, fishing and hunting. Engineering at Memorial University in He also enjoys travelling.

10 Arctic Passion News No 11 March 2016 Most advanced port icebreaker in the world

The port icebreaker Aker ARC 124 will assist large LNG carriers in approaching and berthing in Sabetta.

The port icebreaker Aker ARC 124, ordered to support LNG- With two pairs of thrusters, the icebreaker will be moving extremely well carriers' operability in Sabetta harbour in the Russian Arctic, in the harbour basin in Sabetta. will have state-of-the-art technical solutions. Basic design is now in process for the "The second special feature of this ship efficient four-stroke engine type. The port icebreaker Aker ARC 124. Both ice is the new direct current electrical system main power plant will consist of three 8- and open water model testing has been developed by ABB," Hovilainen says. cylinder Wärtsilä 8V31 main engines. completed, confirming the vessel's The system, Onboard DC Grid, consists The installation will also include performance. Design work will be of rectifiers that convert the alternating Wärtsilä's online engine monitoring, completed in June and construction is current from the diesel-driven main thereby enabling the operating condition planned to begin this summer at Vyborg generators to direct current. This is then of the engines to be closely followed Shipyard PJSC in Russia. fed to two DC drive line-ups that convert remotely. it back to alternating current for "The new engine type has improved fuel Cutting-edge technology propulsion units and other onboard economy, especially on lower speeds. The technical decisions made for this consumers. In Aker ARC 124, each DC This is achieved because the optimal vessel are new, modern and cutting- drive line-up provides power for one speed range is wider than other edge. propulsion unit in the bow and one in the engines," Hovilainen says. stern and full load for auxiliary "What is special in this icebreaker is An additional characteristic of the newly consumers. firstly the propulsion solution," says introduced engine is that it will feature a project manager Mika Hovilainen. The The Onboard DC Grid offers several new approach to maintenance. The first vessel has four thrusters, two in the bow advantages over the conventional AC major service required by the Wärtsilä 31 and two in the stern. systems that have been used in diesel- comes only after 8,000 running hours "Manoeuvrability has been taken to a electric icebreakers since the 1980s. (compared to 2,000 running hours for new level with two pairs of thrusters. The Firstly, the system allows the main diesel engines of a similar class). This icebreaker will be very capable in the generators to run at variable speed improvement reduces maintenance costs harbour basin in Sabetta when it is rather than fixed speed, reducing fuel as well as increases the vessel's uptime assisting large ships in berthing. consumption and emissions when the availability. Its modular design also Additionally, the propellers will be power plant runs at partial load. allows parts to be removed and replaced, efficient in flushing the ice away when Secondly, the system allows running the thus simplifying service. cleaning the quayside from ice," harbour generator parallel to the main "Our propulsion solution brings energy Hovilainen adds. engines without limitations. Finally, the efficiency, lower power needs and equipment is somewhat smaller and The icebreaker will also be competent in savings in operational costs as a result," lighter than the conventional frequency the worst possible situation, when the Hovilainen emphasises. converter setup, an advantage to the brash ice level grows to several meters "The electrical and engine solutions also designer. thick. Brash ice is created every time a aim to lower operational costs and vessel breaks ice. The pieces mix with New engine type decrease emissions, thus resulting in cold water and freeze again. As there will both a powerful and more be frequent traffic in the Sabetta harbour, Aker ARC 124 will be the first vessel in environmentally friendly port icebreaker." an increasing amount of brash ice will be the world to feature Wärtsilä's new 31 created, making navigation extremely series main engines, recently difficult. acknowledged as the world's most

11 Arctic Passion News No 11 March 2016

More possibilities in model testing With the latest improvements to our model testing facility, more complex testing options are now available both for our customers and our own research and development team.

Over the past two years, we have been "Another big change is that we now have developing a system for testing Dynamic fully controllable tunnel thrusters. Until Positioning (DP) in ice. In order to be now we've had no need of them in our able to do all the tests desired, some of testing, but for DP testing, they are the equipment in our model testing essential – given that the real vessel has facility needed upgrading. All the them, of course." necessary improvements are now completed, which has opened up new "On the technical side, we possibilities in model testing. have opted for state-of-the-art "The biggest mechanical change is that vector control for the the propulsion motor for azimuth brushless permanent magnet thrusters is now under water as it is in the real world," says development electric motors. Additionally, engineer Veikko Immonen, who is the azimuth movements are responsible for the technical now computer controlled by development. This reduces the number of moving parts and enables a cleaner using a closed-loop stepper torque measurement from the motor, motor system," Immonen allowing for more accurate real-time explains. power control.

New internals for azimuth thrusters

12 Arctic Passion News No 11 March 2016 Modular principle

Each propulsion unit contains an independent microcomputer. They are all connected to a common CAN bus with the master controller module. All commands and measurement values are transmitted through the bus, which makes connecting multiple thrusters easy to do. This is good for DP vessels, as they can have many – for example drillships with six azimuth thrusters are already in operation. “Previously, we had a limitation on how many thrusters we could put on a model. These limitations are now history, I suspect we'll physically run out of space on a model before the control system's limits are reached. If you can build it, we can test it,” Immonen assures. A view of the DP control station. A DP system needs good quality GPS and gyrocompass signals to operate. Since the required accuracy is measured in millimetres in model testing, using an actual GPS is not an option. “We had to fake a GPS signal using data from our infrared camera positioning system. We also fake a A DP controlled gyrocompass using that same data. The actual DP software is exactly the same model fending off ice that runs on real vessels.” floes coming its way DP tests in ice A DP system helps a ship to Our aim is then to find new algorithms or without some of the strict requirements of automatically keep its position. External improve existing ones to enable the DP DP. With our new equipment, we can test forces such as wind, current and waves system to respond to ice forces in such a autopilot systems as well. are counteracted with the thrusters and way that DP operation in ice is reliable," "All the improvements made for DP open propellers. The problem arises when ice Immonen outlines. the way for other advanced tests. This is present, because the forces involved Sometimes a vessel does not need full also enables new possibilities for multi- are an order of magnitude higher, DP certification, but the thruster model testing," Immonen adds. sudden and difficult to predict. configuration is such that it is difficult to "The equipment in our model testing control the vessel manually. The vessel basin will be used to find the situations can then have an autopilot system that is where DP does not perform well in ice. technically similar to a DP system but

Meet Veikko Immonen Veikko Immonen is tasked with technical development projects for the model testing facility. He is also involved in developing the ice simulator and the ice load monitoring system. Veikko has worked as Development Engineer at Aker Arctic since July 2014. His master's thesis for Aalto University concerned upgrading the model propulsion system for DP operation. Veikko likes long bike rides and does not mind pedalling in cold weather or through snow. In summer, he likes to spend time on a certain island in the Saimaa Lake district.

13 Arctic Passion News No 11 March 2016 Ice management prediction tool updated

Over the last few years, AKAC has been developing an ice Ice class is not enough management prediction tool to a commercial level, called A common misunderstanding is that AKAC Ice Management Suite (AIMS). The latest version of selecting a vessel of a particular ice class guarantees a vessels performance. AIMS has been enhanced to include a wide range of ice However, ice class rules provide little conditions from low concentration to heavy ice pack, and is assurance regarding the ability for a applicable for a variety of vessel types including ice classed vessel to perform ice management. In fact, the structural limitations of a vessel supply vessels and icebreakers. operating in ice is the only distinction between the ability of different ice class The first version of AIMS was developed open water hull shape optimised for vessels to perform ice management. for a commercial client in 2013. The efficient operations in heavy seas. Therefore, selecting a vessel for ice initial version was considered suitable for Low concentration ice management duties based on ice class ice management predictions of ice- alone does not automatically yield an breakers for operations in heavy pack conditions optimum ice management vessel. ice. Recent interests motivated AKAC to As part of the updated AIMS work, AKAC However, it appears that the industry's update AIMS to allow for ice implemented a vessel performance initial steps into the arctic offshore will management predictions in lower algorithm based on both the attainable focus on dealing with season extension concentration conditions, and to consider performance and the safe operating operations in sub-arctic regions, where ice management performance with low speed in a given environment. This open water is common and pack ice may ice class vessels. Thanks to a recent includes incorporating models to predict only occur occasionally, and typically in Joint Industry Project (JIP) completed the performance of ice class vessels with lower concentrations. For such earlier this year, the most recent version different hull forms, including bulbous conditions, vessels with an ice class but of AIMS incorporates the physical bows and vertical stems, and a safe otherwise an open water hull shape are management of low concentration ice speed model to limit the speed of the ice preferred over icebreakers as they are conditions using low ice class supply management vessels. This upgrade to less expensive, are in greater supply, vessels. AIMS will improve its applicability for ice and have better seakeeping In the JIP, a key focus area where AIMS management fleet selection studies, to characteristics. was updated was the ice management ensure that the vessels selected have An example of such a region is the logic used for managing severe ice sufficient capability from both a Grand Banks, located southeast of features in relatively low ice performance and structural safety Newfoundland in Canada, where sea ice concentrations. For example, the use of perspective. is not experienced on an annual basis, pre-ice management, which is an AIMS is both commercially available for and when it does, the ice is not winter ice effective tactic used in practice to license as well can be applied on a strength but rather deteriorated. physically manage potentially hazardous project-by-project basis to assist clients Therefore, typical standby and supply ice features such as large floes prior to in selecting the right assets for their vessels used on the Grand Banks have a the arrival to the operational site, was projects. relatively low ice class but otherwise an incorporated to the logic.

Text by Mike Neville, head of St. John's office in Canada.

AKAC (Aker Arctic Canada) is the Canadian arm of Aker Arctic's activities. AKAC specialises in tailored solutions for offshore operations in ice conditions and complements Aker Arctic's AIMS is a software package for calculating AIMS has a graphical interface designed icebreaker and offshore the station keeping performance of floating to be operated on a Windows PC. The design expertise. Aker ship shaped platforms with the influence of interface is easy to use by someone with Arctic Canada has ice management. It has now been an understanding of ice management enhanced to include a wide range of ice concepts. operations in Victoria and conditions from low concentration to heavy St. John's. ice pack, and is applicable for a variety of vessel types including ice classed supply vessels and icebreakers.

14 Arctic Passion News No 11 March 2016 Aker Arctic has developed an ice load monitoring system to Ice load monitoring and assist the navigator to monitor ice loads against the vessel. A new feature is a prediction prediction helps in tool, which will forecast if there is risk for ice damage and are decision making the ice loads increasing or decreasing. This will be very useful in real-time decision- The oblique icebreaker making. has been equipped with sensors, which measure ice loads. The ice load monitoring system measures ice loads against a vessel. The results are displayed immediately on a monitor for a clear overview of the can monitor system condition and send are the algorithms for the load prediction magnitude of the load, peak values and warnings if necessary. Previously, the and the user interface. Our aim is that the most importantly, what is the outlook for measurement data has only been improved system is ready for actual use in the ice load and how large is the risk of available later when somebody actually early autumn." ice damage in current conditions. Based has collected the hard drive from the ship. on this information, the vessel's captain Aker Arctic Technology Inc and Light can make the decision to continue, "The possibility to forecast ice loads is Structures AS have signed a cooperation change heading, slow down or even stop really important," Jäppinen emphasises. agreement when working exclusively with entirely so that the vessel is not "When you drive into an ice field and the fibre-optic sensors. Light Structures has a damaged from the ice. vessel is designed to manage a certain long experience in fibre-optic sensor and load, it is a crucial information to know measurement technology. Our package Sensors gather information how the ice load will develop. Is it likely can be offered as part of Light Structure's that it will increase, can the vessel scope and vice versa. "We use different sensors which are continue, should speed be lowered or attached to the vessel's hull," explains The benefits of the course changed, or should the vessel stay Antero Jäppinen, electrical systems ice load monitoring system: still and wait? Based on the prediction, the specialist at Aker Arctic Technology and - season analysis of measured data captain can make informed decisions." responsible for developing the ice load - allows use of various sensor "The ice load monitoring system is monitoring system. technologies "When ice loads are encountered, the currently available. We have already used - ice loads forecasting function sensors register the pressure and send it to measure ice loads on vessels such as the information to the monitoring system. the oblique icebreaker Baltika. - online monitoring and warning Part of our job is to find the optimal Measurements and analyses are part of location for the sensors so that the our expertise. What we are now improving measurements are accurate." Based on the information gathered by The ice load the system, we can offer the owner a monitoring system season analysis where we analyse the is a very useful ice load pressure and vessel data over tool for predicting the entire season. This is especially ice loads on a useful if the ship has been damaged and vessel. It will help the owner wants to know how it has the captain to happened and learn to avoid damages in make informed the future. decisions. On-line monitoring Another new feature will be online monitoring. This means that, depending on a vessel's communication system, we

Meet Antero Jäppinen Antero Jäppinen joined Aker Arctic last year as specialist in electrical systems at the Engineering department. He was previously at Edec Oy, where he worked 10 years as project manager in electrical design projects. Antero also has a solid background in shipbuilding from working twelve years at Shipyard, Kvaerner Masa Yards. In his free-time, Antero is involved in a wide range of activities. Apart from spending time with his wife and two children, being a radio amateur and a technical delegate for the Finnish Red Cross international delegate reserve, he likes to repair old machines and equipment, work in the garden and forestry.

15 Arctic Passion News No 11 March 2016 Polar Code begins in 2017

The International Maritime Organization's new Polar (World Meteorological Organisation) "Egg Code". The system is Code comes into force in 2017. The Polar Code still under development at IMO but is contains new certificates, technical requirements and expected to be ready this year. procedures, which have to be complied before entering An important part of the Polar Code is the Polar waters. the PWOM (Polar Water Operation Manual), which provides the owner, The new compulsory requirements take The contents of the certificate include operator, master and crew with into account the vessel's structural the category of the ship (A, B or C), the information regarding the ship's integrity in ice, technical operability in ice class including possible operating operational capabilities and limitations cold environment and include also drafts and Polar Service Temperature in order to support the operations in the requirements for training of the crew (PST). A chapter for operational Polar waters (see next page). and for ship's operation manuals. They limitations is included referencing will apply for new ships keel laid after 1 maximum ice conditions, minimum We can help January 2017 and for existing ships at temperature and maximum latitude for Each of these documents requires their first intermediate or renewal survey safe operation. expert knowledge of ship designs and after 1 January 2018. The operational limitations will be their operation in harsh environment. connected to the POLARIS system Aker Arctic has the required experience New terminology (Polar Operation Limit Assessment Risk and know-how to assist ship owners and operators to comply with the Polar Ship Certificate (PSC) defines Indexing System), which is a tool for the various requirements of the Polar Code. where and when a ship can operate. It is master to evaluate the risk in operation These services include ship design, a document approved by the flag based on the prevailing ice conditions. It crew training and documentation authority and issued after survey. links the ice class and the actual ice conditions. The basis for the ice services. conditions evaluation is the WMO

POLARIS links risk level to decision making

Risk values depend on ice type and ice class. Source IMO. Evaluation criteria for independent operations. Source IMO.

The World Meteorological Organisation (WMO) has Through a basic calculation procedure from the ice chart and developed standards for sea ice charting and observations. the assessment of a vessel's risk values, the Risk Index The standard format of "egg code" will be used for ice Outcome (RIO) will tell whether or not to proceed in the actual reporting worldwide. It provides information on ice situation. The Risk Values (RV) are a function of ship ice concentration, type of ice and ice floe size. Available ice data class, season of operation and state of the operation from the Canadian Ice Service, the US National Ice Center, (independent operation or icebreaker escort). A positive RIO the Arctic and Antarctic Research Institute and the Danish indicates acceptable risk (proceed) whereas a negative RIO Meteorological Institute will be used. indicates unacceptable risk (reassess situation).

16 Arctic Passion News No 11 March 2016 Polar Water Operations Manual in process

One of the demands in the Code for Ships Operating in Polar Waters (Polar Code) is that all vessels are required to have a Polar Water Operations Manual (PWOM) on board the vessel. We are now developing the manual so that we can offer this service to our customers.

The vessel specific Polar Water Part of design package Operations Manual (PWOM), required “Our core know-how is arctic vessels. our basic design package. For vessels from January 1st, 2017, provides the We know thoroughly how to operate constructed before 1 January 2017, the owner, operator, master and crew with them, we know the ice circumstances in requirements have to be met by the first information regarding the ship's different areas and can predict how it is intermediate or renewal survey, operational capabilities and limitations in most useful to operate a vessel in ice, in whichever occurs first, after 1 January order to support the operations in the addition to winterisation needs," Vocke 2018. A vessel is required to have a Polar waters. explains. PWOM in order to receive the Polar Ship "We are now developing the manual "Based on our know-how, we can go Certificate. based on the model table of contents," through a ship and see how it works, and "We will be able to compile the manual says Maximilian Vocke, project manager then evaluate the limitations of that also for existing vessels and help ship at Aker Arctic. vessel. We can also suggest upgrades in owners with approval," Vocke assures. "The manual will vary according to the order for it to work better." "The basic manual will be ready during type of vessel, what ice class the vessel Aker Arctic is therefore in an excellent this year and then adapted to meet the has and where the vessel is operating, position to offer the PWOM service to requirements for each specific vessel." as it needs to be adapted to the area of customers. In new vessel design operation." projects, the manual is already part of

Model of Polar Water Operation Manual

1. Operational capabilities 2. Ship operations 3. Risk management 4. Joint operations and limitations Chapter 1 - Strategic planning Chapter 1 - Risk mitigation in Chapter 1 - Escorted Chapter 1 - Operation in ice Chapter 2 - Arrangements for limiting environmental operations Chapter 2 - Operation in low receiving forecasts on condition Chapter 2 - Convoy temperatures environmental conditions Chapter 2 - Emergency operations Chapter 3 - Communication Chapter 3 - Verification of response and navigation capabilities in hydrographic, meteorological Chapter 3 - Coordination with high latitudes and navigational information emergency response services Chapter 4 - Voyage duration Chapter 4 - Operation of Chapter 4 - Procedures for special equipment maintaining life support and Chapter 5 - Procedures to ship integrity in the event of maintain equipment prolonged entrapment by ice functionality

Meet Maximilian Vocke Maximilian Vocke has been working in shipbuilding for twenty years, first at the Helsinki Shipyard and then at Aker Arctic. He has mainly been involved in the design work of offshore vessels and icebreakers as project engineer and project manager. One of his designs is the offshore supply vessel and standby icebreaker FESCO Sakhalin, nowadays SCF Sakhalin. Apart from work, Maximilian enjoys swimming and downhill skiing with his family.

17 Arctic Passion News No 11 March 2016

Arctic dredger Zavod Hydromekhanizatsii says Ilkka Rantanen, head of (Hydromec) is Russia's leader offshore services at Aker under development in production and designing of Arctic. dredgers. In this cooperation "Therefore, we have noticed project, they are providing Example of an ice capable dredger to enable while working on other their expertise in dredgers and extended dredging season in arctic regions projects that there is a need of wider bow Aker Arctic is providing the maintenance vessels which expertise in ice technology could stay year-round in the and ice-going vessels. area. When maintenance An extensive amount of dredging begins, a different construction work is currently type of equipment is needed taking place in the Russian for those activities. An Arctic in order to build harbours extension of the working and infrastructure needed for season will also have a great oil and gas production and advantage on efficiency." transportation to the markets. "None of the dredgers in use The dredging equipment for today are well ice Aker Arctic and capital dredging has normally Last September, Hydromec strengthened or equipped for Hydromec been transported from various Group (Russia) and Aker Arctic harsh winters," Rantanen (Russia) are jointly locations to the Arctic and can adds. signed a Memorandum of developing an ice operate only in open-water Understanding to begin the strengthened and season during summer months. Basic concepts for the ice winterised dredger strengthened and winterised development of an ice “However, harbours, rivers, sea that could be used dredger have already been lanes and trading routes need strengthened dredger that could for maintenance outlined, and Rantanen continuous maintenance to work in the Arctic. believes actual design work work in the Russian Arctic. stay open and remain deep could begin during this year. There are no arctic dredgers enough for vessels to move in,” available on the market. Ice Simulator improved for training

Aker Arctic and Novia The Aker Arctic Ice University of Applied Sciences Simulator has been praised for its visual have begun a 15-month choices and realistic project, where the ice vessel behaviour. simulator's features will be Now it will be further enhanced for further improved in co- training purposes. operation with Image Soft Oy and Simulco Oy.

The Aker Arctic Ice Simulator is designed The aim of this project is to add new “After completion of the joint for operational simulation purposes and features and improve existing modelling development project, the Aker Arctic Ice for education. With the ice simulator, ship to achieve an even more realistic feeling Simulator will be fully capable to use for officers can be introduced to operate in of operating a vessel. During the project, training ship officers to manage in ice various ice conditions with different icebreaker captains will validate the conditions,” says newly appointed project vessel types. Modularity of the simulator simulator. In addition, more tools will be manager Jukka-Pekka Sallinen. enables adding new operational areas to added for teaching purposes. The meet the more specified requirements of teacher will have easy access to the client. operations handling and student review. Bronze propeller in full-scale tests We have been developing a new ice bronze propeller concept jointly with TEVO Oy and the Technical Research Center of Finland VTT Oy. The last step in the project is a full-scale test in heavy ice conditions. The full-scale test will take place in the Bay "It also has a very competitive price and of Bothnia in March 2016. The bronze could therefore be useful for commercial propeller will be installed on the Finnish ships if it succeeds in the trials," says Kari Navy's multipurpose vessel, Louhi. It will be Laukia, Aker Arctic. tested in heavy first-year level ice as well as Furthermore, environmental aspects are in ice ridges. becoming increasingly important. This Bronze is not as strong a material as stainless propeller is designed to combine low noise steel but has other advantages such as characteristics with high strength. The bronze propeller will be installed on corrosion resistance. It is easy to manufacture Read more about how the test went in next the multipurpose vessel Louhi and and to maintain. Bronze is widely used in issue of Passion News. tested in first-year ice. marine propellers in open water. 18 Arctic Passion News No 11 March 2016 Arctic module carrier in successful sea trials

The module carrier is the first of her kind.

The sea trials were held outside the coast of Macao in the The temperature was warm and the sea was calm, which was South China Sea. good for the trials. Bollard pull test in process. Tommi Heikkilä from Aker Heikkilä was part of the design team with a special focus on the machinery and Arctic joined the first arctic propulsion system. module carrier on her sea "It was essential for me to join the tests in trials that took place in the order to examine the final vessel and follow South China Sea outside how our solutions work in practice," Heikkilä explains. Macao. "It was good to see that the vessel functions The vessel departed for the trials from as it is intended to and that the project has Guangzhou, China on the 28th December been successful." 2015. All the basic tests were performed, The construction of the arctic module carrier such as speed tests, manoeuvring tests, has been completed in a very tight schedule navigation systems tests, and bollard and has been a great achievement from the pull. The vessel, propulsion and parties involved. The vessel was delivered Tommi Heikkilä was part of machinery worked as designed. in the end of January 2016 and she is now the design team planning the chartered for the demanding arctic arctic module carrier. construction services.

Aker Arctic designed Marintec China 2015 Arctic Shipping Forum ships displayed at In December, we participated in Marintec North America China in Shanghai where we presented Aker Arctic participated in Arctic Shipping Neva 2015 the polar class module carrier. The first Forum North America last November. ZPMC-Red Box Energy Services We presented our new Arctic Aframax vessel, Audax, is one of the largest Mike Neville explained key challenges concept and results from Baltika's icebreaking vessels in the world, 206.4 for DP in ice, and Reko-Antti Suojanen successful ice trials at Neva 2015 in St. m long and 43 m wide, with an discussed in a panel about new and Petersburg. Not less than eight of our independent ice-going capability of 1.5 innovative designs for ice class vessels. vessel designs were displayed on five m of level ice. The second vessel, other stands. The vessel models on show Pugnax, is under finalisation at the GSI were Baltika, ARC 124, ARC 130, ARC yard. Aker Arctic Technology Inc was 130 A, Kirill Lavrov, the LNG tanker for responsible for conceptual and basic the Yamal LNG project and Mangystau. design of these vessels.

19 Arctic Passion News No 11 March 2016 New Finnish icebreaker named Polaris

On 3rd of January, shortly It is also the most powerful after winter arrived to icebreaker ever to fly the Southern Finland, the new Finnish flag. Polaris is based Finnish icebreaker Polaris on the Aker ARC 130 concept was floated out from Arctech developed by Aker Arctic in Helsinki Shipyard's covered co-operation with ILS Oy and dry dock and moved to the the Finnish Transport Agency. outfitting quay. Polaris is the first icebreaker in the world to use Liquefied Natural Gas Courtesy of Arctech Helsinki Shipyard (LNG) as fuel.

A medieval feast in Tallinn The museum display includes the Tallinn, the capital of Estonia, is a short boat WW2-era sub- marine Lembit ride from Helsinki on the southern shore of the (pictured) and the Gulf of Finland. It is famous for its beautiful icebreaker Suur medieval old part of town with markets and Tõll, both of which have played an cosy restaurants. The Aker Arctic team decided important role in the to visit Tallinn before Christmas to enjoy the Estonian, Finnish festive spirit together. and Soviet history.

MSV Botnica has twelve Caterpillar main engines, Dinner at restaurant Olde Hansa. one of them was being overhauled during our visit. The morning of our trip turned out Paldiski Bay during the icebreaking submarine Lembit, a seaplane, and Suur stormy, so the ferry ride to Tallinn was a season. Representatives of the Port of Tõll, the largest preserved pre-war bit on the rough side. Most of the Tallinn and TS Shipping OÜ took us on a icebreaker in the world. passengers struggled with evolving guided tour of the icebreaker. “The highlight of the trip was a medieval seasickness, but everybody cheered up feast at the restaurant Olde Hansa," says upon arrival in Tallinn. Conquering the South Pole management assistant Jana Vamberova. We had lunch on MSV Botnica, which is The Estonian Maritime Museum had an "It began with a gathering at Freedom a multipurpose icebreaker built in Finland exhibition about conquering the South Square. The herald of the house in 1998. The Port of Tallinn acquired the Pole. As this seemed to be a suitable received us together with musicians at icebreaker from Arctia in 2012. MSV subject for us, we decided to visit the the Town Gate and we then walked in Botnica assists ships and convoys in museum's modern exhibition hall, which procession, accompanied by drums and arriving and departing the ports of is built at the Seaplane Harbour with its bagpipes, to the restaurant. We were architecturally unique Seaplane guided along narrow medieval staircases Muuga, Kunda and Sillamäe, as well as FastScoop was a new the ports in Tallinn Bay, Kopli Bay and Hangars. The museum also features the to the dining hall, where we were treated game for many of us. to a fantastic feast." Meet us here!

Aker Arctic Technology Inc’s newsletter We will participate in the following events: ISSN 2342-7965, ISSN 2342-7973 Publisher: Aker Arctic Technology Inc Merenkulkijankatu 6 Neftegaz, Moscow SMM Hamburg 00980 Helsinki, Finland 18 - 21 April 2016 6 - 9 Sept 2016 Tel. +358 10 323 6300 Fax +358 10 323 6400 [email protected] Arctic Shipping Forum, ATC 2016, St. Johns www.akerarctic.fi Editor in chief: Reko-Antti Suojanen Helsinki 24 - 26 October 2016 Texts by: CS Communications Oy 19 - 22 April 2016 Lay-out: Kari Selonen Printed in March 2016 by Grano

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