DOCSLIB.ORG

Aker Arctic Technology

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Aker Arctic Technology AKER ARCTIC TECHNOLOGY Swedoceans Seminarium 23.3.2021 Reko-Antti Suojanen Managing Director COPYRIGHT Copyright of all published material including photographs, drawings and images in this document remains vested in Aker Arctic. Accordingly, neither the whole nor any part of this document shall be reproduced in any form nor used in any manner without express prior written permission and applicable acknowledgements. No trademark, copyright or other notice shall be altered or removed from any reproduction. Agenda 1. Aker Arctic as company 2. Icebreaker types 3. Latest ships 4. Development and technical points 5. Ships 6. Future 23 March 2021 3 Aker Arctic Technology Inc World’s most experienced designer for icegoing ships Own Ice Model Test basin Experienced Naval Unique know-how As reference 60% of Various Architecture for ice classed world icebreaker vessel types - Power determination - Operational studies vessels designs - Hull form - Ice class approvals development - Offshore structures 23 March 2021 www.akerarctic.fi Design and 01 Naval Architecture Engineering 02 Hydrodynamics 03 Icebreaking design 04 Hull structural 05 Systems 06 Machinery 23 March 2021 6 Aker Arctic comprehensive partner From early stage planning to delivery of the ships. • Feasibility fleet Design development, • Testing and hull Basic design • Special • Delivery of vessel and vessel consept and tender design (class approval) icebreaking requirements design equipments • Trials and • Ice model testing commisioning • Budget definition • Yard support services • Open water • R&D for required testing* technology 23 March 2021 Aker Arctic 7 Recent activities Icebreaking vessel projects Icebreaking tanker Research Icebreaker Icebreaker Ob Ponant icebreaker Boris Sokolov Xue Long 2 located in Ob Bay cruise vessel Under construction 23 March 2021 8 ICEBREAKERS ICE BREAKING ICE CLASSED SPECIAL CARGO SHIPS CARGO SHIPS VESSELS CARGO SHIPS Assisting icebreakers Tankers Tankers Cruise Research icebreakers LNG Carriers LNG Carriers Offshore construction Bulk Carriers Offshore supply Bulk Carriers Container vessels River/port icebreakers Container vessels Ferries, RoPax, Cruise OPV or Naval vessels Heavy cargo carriers etc. 23 March 2021 9 Icebreaker Ob LATEST DELIVERED ICEBREAKERS Atomflot Aker Arctic Vyborg Shipyard Icebreaker Polaris Arctia Arctech Helsinki Shipyard Icebreakers Alexander Sannikov Andrey Vilkitsky GPN, Vyborg Shipyard Icebreaker Icebreaker Ilya Muromets NIB Arktika Novorossiysk Admiralty Shipyard Research IB Rosmorport Xue Long 2 Vyborg Shipyard PRIC Jiangan Shipayrd Ice trials 12/2019 2016 2016 2018 2018 2018 2019 2019 2020 ICEBREAKERS UNDER CONSTRUCTION Aker Arctic NIB Leader Icebreaker ZVEZDA, Russia Icebreaker Victor Chernomyrdin Rosmorport LK-25 Baltic Shipyard NIB Sibir NIB Ural LK-60 Baltic Shipyard PSC USCG Icebreaker VT Halter 2020 2021 2022 2024 OTHER ICEBREAKING SHIPS UNDER CONSTRUCTION Aker Arctic Cruise IB for Harry DeWolf-class Ponant Arctic offshore patrol Le Commandant Charcot vessels (AOPS) 6 Delivery 2021 IBSV 10022 (4) Ivan Papanin Rosneft (Project 23550) Zvezda Shipyard two patrol navy icebreakers Sir David Attenborough Nuyina Antarctica 1 2020 2021 2022 ICEBREAKING CARGO SHIPS Aker Arctic Arc7 LNG Carriers Norilsk Nickel (5) (15) SCF (3) Fednav SCF, MOL, TeeKey 70 TDWT tankers MV Nunavik New Arc7 LNG Carriers DSME SCF (2) Zvezda/SHI 70 TDWT tankers Audax/Pugnax SCF/Gasprom (7) PC3 Heavy Module Fednav MV Umiak 42 TDWT tankers RedBox Energy Services Norilsk Nickel Tanker Yenisey 2006 2010 2013 2016 2020 Increase in arctic vessel’s size 2017 Xxx Xxxx 2010 2006 Aker Arctic Technical solutions Propulsion systems Double Acting Ship concept Bow propellers in icebreakers Fuel and powering options Aker Arctic Technical solutions Propulsion systems Aker Arctic Technical solutions Bow propellers in icebreakers Sampo (1898) Voima (1954) Idea of the bow propeller Without bow propeller Return of bow propeller Aker Arctic Technical solutions Superior maneuverability with azimuth propulsion Aker Arctic Technical innovation Double Acting Ship concept 35 out of 39 total arctic cargo ships (since 2006) Aker Arctic Technical innovation Double Acting Ship concept 35 out of 39 total arctic cargo ships (since 2006) Aker Arctic Technical solutions Three propeller solution (Azipod) Double Acting Ship concept Utilized in LNG carriers. Aker Arctic Existing transportation schemes in the Russian Arctic with purpose-built cargo fleet Christophe de Margerie type (Arc7, 45 MW) Year-round Summer-autumn navigation navigation (around 6 months) 15 LNG carriers (2016-19) Audax, Pugnax (PC3, 24 MW) 2016 Kirill Lavrov type (Arc6, 17 MW) Boris Sokolov & Yury Kuchiev (Arc7, 22 MW) Dudinka 2 shuttle tankers (2010) 2 condensate carriers (2018-19) Vasiliy Dinkov type (Arc6, 20 MW) Shturman Albanov type (Arc7, 22 MW) 3 shuttle tankers Norilskiy Nickel type (Arc7, 13 MW) (2008-09) 6+1 shuttle tankers (2016-17, 2019) 5 container carriers (2006-09) 1 product tanker (2011) 14 September 2017 23 March 2021 Aker Arctic 22 Technical solutions Arctic Module Carriers for ZPMC-Red Box Energy Services Designed and built to deliver LNG plant modules to Sabetta as part of the Yamal LNG project Concept and basic design by Aker Arctic Ice-strengthened propellers designed and delivered by Aker Arctic Two vessels built by Guangzhou Shipyard International Company Limited (Guangzhou, China) in 2016 Traditional twin shaftline vessel Aker Arctic Aker ARC 128 - Polar Research Vessel Xue Long 2 Polar Research Vessel for the Polar Research Institute of China (PRIC) Extensive scientific facilities and equipment Double acting vessel with icebreaking in both ahead and astern directions Concept and basic design by Aker Arctic Constructed at Jiangnan Shipyard in Shanghai; Delivered 07/2019. Length 122.5 m Beam 22.3 m Draft 8.0 m Propulsion 2 x 7.5 MW ABB Azipod 2-3 knots in 1.5 m level ice + 20 cm Icebreaking capability snow cover Ice class Polar Class 3 Slide 24 23 March, 2021 Aker Arctic Conclusions • Past years development has been rapid. • Size increase is not seen to continue. • Self icebreaking3.0 solution ENGINE POWER is preferred. • LNG fuel is today possible in the arctic • Nuclear icebreaker fleet is updated, does this help to reduce emissions • Future of NSR as transit route ? Aker Arctic Thank you AKER ARCTIC TECHNOLOGY Merenkulkijankatu 6 FI - 00980 Helsinki, Finland tel.+358 10 323 6300 [email protected] www.akerarctic.fi.
Load more

Recommended publications
  • PDF Success Story, Adventure of the Seas
    ABB, Marine & Ports, Marine Services ABB’s modernization on Adventure of the Seas increases the lifetime of the vessel and secures the operational reliability. Increasing lifetime of the vessel, securing discussions about life cycle status and ABB’s solution presentations to improve the situation. The actual project was operational reliability, and enhancing the executed in eight months, which is exceptionally short for such maintainability of the vessel. an extensive project. All the works at dry dock were completed 1 day earlier than Success by collaboration scheduled and transfer trial from Grand Bahamas to Puerto Modernization scope Rico was possible to start earlier. That allowed ABB to test and The modernization project on Adventure of the Seas included tune the system to perfection without time pressure, even the upgrade of the existing PSR Cycloconverter Drive control though in normal case 48 hours of testing time is suitable. All platform to the AMC34 platform as well as the upgrade of the the sea trial tests and tuning of the new control systems were existing AC110 propulsion control platform to AC800M executed on transfer trial without need of additional sea trials. propulsion control platform. In addition to the material supply, the overall ABB scope of supply included installation work, commissioning phase and The vessel testing. Even with a tight schedule and shortened timeline ABB Adventure of the Seas was delivered in 2001 in Kvaerner Masa- was able to complete this pilot project successfully. The project Yards in Turku, Finland (today known as Meyer Turku Shipyard). team worked seamlessly together in Marine and Ports Finland, She is operated by Royal Caribbean International (RCI), and is getting support and assistance from the local ABB units in the the third vessel of the Voyager class.
    [Show full text]
  • Date: April 22, 2003 Trip Report to Northern Europe for National
    Date: April 22, 2003 Subject: Trip Report to Northern Europe for National Science Foundation project From: Richard P. Voelker Chief, Advanced Technology Office of Shipbuilding and Marine Technology To: Joseph A. Byrne Director Office of Shipbuilding and Marine Technology During March 12-27, I traveled with representatives of the National Science Foundation (Alexander Sutherland), Raytheon Polar Services Corporation (Paul Olsgaard) and Science and Technology Corporation (James St. John and Aleksandr Iyerusalimskiy) to Finland, Sweden and Germany. The purpose of the trip was to gain insight into the design and operation of their national icebreakers, many of which incorporate innovative concepts. Visits were made to the Finnish Maritime Administration (Markku Mylly) and their icebreaker BOTNICA, the Swedish Maritime Administration (Anders Backman) and their icebreaker ODEN, and the German Alfred Wegener Institute for Polar and Marine Research (Eberhard Fahrbach). Information was also obtained on the new Swedish icebreaker class VIKING and the German polar research vessel POLARSTERN. Attachment A provides some of the notes from our visit while Attachment B contains a discussion on some elements of the technical specification for the new generation research/icebreaker vessel. The trip was very valuable and provided a great start to the feasibility-level design study that MARAD has been contracted to perform for the NSF. A presentation describing this trip and some interim results from the feasibility-level design study will be made in mid-May to interested MAR-760 members. # Attachment A – Notes from the visit ---------- Briefing by Paavo Lohi - Aker Finnyards, builder of BOTNICA The bow skeg or bilge keels do not affect the flow of ice around the hull.
    [Show full text]
  • Construction of a Hardware-In-The-Loop Simulator for Azipod Control System Testing
    Markus Nylund Construction of a hardware-in-the-loop simulator for Azipod control system testing Thesis submitted for examination for the degree of Master of Science in Technology. Espoo 03.08.2016 Thesis supervisor: Prof. Seppo Ovaska Thesis advisor: D.Sc. (Tech.) Juha Orivuori Aalto-universitetet, PL 11000, 00076 AALTO www.aalto.fi Sammandrag av diplomarbete Författare Markus T. V. Nylund Titel Construction of a hardware-in-the-loop simulator for Azipod control system testing Examensprogram Utbildningsprogrammet för elektronik och elektroteknik Huvud-/biämne Elektronik med tillämpningar Kod S3007 Övervakare Prof. Seppo Ovaska Handledare TkD Juha Orivuori Datum 03.08.2016 Sidantal 9+90 Språk engelska Sammandrag Syftet med detta diplomarbete är att konstruera en simulator för Azipod® roderpropellern. Azipod® är ett varumärke av en roderpropeller med en elmotor som driver propellern. Hela roderenheten är belägen utanför fartygets skrov och det är möjligt att rotera roderpropellern obegränsat runt sin axel. Unikt för roderpropellrar är att drivkraften kan göras fullständigt elektriskt samt att roderpropellern är en dragande propeller till skillnad från tryckande konventionella propellrar. Dessa egenskaper ökar på ett fartygs energieffektivitet. Målet med arbetet är att bygga en (Azipod®) roderpropellersimulator och en tillhörande styrenhet som liknar fartygs styrenheter. Fokus för arbetet ligger på propulsionsstyrenheten. Simulatorn skall fungera liknande som den kommersiella produkten, men med mindre hårdvara. Fartygs styrkonsolpaneler samt alla nödvändiga mätinstrument virtualiseras. Ett extra program skapas för att möjliggöra stimulans för systemet för de virtualiserade mätinstrumenten. Detta program körs från en godtycklig dator som är uppkopplad till simulator nätverket. Simulering av Azipod® roderpropellern utförs av två sammankopplade motorer. Den ena motorn representerar en Azipod® rodermotor och den andra motorn belastar propulsionsmotorn.
    [Show full text]
  • Russian Museums Visit More Than 80 Million Visitors, 1/3 of Who Are Visitors Under 18
    Moscow 4 There are more than 3000 museums (and about 72 000 museum workers) in Russian Moscow region 92 Federation, not including school and company museums. Every year Russian museums visit more than 80 million visitors, 1/3 of who are visitors under 18 There are about 650 individual and institutional members in ICOM Russia. During two last St. Petersburg 117 years ICOM Russia membership was rapidly increasing more than 20% (or about 100 new members) a year Northwestern region 160 You will find the information aboutICOM Russia members in this book. All members (individual and institutional) are divided in two big groups – Museums which are institutional members of ICOM or are represented by individual members and Organizations. All the museums in this book are distributed by regional principle. Organizations are structured in profile groups Central region 192 Volga river region 224 Many thanks to all the museums who offered their help and assistance in the making of this collection South of Russia 258 Special thanks to Urals 270 Museum creation and consulting Culture heritage security in Russia with 3M(tm)Novec(tm)1230 Siberia and Far East 284 © ICOM Russia, 2012 Organizations 322 © K. Novokhatko, A. Gnedovsky, N. Kazantseva, O. Guzewska – compiling, translation, editing, 2012 [email protected] www.icom.org.ru © Leo Tolstoy museum-estate “Yasnaya Polyana”, design, 2012 Moscow MOSCOW A. N. SCRiAbiN MEMORiAl Capital of Russia. Major political, economic, cultural, scientific, religious, financial, educational, and transportation center of Russia and the continent MUSEUM Highlights: First reference to Moscow dates from 1147 when Moscow was already a pretty big town.
    [Show full text]
  • Problems of Handling Ships Equipped with Azipod Propulsion Systems
    PRACE NAUKOWE POLITECHNIKI WARSZAWSKIEJ z. 95 Transport 2013 Lech Kobyliski Foundation for Safety of Navigation and Environment Protection PROBLEMS OF HANDLING SHIPS EQUIPPED WITH AZIPOD PROPULSION SYSTEMS The manuscript delivered, March 2013 Abstract: Large ships, mainly large cruise vessels, built during last two decades are quite often equipped with revolutionary propulsion devices known under the name AZIPODs. There are many reasons for choosing AZIPODs as main propulsion units, the main reason being excellent manoeuvring characteristics achieved. However in case of large propulsion units, having power of 15-25 MW, used for propulsion there are also some disadvantages and limitations, the last mainly related to operational factors. Handling of ships equipped with AZIPODS is different from handling conventional ships and in certain manoeuvring situations safety of the ship and of the propulsion units might be endangered.. Therefore some limitations imposed on handling procedures are necessary and it is essential that pilots and masters of ships fitted with AZIPODs must be specially trained. Keywords: ship manoeuvrability, podded propulsion, handling of ships with Azipods 1. INTRODUCTION During recent times the new type of vessel has been introduced to the world shipping fleet in large numbers. This type is passenger cruise vessel. Statistics of ships in operation and on order reveals that more than 750 ships of different size that could be defined as cruise ships are recently in operation, more than about 50 of them are large ships of more than 250 metres in length and carrying sometimes as much as 6000 passengers. According to the definition cruise ship is usually a very large passenger ship that makes a roundtrip with several en route stops and takes passengers only at the port where trip begins and ends.
    [Show full text]
  • The Problem of Propeller Design for High Ice Class Transportation Ships А.V
    Fifth International Symposium on Marine Propulsors smp’17, Espoo, Finland, June 2017 The problem of propeller design for high ice class transportation ships А.V. Pustoshny, G.K. Darchiev, I.G. Frolova. Krylov State Research Centre, St. Petersburg, Russia ABSTRACT Some of these problems were expected to be solved by Development of large-capacity merchant vessels of so-called DAS (double acting ship) concept invented in high ice classes for Arctic has raised a range of Finland. According to this concept the vessels challenges for propeller designers. Usual propeller equipped with electric podded propulsors should sail design approaches are often not applicable for high ice- bow-first in open water and stern-first in ice. However, class merchant vessels. from the Russian experience with 3 series of heavy- tonnage merchant DAS of different types it is seen that In particular, the requirements regarding vibration the concept evolves not exactly as it was initially levels related to propeller cavitation, which are envisaged by its inventors. In deviation from the traditionally specified for merchant ships, cannot be original declarations of inventors high ice class DAS directly implemented in case of propellers designed for are built without bow bulb to enable both bow- and operation in ice because general measures to reduce stern-first operation in ice, the vessels require cavitation like skew or tip unloading prove to be either additional strengthening of stern (according to not feasible or limited by the requirement to ensure presently discussed Lloyd’s opinion stern and safe propeller operation in ice conditions. The propulsor should be one ice class higher) and special measures against cavitation are also restricted by maneuvering tactics in ice.
    [Show full text]
  • Arctech – High-Rolling in the High Arctic
    Shipyard There are several projects for real ” icebreakers and other vessels with heavy ice classes, and Arctech is naturally interested in these. he shipyard is completing an arctic tanker Arctech – project for Greek owners. The vessel is a condensate carrier with a high ice class (Arc7), representing a new generation High-rolling in of Arctic tankers capable of operating Tin the extremely cold-weather conditions and shal- low waters of the river estuaries along the Siberian the High Arctic coast. Sea trials are expected to take place in April. Arctech has delivered various ice-class vessels to The Arctech Helsinki Shipyard has a long Russian owners. According to Markku Kajosaari, SVP Sales, demand for such vessels is, unfortunately, tradition of Arctic expertise in icebreakers limited today. The shipyard is looking for new-build and high-ice-class cargo ships. The shipyard projects in which Arctech could use all the special currently has its sights on potential new capabilities of the Helsinki shipyard. “We have had several enquiries about small to orders of Russian LNG-powered icebreakers. medium-size cruise vessels intended for operations in remote areas and harsh conditions. These types of projects could be very suitable for us. There are also 26 26-27_Maritime_EN_Archtech.indd 26 1.4.2019 12.31 the contract. However, even in this case, there will be very tough competition, as we have seen many times before. There are several advanced Russian shipbuild- ers nowadays,” says Kajosaari, playing down specu- lation of possible new icebreaker orders in Helsinki. At the same time, there is strong demand for high ice-class cargo ships in the High Arctic but, unfortu- nately, some of these new vessels are so enormous that the facilities in Helsinki are not large enough.
    [Show full text]
  • Fuel and Economic Efficiency of an Ice-Going Vessel on the Northern Sea Route
    Janne Esa Fuel and economic efficiency of an ice-going vessel on the Northern Sea Route School of Engineering Thesis submitted for examination for the degree of Master of Science in Technology. Espoo 25.5.2015 Thesis supervisor: Professor Pentti Kujala Thesis advisor: Lauri Kuuliala, M.Sc. (Tech.) aalto university abstract of the school of engineering master’s thesis Author: Janne Esa Title: Fuel and economic efficiency of an ice-going vessel on the Northern Sea Route Date: 25.5.2015 Language: English Number of pages: 9+90 Department of Applied Mechanics Major: Marine Technology Code: K3005 Supervisor: Professor Pentti Kujala Advisor: Lauri Kuuliala, M.Sc. (Tech.) In this thesis fuel and economic efficiency of an ice-going vessel were studied. The study was carried out for a double acting ship (DAS) and an ice-bow vessel operating year-around on the Northern Sea Route (NSR). For comparison these efficiencies were investigated for an open water vessel operating on the Suez Canal route (SCR) and a vessel using the NSR during operable months, i.e., from July until December and rest of the year using the SCR. These are the months permitted by current NSR regulations. The fuel consumption of the vessel was studied with the transit-simulation. For DAS and the ice-bow ship first the speed was solved in different ice conditions. For open water and assisted ships the power demand was calculated. DAS and ice-bow ship were assumed to use full power in ice and the speeds in open water and ice channel were assumed to be constant.
    [Show full text]
  • Polaris' Unique Concept Shines in Ice Trials
    Aker Arctic Technology Inc Newsletter September 2017 Polaris’ unique concept shines in ice trials The world's first LNG fuelled icebreaker,Polaris , was officially tested in full-scale ice trials towards the end of her first icebreaking season, in March, in the Bay of Bothnia. A team of four experts from Aker Arctic: Topi Leiviskä, Toni Skogström, Tuomas Romu and Juha Alas oini, joined the vessel for five days to supervise the trials. The purpose of the ice trials was to ensure that thePolaris fulfils all design requirements. “On the first day, after we left from the port of Oulu, we went looking for a demanding ridge field,” explains Head of Research and Testing Services Topi Leiviskä. “We found one ridge that we measured to be 10 metres thick and 95 metres wide, whichPolaris penetrated easily going forward.” The other ridge found, was measured Polaris is able to turn 180° on the spot in ice in one minute to be 13.6 metres thick and 50 metres and 15 seconds. Her turning ratio (= turning diameter per ship wide. length) is approximately 1, meaning she can make a circle her “Moving astern through the second own length. ridge, the captain wiggled the Azipods slightly, and jointly with Arctech Helsinki shipyard, the shipowner's representatives and the captain we broken all winter, but is filled with brash Moving forward the speed was 12 concluded that the ridge penetration ice, which was measured to be 174 cm knots in 81 cm thick ice, and capacity was excellent. This was one of thick.Polaris reached a speed of 14 through 72 cm thick ice it was 12.7 the original requirements of the vessel,” knots in the channel without any knots.
    [Show full text]
  • The Role of the Kalevala in Finnish Culture and Politics URPO VENTO Finnish Literature Society, Finland
    Nordic Journal of African Studies 1(2): 82–93 (1992) The Role of the Kalevala in Finnish Culture and Politics URPO VENTO Finnish Literature Society, Finland The question has frequently been asked: would Finland exist as a nation state without Lönnrot's Kalevala? There is no need to answer this, but perhaps we may assume that sooner or later someone would have written the books which would have formed the necessary building material for the national identity of the Finns. During the mid 1980s, when the 150th anniversary of the Kalevala was being celebrated in Finland, several international seminars were held and thousands of pages of research and articles were published. At that time some studies appeared in which the birth of the nation state was examined from a pan-European perspective. SMALL NATION STATES "The nation state - an independent political unit whose people share a common language and believe they have a common cultural heritage - is essentially a nineteenth-century invention, based on eighteenth-century philosophy, and which became a reality for the most part in either the late nineteenth or early twentieth century. The circumstances in which this process took place were for the most part marked by the decline of great empires whose centralised sources of power and antiquated methods of administrations prevented an effective response to economic and social change, and better education, with all the aspirations for freedom of thought and political action that accompany such changes." Thus said Professor Michael Branch (University of London) at a conference on the literatures of the Uralic peoples held in Finland in the summer of 1991.
    [Show full text]
  • Autical Queries--Deck
    Coast Guard ICE Polar Icebreakers Operations Past, present, and future. by CDR T HOMAS WOJAHN Ice Operations Program Manager, U.S. Coast Guard Division of Ice Operations and Mobility The United States has extensive economic, environ - All icebreakers returned to the Coast Guard in the mental, and security interests in the polar regions. 1960s when it was determined that—with its long his - Much of the state of Alaska lies within the Arctic circle, tory of operations in the ice-covered waters of Alaska, and the U.S. maintains geopolitical relations with Antarctica, Greenland, the Great Lakes, and the East other Arctic nations. In the Antarctic, the U.S. partici - Coast—it was the best service to execute all of the pates in a number of international agreements, such as nation’s icebreaking missions. Upon the return of the the 1961 Antarctic Treaty. Over the decades, repeated last wind-class vessel, the USCG fleet included eight high-level reviews have reaffirmed the importance of heavy icebreakers, the seven wind-class icebreakers, U.S. presence and leadership in the polar regions. and the Glacier, which was built for the Navy in 1955. For the past 140 years, the U.S. Coast Guard has con - In 1955, the USCG returned to Antarctica to facilitate ducted a variety of missions in these regions, and for the first Operation Deep Freeze (resupply of the U.S. the past 40 years has been the sole operator of heavy Antarctic program) in support of science and national U.S. icebreakers in the harshest marine environments security missions on the continent, which have con - in the world.
    [Show full text]
  • Icebreaker Polaris Begins Work Page 10
    Aker Arctic Technology Inc Newsletter March 2017 Arctic Passion News 1 / 2017 / 13 Icebreaker Polaris begins work Page 10 Icebreaking needs and Model testing of Ice Harmonising model tests plans on the Northern Strengthened Lifeboat for power requirements Sea Route Page 11 Page 14 Page 4 Aker Arctic Technology Inc Newsletter March 2017 In this issue Page 2 From the Managing Director Dear Reader, Page 3 Finland to chair the Arctic Council Page 4 Icebreaking needs on the NSR The year 2017 is quite significant for Page 8 Will EEDI become tighter Finland when it comes to Arctic matters, Page 9 Polar Code training as Finland is taking the chairmanship in Page 10 Polaris begins work the Arctic Council, and the same year Page 11 Ice strengthened lifeboat celebrating the nation's centenary of testing independence. This results in a number Page 12 Basics about ice part 1 of special events that also affect our Page 14 Harmonising model tests businesses in the Arctic region. Although Page 16 Intelligent de-icing Aker Arctic is focusing on technical Page 17 News in brief matters and development of the Page 20 Christmas party in Åland solutions to be used in both Arctic and Meet us here other icebreaking vessels, administrative actions are of much interest to us. This year will show how the major and Announcements pioneering Arctic project, Sabetta Regulatory issues are developing. terminal, the first ever real Arctic LNG Alexey Shtrek has This is the first year of polar code project, is coming onstream. This project joined Aker Arctic as development implementation, and we also see is a great showcase of how the new manager.
    [Show full text]