Aker Technology Inc Newsletter March 2011 Arctic PassionNews 1 / 2011

Improved Solutions for Ice management Double-Acting transportation protects systems and floaters at Better open water features and Choose right on page 4 work more on page 3 How does it work on page 9 Arctic Passion News March 2011 In this issue Towards risk assessment Page 2 From the Managing Director Page 3 Improved based safety ruling Double-Acting Ship Page 4 Complete solutions for transportation needs Dear reader, These ongoing processes have put an Page 9 Ice management unfortunate time-out in short term for protects ships and tankers When writing these words for the further investments in new harsh Page 14 Ice pressure previous Arctic Passion News the environment operations as the industry is on fixed structures Macondo well was still leaking and the waiting for authorities' attitudes in the Page 15 What's up industry shocked from the consequences post-Macondo world. On the other hand Page 16 Trip to Norway of the accident. The leak was rather the new situation has changed the quickly stopped and the well closed. BP overall situation dramatically; the trend has to be praised on the fact how well appears to be that now the operator Announcements they managed to work in finding the himself needs to start thinking on his solutions to cut the deepwater leak. Now risks in any planned activity and create the investigation committees have his own risk assessment and his own published their reports and authorities in decision-making on acceptable risk all oil producing nations are reviewing levels, which then need to be their rules, practices and safety demonstrated to the authorities. standards. I expect this trend and these processes The offshore industry, as well as the to bring rapidly new findings and world shipping, is among the most potential for new solutions, as well as globalised branches of economic activity. new technologies and practices into The ships and floaters are moved quickly harsh environment operations. One of from one ocean to another and the such key activities is rapidly evolving operators need to cope with various philosophies for Ice Management, Pekka Salmi national practices. This is one of the protective operations to Senior adviser Pekka Salmi retired in major industry challenges. The mitigate the risks in offshore and September 2010. Pekka served AARC differences in rule and regulations over shipping operations in icy and cold Arctic and the companies preceding AARC one single border line are well conditions. In this newsletter you will find during his 40 year long career and can demonstrated in the Norwegian initiative also articles on how is now enjoy his well earned retirement called Barents 2020, where the safety participating in solving the problems for days. regime in the North Sea and the Russian these new demands. Arctic are being analysed and compared in order to find a way towards more Last year we started publishing this harmonised rule settings. newsletter as an experiment which our customers had expressed the need for, Similarly the world shipping is in order to better follow what we are encountering the safe ice operation doing and how technologies for Arctic standards differently in Northern Europe, operations are developing. The feedback Canada, the and Russian from our customers has been entirely Arctic. There is today an ongoing positive. Therefore we are now process led by IMO to find harmonised encouraged to continue with the tradition practices, with a goal set for 2012 to and you now have in hand the first issue something called Polar Code, for 2011. We hope you will enjoy your incorporating an effort to find uniform reading and learning on how much there thinking also in the technical guidelines still is room for improvement and As part of the Christmas preparations a for safe ship construction. potential for better practices and brief gathering by AARC staff was solutions in safe and sustainable Arctic arranged to celebrate awards for operations. employment anniversaries. Mr. Esa Hakanen (in the picture) and Mr. Sami Saarinen were celebrated for their first 10 years with the Group, Mr. Kauno Mikko Niini Sarkkinen and Ms. Ann-Cristin Forsén for 20 years, Mr. Mauri Lindholm for 30 years and Mr. Mikko Niini for 40 years. Aker Arctic Technology Inc will participate in the following events. Come and meet us there. Front cover The latest of Aker Arctic's design 12-15. April 2-5. May 21-24. June achievements are five Shallow-Draught Arctic Shipping Summit 2011 OTC 2011 Mioge 2011 Icebreaking Tugs for STX Norway Helsinki, Houston, Texas Moskow, Offshore AS. Stand number 1325, Pavillion 2, hall 1 First of the series "Mangystau-1" was hall E delivered last August from STX Braila 11-14. July 20-23. September 12-16. September shipyard in Romania and has POAC 2011 Neva 2011 RAO 2011 successfully met the harsh North Montreal, Canada St. Petersburg, Russia St. Petersburg, Russia Caspian ice conditions. Hall 7

2 Arctic Passion News March 2011 Improved Double-Acting Ship

AARC is an independent Arctic Risto Kurimo is a hydrodynamics technology provider and is working in specialist with experience from cooperation with many international shipyards, model testing and developing clients, oil companies, shipowners and . He is a Naval Architect and has shipyards in developing new solutions. worked in the industry over 30 years and One of such regular client over the at AARC since 2006. In his free time years has been Daewoo Shipbuilding & Risto enjoys boating both at sea and in Marine Engineering Co., Ltd. (DSME) Finnish Lake Päijänne together with his with whom AARC has recently wife and two sons. developed a new Double-Acting ship design with improved open water performance and reduced fuel consumption. The Double-Acting ship concept is Twin gondola stern open water can be reached compared to designed to run ahead in open water and a conventional open pram type stern with astern in heavy ice conditions. The AARC has extensive knowledge of ice twin pod propulsion. This improved actual bow form can be optimized for the going vessels and DSME of open water performance in open water is possible selected route and the superior ice going vessels. By combining their knowledge because of a very favourable flow performance when running astern the companies managed to develop a interaction between the stern gondolas reduces the need to use icebreaker new hull form that can efficiently be used and the propulsion units. The successful assistance. The benefit from the freedom both in ice and in open water. fine-tuning of the gondola form means no in bow form design is that the Double- “The vessel we designed is an Aframax sacrifices of ice going capability were Acting Ship has much better open water size with a completely new type of made. Running astern the vessel can characteristics than conventional ice ice breaking stern. The aft body has twin penetrate consolidated ridges almost going vessels. Anyhow, as a keen seeker POD propulsion, twin gondola type hull continuously with creeping speed and by of continuous improvements AARC and cut-off transom,” says Project turning the PODs from side to side. started to investigate in co-operation with Manager Mr. Risto Kurimo from AARC, The vessel is intended for shipping crude DSME if it would be possible to develop who has also been responsible for the oil from to Murmansk, but a new type of Double-Acting Ship with project in AARC. ice model tests demonstrated that from further improved open water The twin gondola stern results in high ice performance point of view the vessel characteristics without compromising on propulsion efficiency. In spite of a slightly could be capable to operate also on Kara ice going features. higher open water resistance of the twin Sea. gondola a fuel saving of around 10% in

The newly developed ice breaking twin gondola stern form Model ready for astern running ice tests with pulling type pods turned for backing position

Comparison of propulsion efficiency()D in open water D when sailing ahead Fuel savings fuel savings are achieved by “ 0,70 adopting this new twin This has been a two-year gondola stern form.” 0,60 interactive development project with the customer. All The concept design was 0,50 ice model tests have been presented at the Arctic 0,40 performed in our testing Shipping conference in 0,30 facility whereas open water Montreal in November last features have been tested at year (Sung-pyo Kim, Young- 0,20 SHIP 1 SHIP 2 SHIP 3 SHIP 4 DSME Arctic SSPA in ,” Mr. Kurimo bok Choi and Risto Kurimo: Aframax Tanker “Hull Form Development for Ships 1...4 from Aker Arctic Database: continues. “This highly ice Typical icebreaking ships with open pram type stern, capable vessel works well DSME 100k TDW Class equipped with twin pulling type pod propulsion units also in open water and clear Arctic Tanker”).

3 Arctic Passion News March 2011 Complete solutions for transportation needs Developing transportation systems can sometimes last as long as 20 years. AARC follows its customer projects from the early stages until the operation is running.

Ice performance characteristics for tankers in 80.000-100.000 tdw size class (level ice)

P [MW] required shaft power Conventional tankers with 60 Bulbous bow designed for icebreaking Moderate icebreaking bow 50 Extreme ice bow Extreme Double Acting Tanker stern Mastera/Tempera 40 T/T Manhattan 1970 T/T Manhattan 1969 30 Arctic bulbous bow

20

10

0 0,0 0,5 1,0 1,5 2,0 2,5 Hi [m]

”There are three things that set us apart AARC's database contains information about ice conditions and correlations generated from our competitors: the spectra of from model tests and tests from real vessels. For instance the AARC designed DAS- services we offer, the vast time frame we ships are the only ones designed and constructed. The above comparison was made operate in, and the world's largest by comparing model tests with real tests. database of icebreaking vessels tested in model scale and in full scale. No other reach the optimum solution. We help our clients a huge advantage as we company can offer this in a package,” clients to solve problems at every stage represent continuity in the project. says Mr. Arto Uuskallio, Sales and and to choose the right solutions Continuity reduces risks and the overall Marketing Manager at AARC. regarding transportation during the whole responsibility is clearer compared to a When an oil or gas company starts to cycle,” Mr. Uuskallio explains. case, where there are many partners at consider developing an arctic Continuity reduces risks different stages of a project.” hydrocarbon field, AARC aims to assist in Tools for every stage evaluating different transportation and Mr. Uuskallio tells that the time frame for operation scenarios and also in selecting a project development can span from a “All places are unique and therefore and designing the optimum vessel types few years up to 20 years and AARC require custom tailored solutions,” Mr. for the operation. Sometimes AARC follows it the whole time. Uuskallio says. He illustrates the designs have enabled operation by development process with an example. “In very long projects the licence holder providing economically feasible and can vary over time. We may start the ”Oil has been found in a remote arctic environmentally friendly solutions. project with one oil company and then area with no infrastructure. Our client “Typically we start working on a project, continue it with another until the project needs to find the best transportation when basic ice and environmental data is finally reaches a stage, where actual solution in order to get the oil out on gathered. The target is to form a design ships are built. At that point we may the market as efficiently and safely as basis for the vessels, platforms and continue the co-operation with a ship possible and approaches AARC for terminals from the beginning in order to owner or a shipyard. This offers our help.

4 Arctic Passion News March 2011

Chukchi Sea Russian coastal sea areas according to how severe ice conditions are

East Siberian Sea

Barents Sea Laptev Sea

Kara Sea

We need to know project limitations and client. In the last stage of planning we knowledge we have is extensive. In then our experts can start work in order to finalize the evaluation of the construction addition we have facts based on ice generate the optimal solution. The first cost.” model tests, but also by testing ships we step is to check our database on the When the planning is ready, the oil have designed that are already information already gathered on ice company puts the ships up for charter or constructed. We have been able to conditions, bathymetric information and tendering. Usually AARC is part of this correlate results from ice model tests and other environmental data in the specified process too. When decision is made full-scale tests for the same ships. One area. Then we analyze what information about who will operate and build the example is the Double-Acting concept, is further needed and expeditions to vessels, AARC can continue to design where AARC has developed a totally gather the necessary data are planned. the vessels further or act as an advisor new ship concept, which has enabled efficient operations in difficult ice This phase can take a few years and at and supervisor during the whole conditions and has reduced the need of the same time there are usually other construction process and finally assist in therefore resulting in teams exploring e.g. environmental full-scale testing when the vessels are considerable fuel savings and reduction issues in the area on behalf of the client.” delivered. in emissions,” Mr. Uuskallio says. After this “setting design basis” stage “We provide the full range of services AARC experts evaluate what would be and tools at every stage, which is Northern Sea Route the best way to transport the oil to the definitely beneficial for our customers in “The Northern Sea Route is a market. Usually the outcome is to use many ways,” Mr. Uuskallio emphasizes. challenging topic. It is important to ships as oil quality is kept best that way remember that the route has already compared to pipelines and the client World's largest database been open during summer months but therefore gets a better price for the oil. AARC is proud to have the world's there is no regular traffic yet because AARC experts further evaluate where the largest database of tested icebreakers there are too many uncertainties terminal would optimally be located and vessel models. All this derives from involved. For instance next summer taking into account the effecting the long history of building and designing around 15 ships will use the Northern parameters together with the customer. icebreakers in Finland. The follow-up sea route,” Mr. Uuskallio points out. Finally specifications for the vessels, from built icebreakers has been very Ship operators now prepare for the assisting icebreaking supply vessels and systematic over the decades and possibility to use the Northern Sea Route other installations are made. therefore such a huge amount of data is when conditions are favourable and “At this stage we start to design the available today. This database enables when there is a price advantage to ship optimal ship for the operation and other designers to make accurate performance to e.g. China instead of Europe using the necessary vessels and installations as predictions of vessels with different hull shorter route. Also governments need to well,” Mr. Uuskallio continues. “When the forms and propulsion systems. do their preparations i.e. assess concept design process is ready the “Our database is unique in many ways. environmental risks; prepare icebreakers vessels are tested in our ice model We have gathered information on ice and procedures if a ship gets in trouble testing facility to verify that they fulfil the conditions during many years and the e.g. because of a machinery failure. u requirements we have set jointly with the

5 Arctic Passion News March 2011

Last year the Northern Sea Permissible service areas for ships of Arctic ice categories

Route was open till October, Category Type Winter / spring navigation in seas Summer / fall navigation in seas but some years this might not of ice of ice be the case. The operative stregthe- naviga- Barents Kara Laptev East Chuckhi Barents Kara Laptev East Chuckhi nings tion Sea Sea Sea Siberian Sea Sea Sea Sea Siberian Sea window is short and changes Sea Sea annually and therefore ship ENHMea ENHMa ENHMa ENHMa ENHMa ENHMa ENHMa ENHMa ENHMa ENHMa Arc4 IO ---+ ------++++ --++ ---+ ---+ --++ operators cannot take the risk IP - * ++ ---+ ------* ++++ * +++ --++ - * ++ - * ++ to plan regular transit Arc5 IO --++ ---+ ------++++ -+++ --++ --++ --++ IP * +++ --* + ---+ ---+ --* + ++++ * +++ * +++ * +++ * +++ shipments yet as they might Arc6 IO * +++ ---+ ---+ ---+ ---+ ++++ ++++ -+++ -+++ -+++ get to Asia but not back and IP ++++ **++ - **+ - **+ - * ++ ++++ ++++ ++++ ++++ ++++ Arc7 IO ++++ --++ ---+ ---+ --++ ++++ ++++ ++++ ++++ ++++ the delay would ruin their IP ++++ ++++ * +++ * +++ * +++ ++++ ++++ ++++ ++++ ++++ schedules completely. Arc8 IO ++++ ++++ - * ++ - * ++ * +++ ++++ ++++ ++++ ++++ ++++ IP ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ Uuskallio believes future Arc9 IO ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ shipments in this area will IP ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ ++++ increase, but in steps only. EN : Extreme navigation ( with mean reoccurrence one time per 10 years ) Source: Russian Maritime Register of Shipping “Every year more experience H, M, Ea : Heavy, medium, easy navigation ( with mean reoccurrency one time per 3 years ) IO: Independent operation +: Service is permissible : Service is connected with an increased is gathered and the operative * IP : Icebreaker pilotage- : Service is impermissible risk to get damage window extended little by little. It depends on the technical development of more important for ship data from new areas. We Approximate correspondence ships but also on market operators than savings on have already started to between Finnish-Swedish ice requirements and prices in one trip.” prepare for this so our clients class rules and RMRS ice Asia compared to Europe. In “The impact for AARC will be can remain confident that we class is 1 A Super ~ ARC 5. order to start regular traffic that we need to create new always have updated know- conditions have to be stable solutions and also update our how necessary to guide and risks low. Regularity is ice knowledge and gather ice them,” Mr. Uuskallio assures.

Arto Uuskallio is a Naval Architect from “My driving force in this work is that it the Helsinki University of Technology and challenges me every day. Ship building did his Master thesis for the company in in general is not an industrial 1992, after which he stayed. At that time surrounding but specialist work where he worked as project engineer and went one needs to combine knowledge with every year on ice expeditions to serial work. Working with ice is one Sakhalin, Varandey and Yamal among challenge further.” other destinations. In 1999 he Arto enjoys biking and swimming during transferred to ABB and worked in sales summer and skiing during winter. His for eight years and then led the wife and two teenage kids keep him busy concept development team. He returned during free time. to AARC in 2009 and is now responsible for sales and marketing. Case: Transportation system for Varandey

Varandey is a village by the Pechora Sea where oil and gas findings were made in the 1980's. Starting in the beginning of the 1990's, AARC experts went on several ice expeditions to Varandey area in order to gather information about the area, the climate and the ice conditions at different times of the year. These expeditions were made for several clients and partners. During every trip detours were also taken in order to get a comprehensive understanding of the conditions prevailing. Based from Varandey-village ice reconnaissance helicopter flights were made around the area to get an overview of the ice conditions and locate possible places for terminals. This knowledge served as a

6 Arctic Passion News March 2011

The development of the Arctic "double- base for evaluating what type of vessels compared several options for them while acting" ship concept was a long-lasting could fit in this area. By combining the they negotiated with the shipbuilders. evolution, requiring a lot of field data to be knowledge of prevailing conditions with AARC made further tests on the loading acquired and service experiences to be the technical knowledge of vessels that and unloading systems and how well gained. could function in this area, AARC made a they worked together In 2005 the The prototype Azipods were installed in transportation economy feasibility study. negotiated deal was transferred to converted high ice class tankers "Uikku" At the same time AARC was developing Sovcomflot. In 2008 the first ship was and "Lunni", which sailed on the Northern the concept of the Double-Acting Ship ready. Sea Route for several years under the and made different models and The economically best solution was ownership of J/V companies Nemarc performed tests in the ice model basin. calculated to be a transportation system Shipping of Finland and Arctic Shipping After some quiet years, in 2005 Lukoil with three Double-Acting ships that can Service in Murmansk. Here "Uikku" is and ConocoPhillips formed a company manage without icebreaker assistance. loading her first experimental cargo from for the oil production (Naryan-Mar The ships constructed are MT Vasily the Tambey gas field in 1995. The tankers Neftegaz) and asked AARC for a study Dinkov, MT Kapitan Grotskiy and MT are today known as "Varzuga" and on developing a suitable ship for Timofey Guzhenko. u "Indiga" under Murmansk Shipping Co evaluation of the marine transport operation. alternative. AARC was well prepared and

The Prirazlomnoye oil field shuttle transport was agreed with ZAO Sevmorneftegaz in 2003 to be based on a "double-acting" ship concept.

7 Arctic Passion News March 2011 Case: Transportation system to Yamal

6 2.6 km line from river Ob 4 29

2 20 10 0 0 0 0.5 1 1.5 2 2.5 -2

[m] Top of snow -4 Ice surface upper Ice surface lower -6 Sea bottom

-8

-10 Distance [km]

Ice expeditions to Pechora Sea were made In the beginning of 1990 natural gas had the expedition including sea men, during the following years: 1992, 1993, 1998, been found in Yamal Peninsula. With the scientists and business people. 1999, and 2006. During some years there Soviet Union falling apart there was no “Neste Oil Corporation bought gas were several different expeditions, both ship one to take charge of exploring the area. condensate again and wanted also to based and land based. The inserted graph A group of scientists decided to sell evaluate economical possibilities in the reveals the investigated sea floor and ice some of the gas condensate to Finnish area, which was the reason I joined the profiles on the river Ob. company Neste Oil Corporation in order expedition,” Mr. Uuskallio tells. “The to finance further explorations so in 1995 ARCDEV project was made public and Today CB & I Lummus is the company a group from Finland initiated a trip to revealed for the first time to Western engaged indeveloping the area. In 2009, Yamal to load the gas condensate Neste operators the real cost level of AARC agreed with CBI Lummus and had bought. Mr. Arto Uuskallio from transporting gas condensate to the Novatek to make a transportation study AARC was one of the participants on the Western markets.” in the area as ice knowledge had already trip. As seems to be more a rule than an been gathered during several The next ice expedition to Yamal was exception in the Arctic, players change, expeditions. made in 1996 to gather facts from the oil and gas companies sell and buy. The overall LNG plan is that by 2016 gas area. Neste Oil Corporation decided to deliveries should be going on. In order to In 1998 EU funded a large expedition to concentrate on refining oil instead of meet this goal ship orders should be in Yamal for the scientific FP 6 program upstream operations and sold all of its place in the nearest future. ARCDEV. More than 100 people joined field rights in the North of Russia. Simulation program calculates the optimal solution Making use of its extensive database, energy etc. are registered. This can be winter time but not too many for AARC has developed a simulation made for several dates to get the summer time. The simulator also takes program for ice-going ships that can be variation. The simulator then calculates into account the construction costs. In used in full-mission bridge simulators. It fuel consumption, how many vessels for instance the Varandey-case (see is based on mathematical calculations are needed for a certain transportation previous page) the calculated result and gives as a result the economically task or volume during winter and during was that three independently operating optimal solution for a specific purpose. summer. The results indicate the ships was the economically optimal First a certain ice-condition at a certain economically best solution. This is solution for that transportation need. time of the year is modelled and then crucial especially for LNG terminals as AARC continues to develop the the vessel specifications are put in. The stopping the production is extremely simulator for operative purposes and vessel is then simulated to drive expensive and therefore not an option. training. through the ice back and forth while Storage is also costly so the best measurements of average speed, used solution is to have enough ships for

8 Arctic Passion News March 2011 Ice Management protects ships and floaters at work

Ice Management means protecting a drilling AARC has made a wide range of tests in order ship, FPU or production vessel from ice by to get full knowledge about how to manage ice breaking the ice around it into smaller pieces in different circumstances and has developed and keeping an ice-free area around the object simulation tools to assist is planning of ice so that no ice can disturb the work. management operations.

3 2

1 2

3 ICE FLOW 1

The picture shows the principals of ice Ice Management is about managing the a stop in operation. In a worst case management in two stages: force induced by ice, which constantly scenario the anchor chains are broken 1) The primary icebreaker splits the ice moves in different directions. Drilling and the riser damaged due to a sudden into smaller floes. ships, tankers or production vessels are ice impact on the vessel. Therefore the all 200-300 metres long vessels. If they optimal solution is to have a separate ice 2) In this case the secondary icebreaker would be required to manage on their management fleet in order to keep an ice uses the propeller wake to flush the ice own, they would need to be very free area around the target at all times. sideways to create an ice free area in powerful because of their size, which front of the protected object, in this case would increase the construction price. A How to achieve an ice-free area a drillship. drilling ship also has the riser down “There are usually at least two steps in Each part of this can be tested which means it has to stay almost still in Ice Management. We talk about a separately, and the results can be an envelope dependent of the water Primary Icebreaker and a Secondary evaluated for the whole ice management depth. If the vessel moves more than the icebreaker. The Primary icebreaker is a procedure, as the efficiency of the allowed offset, the drilling has to be big and powerful icebreaker, which Primary IB, the flushing efficiency of the stopped and in some cases even the breaks the outer ice cover into large ice Secondary IB and the forces acting on drilling equipment disconnected. In the floes. Then depending on the ice the protected object. most severe ice conditions the vessel situation the primary icebreaker breaks has to be disconnected from the mooring the large floes into smaller ones or a system, an operation which ends up second primary icebreaker breaks them being extremely expensive and leads to further. The purpose of the Secondary u

9 Arctic Passion News March 2011

MV-Norilskiy Nickel icebreaking capability ahead Pd = 13 MW MV-Norilskiy Nickel icebreaking capability astern Pd = 13 MW Vs [m/s] Calculated 8 Model.scale tests Vs [m/s] 7 Full-scale trials 8 Calculated 6 7 Model.scale tests 5 6 Full-scale trials 4 5 4 3 3 2 2 1 1 0 0 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 Hi [m] Hi [m] Clearing width in rubble ice Ice management Channel width at ice drift speed 1 knots 100 90 80 70 Pulling thruster 60 Pushing thruster 50 Pulling Thruster + nozzles 40 Shaft lines + nozzles 30 Channel width [m] 20 10 0 Hi=3m Hi=8m

Comparison between calculated, model-scale prediction and performance confirmed at full-scale trials. icebreaker is to protect the target,e.g. a “There are many different kinds of projects on ice management. In one of drilling ship,” Tom Mattson, R&D thrusters, both pushing and pulling, so the most extreme projects recently ice- Manager Test Services at AARC next in our series we tested the going in 3-5 metres thick ice was tested. explains. performance of various kinds of thrusters Other on-going projects continue to “Drillships and arctic vessels are huge in ice and how they differ in deepen the knowledge. investments so in order to minimize costs performance. It gives the designer a AARC is not only focusing on they need to be optimally designed. We bigger range of flexibility if the choice of icebreakers but also on drillships, wanted to gather information for the suitable thrusters is wide when designing mooring systems and floaters with own benefit of our clients on how to best a vessel,” Mr. Mattsson points out. ice management. One recent study was manage ice in different situations and “Sometimes a big bollard pull is needed conducted on how to improve the ice decided to make a series of tests we and a nozzle is used around the management of a big floater concept. called the” Ice Management Series”. We propeller. The problem with the nozzle is The result showed that this can be started from the situation above. Our first that ice can be clogged. We also achieved by using three thrusters. The test was to investigate what can be done investigated for what circumstances a side thrusters keep the floater in place with azimuth thrusters that turn 360 nozzle thruster could be used. and the middle thruster blows the ice degrees. We found out that with the help Additionally we tried to turn the nozzle away. Another solution is to install of these thrusters a vessel can stand still around to a pulling nozzle and found that thrusters in vertical position, pumping the and blow ice slowly in a chosen the icebreaking capacity actually water upwards in front of the bow, which direction. Further we wanted to research increased 30-40% because the ice could creates an ice free area in front of the if by blowing the ice away we could go through instead of blocking the ship. achieve an ice-free area so big, that the nozzle.” The optimal solution is green drilling ship could be an ice strengthened “We got very good results on how big open water vessel. The results showed ice-free areas we could achieve with AARC offers its customers optimal that this is possible. We also found out different types of thrusters in different ice vessel designs for ice management in that drifting ice moves very slowly conditions. This will serve our clients as different circumstances. With the compared to normal icebreaking. The ice we now have an even better knowledge extensive database AARC has built up drift speed seldom exceeds 2 knots so of ice management than before,” Mr. and its experienced designers, AARC the power needed to keep the icebreaker Mattsson says. can calculate and design optimal still is therefore very small and most of solutions for any purposes. Therefore a the thrust can be directed in the wanted Continuous learning lot of savings can be achieved in addition direction.” Apart from the Ice Management Series, to environmental foot print. If the same u AARC has learned from many customer work

10 Arctic Passion News March 2011

WATER LEVEL

2100

TANK BOTTOM

“When a client approaches us they either know what they want or ask us for recommendations. The optimal solution is a combination of many things such as propulsion, hull design, power, turning ability etc. Often it is also a compromise, as arctic features are not good for open water use and vice versa,” Mr Mattsson tells.

Reliable testing “Our testing services are fully reliable. We can confidently tell through ice- testing that a vessel or drilling ship will function in the real world in the circumstances agreed. With our history of testing we have been able to optimize the testing facility and verify results by full-scale testing. By comparing calculations, ice-testing and full-scale testing we can confidently say that they comply. We also double-check all results and try to reach as close as possible instead of leaving safety margins,” Mr. Mattsson emphasizes.The AARC ice testing facility is the newest one. It has windows to all sides so it is possible to The underwater carriage with the wet can be done with less power, then both follow tests from all directions. It mooring system. The amount and the money and environment is saved. AARC functions well and ice behaves naturally. characteristics of the mooring lines can has the knowledge of what is needed for According to Mr. Mattsson it is the only by changed according to specifications. different circumstances and can ice testing facility that can make 200 mm Even the angle (simulated different therefore tell a client what size of vessel thick ice in a reasonable time and water depths) of the mooring lines can with what kind of power they will need therefore correct scaling is achieved. be varied. Model position is measured and what design the vessel should be. “Other ice-testing facilities don't do by four cameras, possible detection in More and more governments are also shipbuilding projects and consulting 2D, 3D and 6D of freedom. restricting emissions which can be a companies do not have ice-testing limiting factor in the operative window. facilities so they lack the full-scale The optimal solution is also the green knowledge we have at AARC,” solution. Tom Mattsson concludes. u

11 Arctic Passion News March 2011 Case: Transatlantic primary icebreaker

Transatlantic Rederi AB approached AARC with the task of developing a Trans Arctic Design primary icebreaker which was not a thruster ship. The client also wanted to know how a shaft line vessel can manage to make an ice-free area. AARC added these tests to the Ice Management Series of test. The vessel designed for Transatlantic is intended for ice thickness up to 2 metres. AARC investigated in what sizes the primary icebreaker breaks the ice and how a smaller ship manages behind. The results were then compared to another similar icebreaker with another type of propulsion. The results showed that shaft line vessels equipped with ducted propellers are very efficient as primary icebreakers in ice management tasks and even the possibility to use this kind are a bit cheaper to construct and can be thrusters are usually designed for use in of vessels as secondary icebreakers is used in a little harsher ice conditions as one-year-ice. not excluded. The shaft lined vessels in multi-year ice. Vessels with Azimuth This ARC 109 ship concept is ready for construction. Case: Frontier drillships

One of the pioneers in the recent effort to Movements of this bow type were This efficient self-ice-managing bow form develop tailored solutions for drilling in measured to determine the offsets and is now proposed to new drillship and an extended seasonal window in the the loads on the mooring system. FPU projects under preparation in the Arctic has been Frontier Drilling, recently industry. International patent has been merged with Noble Drilling in the U.S. applied for the invention. AARC has been involved in testing and in the development of two of their drillship types; The “Frontier Discoverer”, which was converted in Singapore according to principles created by Aker Arctic, and the “Bully”-series for which Shell is co-owner. Several tests measuring the horizontal forces through a six component balance, XY-force measurements and turning moments were made for both of these ship The AARC, wedge designs. bow and water flushing in use. One of the requirements in Arctic drilling is a ship design where no ice is going under the flat bottom as no ice is allowed around the drilling risers. The solution made in order to protect the moon pool area from ice was to equip the bow area with an edge in the bilge area. This ice protection solution prevents effectively the ice from going under the bottom. In further studies AARC found out that the optimal stem solution is a wedge-bow design equipped with an edge and with a vertical water flushing system that moves the ice to the sides. This kind of bow has been tested with six component system and the model has also been attached to the underwater turret mooring system.

12 Arctic Passion News March 2011

Mr. Tom Mattsson has been working with ice model testing for 27 years. From last August he is responsible for Research 240 and Development for test services at AARC. His work includes being part of developing hull forms and gathering parts together for a complete customer 200 solution when the target is to achieve an Extended ice-free area in front of a tanker, ship or AARC FGX ice a floater. in multi-year

AARC FGX ice ice simulation ”I studied ship building and by chance 150 Thick and week ice sheets came in touch with Wärtsilä Arctic in new facility Research Centre, as was the name at that time. My passion to work in this area derives from the creativeness it offers Extended every day. It is necessary to use your expertise combined with your 100 imagination in order to create new solutions as every model test is a 80

ICE THICKNESS prototype,” Mr Mattson says. Traditional AARC Mr. Mattsson spends most of his leisure 60 FGX ice

time in outdoor activities with his best AARC FGX ice friend, his 12-year old Golden retriever. 40 limits in old facility 20

Traditional 0 0 20 40 60 80 100 120 140 160 180 200 FLEXURAL STRENGTH

The possible range of the model ice used at Aker Arctic is wide

Multi-model testing starts this spring In traditional ice model testing the vessel model is driven back and forth in the ice testing basin. In multi-model testing several vessels are tested at the same time. AARC has developed a solution to multi-model testing, which will be launched this spring.

In traditional testing the vessel is attached “In the system we have developed to a power and measurement system by battery-driven vessels will be used and electric cables. This would be impossible measurements will be made remotely. when testing several vessels and One important feature is that the data therefore a remote power, steering and generated needs to be compatible with measurement system is required. existing data in order to make “Oil companies are especially interested in comparisons. Also model sizes have to Mr. Topi Leiviskä has worked three years multi-model testing as the whole operation be downshifted so that there is enough at AARC with ice model testing and in ice can be tested at once. In harsh ice space in the basin to move.” measurements. Previously he worked conditions the drilling ship has to be The new remote measurement system with similar tasks at the ice laboratory at protected by an ice management fleet and will also be useful in operational tests, the Helsinki University of Technology. it is necessary to know how ice moves, where an otherwise free moving vessel with what speed and what force. By has until now been attached by cable to testing the whole process we can be the measurement system. This will certain to design the optimal solution for eliminate the risk that the cable has different purposes,” says Mr. Topi Leiviskä, any impact on the movement. Senior Research Engineer at AARC.

13 Arctic Passion News March 2011 Ice pressure on fixed structures

Oil rigs and other offshore structures face the challenge of crushing ice differently than moving ships. The nearly full- scale tests conducted in AARC's test basin have enabled a unique approach to study the local ice load build-up phenomena. To deepen the understanding of ice-structure interaction, the ice pressure evolution during compression against the instrumented vertical structure was measured with a tactile pressure panel and strain gauges.

Examples of tactile sensor panel measurements. Above: line-like nature of ice pressure; Below: Individual pixel maximum values achieved during a test.

To learn more on the ice distribution recording at the The measured strain gauge square pressure distribution crushing phenomena against stiffeners and a tactile sensor data indicates that with profile through the ice a compliant stiffened plate plate for accurate direct increasing compliance more of thickness. The performed structure, near full-scale (1:3) crushing pressure distribution the total load is carried tests indicate that the ice crushing tests were measurements. through the neighbouring proposed load profile may be conducted in Aker Arctic's test In order to have correct and stiffeners, while the ice vertically narrower and have basin in spring 2010. The tests homogeneous model ice pressure according to the higher local pressure. were part of a Finnish joint tactile sensor data is relatively properties the ice was Future implications industry project called manufactured by a specific even in the horizontal STRUTSI (Ice-structure technique where ice block direction. This state persisted “The results from these tests interaction modelling and moulds filled with snow were even though the centre are intriguing, as the applied simulation) with Technip, impregnated by saline water. stiffener compliance was measurement system AARC and VTT (Technical Impregnation was done by increased, provides new possibilities to Research Centre of Finland) vacuum technique to prevent The well-known horizontally observe and learn more from and funded by Tekes (The air-trapping inside the mould. orientated “line-like” contact the ice crushing process,” Finnish Agency for Technology The material of the moulds prevailed in continuous says AARC's Project Manager and Innovation). was plywood with the crushing (red colour in the Mr. Sami Saarinen, who has Test procedures exception of the bottom plates Figure 1). The tests also also been responsible for the which were steel to guarantee indicated that this line-like practical implementation of the The dimensions of the ice even vertical freezing of ice. pressure distribution was tests and ice preparation. “The sheet and the stiffened plate Altogether 22 ice blocks were independent from the accuracy level of the results were chosen to represent a crushed with different ice underlying stiffeners within the from these kinds of tests is full size ship or offshore velocities and plate structural compliance range higher than in previous cases, structure vertical steel panel compliancy (stiffness). applied in these tests. which naturally makes them designed to withstand the attractive to use when, for The performed tests crushing loads of 60 cm thick Results example, applying direct supported the fact that the ice- level ice. The dimensions of dimensioning of the structures Ship or offshore steel structure interaction process the stiffened plate and ice under ice loading.” structures under ice action with associated loads is a sheet were modelled in a ratio typically consist of surface complicated process which is “Now that the unique test of 1 to 3. In addition, to study plating and supporting frames still not perfectly understood. procedures and arrangements the effects of the stiffness, the or stringers. One major Therefore, applying the have been successfully trialled test set-up included a objective of the tests was to existing common practices in our lab they are available possibility to reduce the study the vertical and and codes for individual for customized use with our stiffness of one stringer in horizontal ice pressure design purposes should be client projects,” Mr. Saarinen relation to the others. The distribution at the stiffened done carefully. For example, adds. instrumentation included both plate during the crushing the new ISO 19906 code strain gauges for load phenomena. assumes a parabolic or

14 Arctic Passion News March 2011 Mangystau 1 nominated Ice monitoring in for best support vessel of 2011 the Caspian Sea

The Offshore Support Journal introduced The othernominees were Seven Havila, AARC jointly with KazEcoProject in 2010 the awards for the best Support Skandi Aker and Skandi Vitoria. DSV (Kazakhstan) is conducting ice vessel of the year, the best ship owner of Seven Havila got most votes in the monitoring in the Northeast Caspian Sea the year, the Innovation of the year and worldwide poll and received the award during winter 2010-2011 (November- the Lifetime achievement award. The this year. The vessel is owned by a JV April). The project is divided into two awards this year were presented at the between Havila Shipping and Subsea 7. parts: underwater ice profiling with Annual Offshore Support Journal “Naturally it would have been great to sonars and satellite image analyses Conference Gala Dinner in mid-February win the award, but the fact that which is being conducted with Finnish 2011. Mangystau was nominated is an Meteorological Institute FMI. AARC designed icebreaker Mangystau 1 achievement we are very proud of,” says was one of the nominees for best Chief designer Mika Hovilainen from support vessel of this year. AARC. Co-operation with the Russian oil and gas industry

Within the Govern- The WG met in January 2011 with mental Commission Russian oil and gas organisations in the for Economic Co- RF Ministry of Energy, under the Operation between chairmanships of Sergey Khrushchev Finland and Russia (Russia) and Mikko Niini (Finland). A co- a new Working operation scheme with the Finnish Group for Oil and offshore industry cluster project IFCO Gas has been and the Russian organisations was being reactivated. planned.

100 years of icebreakers from Finland Last December the Swedish publishing the port of Vyborg. This publishing was picture Robin Berglund, VTT, Riikka house Breakwater Publishing launched celebrated by AARC customers, partners Hietala and Ari Seinä, FMI, Torsten their annual shipping handbook Finnish and other stakeholders together with Heideman, ABB Marine and Hanna Maritime Index 10-11, in which the main traditional Finnish hot wine "glögi". Close Suutarla, Arctia Shipping, hosted by articles this time were about Aker Arctic to eighty guests and employees Mikko Niini, AARC and the 100-year anniversary of the first gathered in AARC premises to receive Finnish-built icebreaker "Mercator" for the book directly from the printers. In the

Evolution of Icebreakers on TV Television channels National the R&D process from a Geographic and Discovery pioneer in icebreaker Science will be covering the technology. The filming is amazing evolution of planned on MT Timofey icebreaker technology over Guzhenko, a ship designed the last 100 years as part of by AARC and owned by their hit engineering series Sovcomflot as an example of Big, Bigger, Biggest. an advanced ship with The production company icebreaking capabilities. visited AARC to learn about

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Breath-taking trip

The teambuilding trip included many to Norway interesting company visits.

snow-capped mountains next to the glittering water,” says Ms. Jana Vamberova, Management Assistant at AARC. In the afternoon a visit to STX Söviknes Verft Shipyard was scheduled where getting familiarized with a LNG fueled supply vessel topped several of AARC experts' wish list. The next day included two company visits, one to Ulstein Group and the other to Rolls-Royce. Then followed another highlight of the trip, which was a visit to Ålesund University of Technology and their simulator centre. “We have developed a simulator for operative and training purposes and bench-marking with other organisations is useful,” says Mr. Reko Suojanen, R&D Manager at AARC. In the evening a tired but happy group returned home to Finland.

Arctic Passion Newsletter AARC employees made a tour on the famous Geiranger fjord with incredible scenery. Aker Arctic Technology Inc’s quarterly newsletter

Publisher: AARC employees' yearly teambuilding After a good night sleep, first on the Aker Arctic Technology Inc trip was this fall a study trip to Norway. program was an interesting visit to the Merenkulkijankatu 6 00980 Helsinki, Finland The purpose of the yearly excursion is to headquarters of STX Norway Offshore Tel. +358 10 670 2000 familiarize employees with a different AS, followed by a catamaran fjord tour. Fax +358 10 670 2527 [email protected] environment and different actors in the Norway is famous for its fantastic fjords, www.akerarctic.fi industry in a relaxed way. The which are narrow inlets with steep sides destinations chosen always represent Editor in chief: Mikko Niini or cliffs, created in valleys carved by Texts by: CS Communications interesting places useful for daily work. glacial activity. One of the most famous Lay-out: Kari Selonen is Geiranger-fjord. All on-board Printed in February 2011 by DMP “We had the chance to go on a All AARC employees gathered in mid- catamaran-tour of the Geiranger-fjord, November at the Helsinki-Vantaa airport which was incredible. We were really and boarded the flight to Oslo and then lucky with the weather, which was clear further to Ålesund in the middle of with blue skies so the scenery could not Norway. have been more breath-taking with

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