Aker Arctic Technology Inc Newsletter September 2018 Arctic PassionNews

2 / 2018 / 16

Delivery of Aker ARC 130 A design Page 3

First autonomous model test in Page 6 Technology Inc Newsletter September 2018

In this issue

From the Managing Director Page 2 Aleksandr Sannikov Page 3 Dear Reader, enters service LNG-fuelled 40 MW Page 5 First autonomous model test Page 6 The development of icebreaking technology and the design in ice tank Full-scale tests Page 8 of icebreaking vessels are the key fields for Aker Arctic and in brash ice channel what we have been working with for decades. In today's Station keeping trials Page 10 world new digital technology is coming strongly to all Testing EEDI bow forms Page 11 industries. In the marine business the emphasis right now is Ice induced loads onBaltika Page 13 on the development of automated systems and even th 13 Arctic Passion Seminar Page 15 autonomous vessels. The first area of application may not The vessel that changed Page 16 be in ice-infested environments, but the development is arctic shipping News in brief Page 18 strong in where we cannot neglect winter and ice in Wind in the sails Page 20 the Baltic Sea. We have also taken our first steps in this Meet us here development: a successful experiment was conducted with a Announcements small autonomous ferry in our ice test basin last June. This Jianhua Mei has experiment proved how well-developed our existing systems been appointed as Regional Manager are and gives us the possibility to support other developers for China from in the controlled but challenging test conditions that can be August 2018. He will be located in Aker created in the basin. Arctic Technology's new Shanghai office At the same time development of icebreaking vessels at the FinChi Innovation Center in continues on other levels. Today's trend is to utilise liquefied Zhangjiang Hi-tech park in Pudong. natural gas (LNG) which brings the benefits of clean fuel. Jianhua Mei will work with sales and marketing, customer support and with Infrastructure has and is being built to make it possible to developing the market in China. For the use LNG fuel even in remote arctic areas. Certain technical past thirteen years he has worked in sales and marketing at Shanghai Jiangnan issues need to be solved but overall LNG proves to be a Changxing Heavy Industry Co. (a merger practical fuel for most ships. of Jiangnan Shipyard, SWS and Hudong Shipbuilding).J ianhua Mei graduated as a Naval Architect and Marine Engineer from As we all know, many nations are suffering from a lack of Huazhong University of Science and modern and are making plans for renewal. Technology, China, in 2005. In addition, he completed a Master's degree in Canada has taken a quick step to remedy their position and Industry Engineering at the same have purchased three existing icebreakers from Sweden. university in 2015. These ships will require some refurbishment, but the model Jillian Adams has gives the Canadians a rapid solution to renewing their been appointed Project Engineer in national icebreaker need. the Machinery & Structures I hope you find the articles in this issue of department. She did her Bachelor of Arctic Passion News interesting and provide Applied Science at you with the latest information on the University of technological development in polar shipping. Waterloo in Ontario, Canada and has now pursued a Nordic Master in Maritime Engineering, which Sincerely, included one year at Chalmers University of Technology in Sweden and one year at Reko-Antti Suojanen Aalto University in Finland. She finished her Master's thesis, Application of an Extended Inverse Method for the Determination of Ice-Induced Loads on Ships, at Aker Arctic in August. Read about her research findings on page 13.

2 Aker Arctic Technology Inc Newsletter September 2018 Aleksandr Sannikov enters service in the Gulf of Ob

The first of two powerful icebreakers designed for the Arctic Gate oil terminal and constructed at Vyborg Shipyard, Aleksandr Sannikov, was delivered at the end of June in and has now begun work in the Gulf of Ob.

The icebreaker will be stationed at the parent design, the new icebreaker has Arctic Gate oil terminal and used to been given additional ice strengthening support year-round transportation of oil and higher propulsion power to match from the Novoportovskoye field onboard the more challenging operational icebreaking shuttle tankers. The loading conditions of the Arctic. The vessel is tower is located 3.5 kilometres offshore also thoroughly winterized to operate in in the central Gulf of Ob, an area ambient temperatures as low as characterized by shallow water and -50°C during the winter months. harsh winters during which the ice can “Aleksandr Sannikov is designed to grow up to two metres thick and remain operate efficiently in all environmental in place for nine months. With intense conditions encountered in the Gulf of tanker traffic the partially refrozen ice Ob,” says Project Engineer Tuomas rubble around the terminal can become Romu. several metres thick, reaching almost to The diesel-electric propulsion system the bottom of the sea. consists of three azimuthing propulsion units, two in the stern and one in the State-of-the-art solutions bow, giving the vessel excellent Aleksandr Sannikov is based on the Aker manoeuvrability during icebreaking Aleksandr Sannikov, constructed at ARC 130 A design developed by Aker operations. In open water the transverse Vyborg Shipyard, was delivered in Saint Arctic. Compared to the Finnish bow thruster provides DP2 level dynamic Petersburg at the end of June. icebreakerPolaris that was used as the positioning capability.

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“Both features are important when operating year-round in close proximity to other vessels and the loading terminal,” Romu adds.

Important secondary duties In addition to icebreaking and ice management,Aleksandr Sannikov is equipped for a wide range of important secondary duties while on standby at the offshore terminal. Her powerful external fire-fighting system meets the most demanding class notation from the Russian Maritime Register of Shipping (RS). She also carries multiple workboats and oil spill response equipment and has dedicated storage tanks for recovered oil. The open aft deck served by a 26-ton crane can be used to transport containers and other cargo. The forward helideck is dimensioned for large Russian In terms of icebreaking capability, the Aker ARC 130 A design is comparable to the helicopters such as the Mi-8. well-known nuclear-powered icebreakers Taymyr and Vaygach, but requires about Aleksandr Sannikov's sister ship, 40% less propulsion power. Andrey Vilkitsky, is currently under construction at Vyborg Shipyard and will be delivered later this year. The 42,000 DWT “These two vessels are the most shallow-draught powerful diesel-electric icebreakers ever Shturman Albanov- constructed in Russia,” Romu says. “In class tankers built by terms of icebreaking efficiency and Samsung Heavy overall operational capability, there are no Industries loading oil similar icebreaking vessels in service at the Arctic Gate anywhere in the world.” terminal utilise the Double Acting Full-scale tests are planned concept and hull for next winter. form developed by Aker Arctic. Technical specifications: Length: 121 m Propulsion: Diesel-electric; Beam: 26 m two 7.5 MW ABB Azipod units in the stern and one 6.5 MW Design draught: 8 m Azipod unit in the bow Ice class: RS Icebreaker8 Photograph: PJSC Gazprom Neft Port icebreaker Ob Alexander Polunin/Sudostroenie.info Photograph: has been launched The highly advanced port icebreakerOb , designed for keeping the arctic harbour in Sabetta open and to assist LNG tankers in berthing and loading at the terminal, was launched at Vyborg Shipyard on the 21st of June. During the cold winter months a thick “Manoeuvrability has been taken to a ABB's new Onboard DC Grid, an layer of consolidated ice rubble forms in new level with four azimuthing propulsion electrical system which offers the harbours when the ice is constantly units, two in the bow and two in the advantage that the main diesel broken by the visiting ships. As the stern,” says Project Manager Mika generators can run at variable speed broken ice pieces mix with cold water Hovilainen. rather than fixed speed. An additional and freeze again, the brash ice can grow “The icebreaker will be very capable in feature is Wärtsilä's 31 series main to be several metres thick.Ob is based the harbour basin in Sabetta where it will engine with online engine monitoring, on the Aker ARC 124 design developed assist the large LNG tankers in berthing. improved fuel economy and a modular to operate efficiently in thick brash ice Additionally, the propulsion units will be design. The installed propulsion power which is the most challenging condition efficient in flushing the ice away when will be 12 MW. in Sabetta harbour. cleaning the quayside from ice.” The ship will also be equipped with

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LNG-fuelled 40megawatt line icebreaker for Rosatomflot

Rosatomflot and Aker Arctic signed a contract to design a icebreakers,” says Project Manager Mika powerful line icebreaker for escorting commercial vessels sailing Hovilainen. “Additionally, the new icebreaker will have sufficient autonomy year-round in western areas of the Northern Sea Route: mainly time for operation in the harshest ice the Kara Sea, the Gulf of Ob and the Yenisey river. The conditions in the area, which was a icebreakers will use liquefied natural gas (LNG) as fuel. special challenge with LNG fuel.” The new 40-megawatt icebreakers will The new line icebreakers will replace the basin. As a result an autonomy time of be even more powerful than the well- current ageing nuclear-powered shallow 30 days with LNG fuel was found to be known nuclear-powered icebreakers draft icebreakers and respond to feasible with the customer preferring Taymyrand Vaygach built in Finland in increased traffic in the area together with conventional shaftline propulsion for the the late 1980s. As LNG is available the new nuclear-powered icebreakers line icebreaker. locally from Sabetta there is no need to currently under construction in Russia. The new icebreakers will replace travel long distances for bunkering. The The vessels will operate with LNG fuel, existing icebreakers operating in the icebreaking performance of the new which is readily available in the area which are approaching the end of design is 2.5 metres of multi-year level operational area from the Sabetta their service life and need to be ice, comparable to the olderArktika - terminal with a fuel capacity sufficient for renewed. The cargo traffic in the area is class nuclear icebreakers. The new 30 days operation in the prevailing ice also increasing which means the need vessels will be about 160 metres long conditions. for icebreaker assistance is growing. and 30 metres wide.

One month autonomy A huge leap forward The project began in 2017 with a Compared to previous LNG-fuelled feasibility study to investigate if sufficient icebreakers the new 40-megawatt line ”Compared to previous LNG- autonomy time can be achieved with icebreaker is a huge leap forward. fuelled icebreakers the new LNG fuel. In addition, two alternative “The new vessel design will have the propulsion systems were compared on same capabilities that could previously 40-megawatt line icebreaker the design board and in the ice model only be achieved with nuclear-powered is a huge leap forward.”

5 Aker Arctic Technology Inc Newsletter September 2018 First autonomous model test in ice tank

An autonomous ship model was successfully tested in Aker Arctic's ice model test laboratory in June. In the demonstration test the ship model was able to detect obstacles in the ice tank utilising onboard sensors, manoeuvre around them without operator input, and dock itself automatically to a target pier.

The ice model test laboratory has been different software components,” says undock and return to origin and dock. prepared so that it is easily adaptable to Development Engineer Jukka-Pekka Along the route were different obstacles. customers' needs. Sallinen. The vessel was equipped with a “Expanding the network is easy due to reactive route planner; the lidars the automatic node discovery, and its detected obstacles and the route planner The wireless model used in the test was centralised configuration management constantly rerouted the vessel to avoid equipped with battery-powered enables the development of plug-and- the obstacles in the environment. The propulsion units, data transfer to the play devices. It is therefore easy to planned route and rerouting could be “shore facility”, and an autonomous connect third-party software to the model followed on a computer screen. The navigation system that routed the vessel unit such as propulsion control, sensors, environment was scanned with a fast around obstacles detected by the dynamic positioning (DP) systems or refresh rate in order for the model to onboard sensors. autonomous control systems, according reliably detect changing obstacles. to the purpose of the testing.” “The test was successful and gave an Plug-and-play example of how testing can be carried The various components were Successful test out,” Sallinen says. “At the time of the connected using Distributed Intelligent The test was carried out with a double- test the International Marine Design TM Vessel Components (DIVEC ), a ended ferry model, 3.4 metres long and Conference (IMDC) was taking place specially developed network framework 0.8 metres wide. It was equipped with nearby, and most of the spectators were that provides a modern protocol for azimuth thrusters and two lidar sensors participating in the conference. The connecting devices and transferring (laser radars), one in each end of the comments we received after the test necessary data between them. model. The vessel was programmed to were extremely positive.” “The DIVECTM software architecture perform the task of leaving one pier, allows reliable communication between travel to its destination pier, dock, then

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Ready for customer projects “Our aim has been to prepare the ice model test laboratory in such way that we can offer an easily customised testing facility to companies developing autonomous shipping,” Sallinen continues. “We have made major improvements to the testing facility and equipment, such as installation of a wireless system, development of new propulsion units and propulsion control units for thrust allocation. The use of battery power and wireless networks allow us to offer customers completely cable free models.” All systems are connected through DIVECTM and it is therefore easy to add new third-party software components In the demonstration test the ship model was able to detect depending on the customer's needs. obstacles in the ice tank utilising onboard sensors, manoeuvre “For example, in the real world vessels around them without operator input and moor itself use motion reference units, automatically to a target pier. gyrocompasses and satellite navigation systems to establish their location and heading, which is a prerequisite for autonomous operations,” Development Engineer Olli Kokko explains. “However, in the model basin we use a motion capture camera system, which simulates a satellite navigation system and gyrocompass for this purpose. The camera system is from a third-party supplier and integrated to the system with the help of DIVECTM .” Furthermore, Aker Arctic has a co- operation agreement with Aalto University in Otaniemi for the joint use of both ice tanks for model testing and research purposes. “When the Aalto ice tank is ready in the near future we can also test autonomous vessels in their 40 by 40 metres square tank which offers an additional benefit especially when testing manoeuvring TM and other operative model tests,” All systems are connected through DIVEC and it is therefore easy to add Sallinen says. new third-party software components such as propulsion control, sensors, DP “We are now ready to welcome systems or autonomous control systems, according to the purpose of the testing. customers for testing their autonomous vessel systems and help out with their The test was carried out with a double-ended ferry model, 3.4 metres long and different development stages.” 0.8 metres wide. It was equipped with azimuth thrusters and two lidar sensors The video of the model test can be (laser radars), one in each end of the model. seen athttps://youtu.be/7iTMdHjGoso .

Meet Jukka-Pekka Sallinen

Jukka-Pekka works with various development projects, especially IT related projects, such as the Aker Arctic Ice Simulator, autonomous vessels and the Ice Load Monitoring System. He graduated from Aalto University in 2013 and started to work full time at Aker Arctic with ice model testing. In 2016 he continued the Ice Simulator development and moved to the Electronics and IT-department after it was established. Jukka-Pekka enjoys longboarding and playing the bass in a band in his spare-time. He also likes working on his two motorcycles and playing with his dog.

7 Aker Arctic Technology Inc Newsletter September 2018 Full-scale tests in brash ice channel

Last March three Aker Arctic engineers The researchers alternated with walking to the middle of the channel to take measurements while the other two stayed on travelled to Kemi in Bay of Bothnia, rented a the consolidated layer taking notes with a rope tied to the snowmobile and went out on the sea ice in sledge, ready to pull it back if something happened. search of a brash ice channel for full-scale measurements. A brash ice channel is filled with ice blocks which pile up towards the edges and is thinner in the middle. Source: Level ice Sandkvist, J., 1978. Problems in Keeping Year-Round Navigation in the Luleå Harbour, IAHR-78.

happened,” Skogström explains. In total eight profiles were measured Broken ice from different points of the channel along a distance of 2.5 kilometres, which is an extensive series of measurements. The Width average thickness of the middle channel was measured to be one metre, which was also the requirement for the test. The Rapp Marine thickness on the sides of the channel was Aker Arctic is leading a research project serve as a rescue boat in case one of us measured to be about two to three with the aim to ensure that brash ice would fall into the freezing water,” Matala metres. model tests in all model testing facilities says. correspond with reality. A series of A brash ice channel is filled with ice Successful tests model tests were carried out in the ice blocks which pile up towards the edges The vessel used for the full-scale test was laboratory last year, but due to the and is thinner in the middle. It is kept cargo vesselEeva VG , owned by variations in the test results, full-scale unconsolidated during winter time by Meriaura Ltd. She is a 103-metres-long channel tests were required. icebreakers and daily vessel traffic, but and 13.6 metres wide dual-fuelled dry the surface ice blocks may at times cargo carrier based on the VG Extensive measurements freeze to form a thick, consolidated layer. EcoCoaster design, jointly developed by Research Engineers Riikka Matala, Toni The floating ice layer is thick enough to Meriaura Group , Foreship and Aker Arctic Skogström and Development Engineer walk on, even when unfrozen, as during Technology a few years ago. Matala Jukka-Pekka Sallinen dressed warmly the test. praises the help and assistance received with floating safety clothes and headed “We alternated so that one of us would from Meriaura and the ship crew. out to balance on the ice blocks in one of walk to the middle of the channel to take “According to the Finnish-Swedish ice the brash ice channels outside Kemi to measurements, while the other two class rules, a 1A class vessel has to be take measurements. stayed to take notes on the consolidated able to navigate at a speed of at least 5 “We acquired a sledge which could channel edge with a rope tied to the knots in a brash ice channel with one carry the drilling equipment and also sledge, ready to pull it back if something metre thickness,” Matala continues.

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“We will now perform model tests in the ice basin with the same vessel model to see how well the tests correspond with reality.” The model tests will be performed in three different ice-channels, which all fulfil the current requirements in the rules. “The aim of the project is to test three different ways of modelling brash ice and to compare the behaviour to full scale, using the same vessel. The most reliable modelling method will then be adopted for Depending on the intensity of traffic and the temperature the surface ice blocks may future use. The ultimate goal is that freeze together to form a thick, consolidated layer. This was not the case during the test, but the floating ice layer was still thick enough to walk on. model tests would correspond to real life in the best manner in order to give ship designers reliable guidelines for building safe vessels that correctly fulfil the ice class requirements,” Matala emphasises. The project is funded by the Finnish- Swedish Winter Navigation Research Board. Read more about the results in next issue of Arctic Passion News.

A sledge was acquired which could carry A snowmobile was used to travel to the the drilling equipment and also serve as brash ice channel chosen for the test. a rescue boat in case someone would fall into the freezing water. htgah Meriaura Ltd. Photograph:

The vessel used for the full-scale test was cargo vessel Eeva VG, owned by Meriaura Ltd. She is a 103-metres-long and 13.6 metres wide dual-fuelled dry cargo carrier based on the VG EcoCoaster design, jointly developed by Meriaura Group, Research Engineers Riikka Matala, Toni Skogström and Development Engineer Foreshipand Aker Arctic Technology . Jukka-Pekka Sallinen braved the Finnish winter, dressed warmly with floating safety Ice model tests were performed in Aker clothes and headed out to balance on the ice blocks in one of the brash ice channels Arctic's ice laboratory in . outside Kemi for the full-scale test.

Meet Riikka Matala

Riikka graduated from Aalto University in 2012 specialising in both energy engineering and naval architecture. She had worked at Aker Arctic previously during holidays and part- time in particular projects but moved into working full time with model testing after her graduation. She runs tests in both the ice model testing facility and full-scale tests, as well as participates in research projects. In her free-time Riikka enjoys spending time with her family, gardening and playing the saxophone in a big band.

9 Aker Arctic Technology Inc Newsletter September 2018 AkerArctic Arctic LNG assists shipments Equinor commence with station keeping trials

Equinor and Viking Supply developed that would achieve the Ships executed a series of desired floe size while maximizing the value for the model calibration. Neville station keeping trials in ice in then simulated an ice management the Bay of Bothnia during strategy using AIMS to define the March 2017 with a primary required parameters required for the vessel's crew to generate the correct floe focus on measuring managed size distribution before the operation and unmanaged ice loads on a took place. moored stationary vessel. Several ice management techniques were utilized during the trials. The techniques were based on the Viking Supply Ships provided two effectiveness of managing the ice as well vessels for these trials: Magne Viking as the feedback from Viking Supply andTor Viking . Magne Viking acted as Ship's crew on the ease or difficulty in the stationary vessel andTor Viking as performing the desired maneuvers. As the support vessel, performing ice much as possible techniques were management as well as other duties. Francesco Scibilia (left) and Mike Neville selected that simulated how a real ice Essential to the success of the trials (right) during Station Keeping Trials. management operation would be was ensuring that station keeping Photo Courtesy of Viking Supply Ships conducted. However, care had to be operations occurred in the presence of taken not to over-manage the ice, as it realistically managed ice, while ensuring management data, and comparing AIMS was desirable to perform the station the overall safety of the operations. The results to the observations. Having keeping trials close to the limits of the ice risk management was the Neville onboard during the trials ensured Magne Viking. responsibility of the Lead Ice Advisor Erik that the ice management operation was Almkvist, along with the vessels' documented in such a way that it could Overall the AIMS model masters. Planning of the ice support the calibration of the ice turned out to be a useful tool management operations was a group management software AIMS after the effort, with Aker Arctic assisting with trials were complete. for the station keeping trials. ensuring that the ice management was The ability to run AIMS in the field conducted in a realistic manner, while Dynamic approach provided a quick reference check of the meeting the demands of the station Due to uncertainty in what conditions validity of the model and allowed the ice keeping trials. For this, Aker Arctic would be encountered during the trials management tactics to be adjusted to utilized its ice management prediction upfront planning was very challenging. achieve the desired level of ice software (AIMS) to simulate the Preparations included ensuring adequate management efficiency. Some initial data operation both prior to and during the planning tools were available and analysis has been conducted which trials. performing simulations for a range of indicates that AIMS can reliably predict possible conditions that could be the floe size produced by ice Verification of the prediction tool encountered. However, a dynamic management operations. Although the primary objective of the approach was utilized for planning the More information about the station trials was to measure loads on the trials, allowing the project team to adapt keeping trials can be found in the station keeping vessel, the trials to the daily conditions. For each station proceedings of the 37th International provided an excellent opportunity to keeping test performed in managed ice a Conference on Ocean Offshore & Arctic learn and collect data about ice target floe size was specified. An ice Engineering (OMAE 2018). management operations. A secondary management strategy would then be objective was therefore to verify the performance of AIMS. This was achieved whilst performing ice management for the station keeping trials as well as during dedicated tests designed specifically to verify a variety of components within AIMS. Mike Neville, a Naval Architect from Aker Arctic Canada's office, accompanied Equinor representative Francesco Scibilia onboard theTor Viking during the trials to assist with the planning, execution and documentation of the ice management operations. Daily duties consisted of developing a plan for the ice management operations, documenting the operations, collecting ice Tor Viking (foreground) performing physical ice management updrift of the stationary vessel Magne Viking (background). Photograph : Mike Neville

10 Aker Arctic Technology Inc Newsletter September 2018 Testing EEDI bow forms The IMO Energy Efficiency Design Index (EEDI), introduced in 2013, will change the hull forms of new vessels and lower the engine power and service speed in order to fulfil the new open water efficiency requirements. Aker Arctic has recently performed tests to evaluate

how well the new EEDI- Neste Oil Photograph: compliant vessels manage in ice conditions as part of the BowForm project.

The winter navigation system in the Naval Architect Mikko Elo was onboard cargo vessel Suula to observe the real ice Baltic Sea requires all merchant ships, conditions in Bay of Bothnia in winter 2017. even those usually escorted by icebreakers, to have some ice performance and accordingly the Finnish-Swedish Ice Class Rules include a requirement for minimum installed power. On the other hand, the Energy Efficiency Design Index (EEDI) imposes a power ceiling for ships, resulting in somewhat contradictory regulations. To proceed in ice ships require higher installed power than is in use when sailing in open water. In EEDI calculations this handicap is compensated for with a correction factor in order for ice classed ships to be on the same level as average open water ships. There is a fear, however, that the EEDI Suula is a conventional product tanker requirements will have an impact on the with a bulbous bow designed for ice winter navigation system and an operations. increase in icebreaker services would be needed to maintain an efficient and fluent navigation system. If this is the 30 cm. No ice ridges were encountered case then the entire aim of lowering but a strong wind from southwest carbon dioxide emissions is lost. resulted in pressure in the ice field, Consequently, the Winter Navigation which slowed us down at times. Outside Research Board funded a research the Oulu fairway there was additionally a project named BowForm, with the aim to narrow patch of thick brash ice at the see how well the new EEDI-ships edge of the fast ice cover which turned manage in ice conditions in practice out to be the most challenging ice compared to ships of conventional conditions during the trip.” design. Based on these observations a testing no defined channel, or situations where programme was established. Testing programme no icebreaker is available.” For the tests a two-part model with a In the Finnish-Swedish Ice Class Rules Aker Arctic Naval Architect Mikko Elo changeable bow was used. the installed power requirements for was first onboard tankerSuula in March “The advantage is that it is basically the each ice class are based on the ship's 2017 to gather information about the real same ship with different bows so the ability to maintain a speed of 5 knots in a ice conditions.Suula is a conventional results are easy to compare,” Saisto brash ice channel of certain thickness. product tanker with a bulbous bow says. “In real life, nature is never perfect and designed for ice conditions. Two different bow forms, an “EEDI ice channels are not always available,” “We started the trip from Porvoo, via bow” designed to fulfil the requirements Project Manager Ilkka Saisto explains. Oulu onwards to Vaasa,” Elo says. “We of low water resistance and the Suula “Due to that reason, our aim was to had open water until the Bay of Bothnia, bulbous bow, were tested in two different investigate also conditions where there is where the ice thickness was only about ice conditions.

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“EEDI bows” are typically more vertical and straighter than conventional bows. They are optimised for open water and summer use and are more energy efficient in these conditions. However, they are not designed for use in ice. Vessels with EEDI bows are also difficult for icebreakers to assist due to the narrow shape of the bow. Vessels with EEDI bows can be ice strengthened and classified according to the ice class rules.

“Both vessels performed well in the test channels prepared according to ice class rules,” says Senior Designer Tom Mattsson. “However, tests in level ice with the 'EEDI bow' did not go well at all, whereas theSuula bulbous bow could manage. The results from the tests indicate that there are possibilities to manage in broken ice but not in level ice.” The full results will be available later this year.

Other projects Two sets of tests with both models were performed. The Winter Navigation Research Board has also funded other research projects EEDI [g Co2 /te. nm] related to EEDI and ice navigation. 25 Mattsson has recently finalised the The purpose of the PREEDICT project in which he has, IMO Energy Phase 0 01.01.2013 - 31.12.2014 together with the Finnish Transport Phase 1 01.01.2015 - 31.12.2019 Efficiency Design 20 Safety Agency (Trafi), developed a index (EEDI) is to Phase 2 01.01.2020 - 31.12.2024 proposal for new correction factors for promote energy Phase 3 01.01.2025 - Onwards installed power to be able to compare ice efficient ships and 15 going ships with open water ships. thereby reduce CO2 “As a continuation of these projects emissions by 30% we are now working with Tevo Lokomo between 2013 (phase Oy to research how ice class affects the 0) and 2025. The 10 propulsion performance,” Mattsson adds. coefficients vary for “The results will be ready by the end of different ship categories. this year.” 5 All the Winter Navigation Research This example is for Board's reports can be found on the tankers. following website 0 https://www.trafi.fi/tietopalvelut/julkaisut/ 0 20000 40000 60000 80000 100000 120000 140000 160000 180000 200000 talvimerenkulun_tutkimusraportit Capacity [Deadweight]

12 Aker Arctic Technology Inc Newsletter September 2018 Ice induced loads on the Oblique icebreaker Baltika The oblique icebreakerBaltika , currently operating in the Gulf of Ob, is the first oblique icebreaker ever made. An ice load monitoring system was installed on the inclined side used in icebreaking operations during construction in order to gather information about the ice loads and learn more about the asymmetrical hull shape. The data has now been analysed with new scientific discoveries as a result. Baltika has been operating in the Gulf of Ob for four years and has continuously been gathering data concerning the ice loads it experiences. There are 22 strain gauges used to measure the ice load. All of the sensors are located on the inclined side of the vessel and centred around the waterline. Maritime Engineering graduate Jillian Adams has analysed the first two years of data (May 2015 – May The four figures show how the load patch and pressure load develops over time. 2017) as the topic of her Master's thesis The figures are captures from a video of the full impact event. In this case, the ice for Aalto University, with Naval Architect, load is concentrated on one sensor for the full duration of the event. Structural Designer Ville Valtonen from a) High pressure due to crushing; just before the ice breaks Aker Arctic acting as her advisor. b) Peak pressure of approximately 17 MPa as the ice breaks c/d) As the load disengages from the ship and the pressure decreases

Inverse method Pressure and Load Height History - 17.dec.2016 09:49:57 Adams further developed an inverse method, originally implemented by Teemu Ikonen for his Master's thesis at Aker Arctic in 2013 to analyse the full- scale strain measurements taken on boardBaltika . Two discretisation patterns were used to estimate the pressure and load patch height induced by impact events between the ship and the surrounding sea ice. Analysis revealed low magnitude yielding incidents due to higher ice loads than the vessel was designed for. Baltika was originally designed for Baltic Sea ice The development of the line load, the pressure and the load height are shown for a full impact event. It shows a textbook impact event where the pressure (solid blue) grows but was taken, shortly after her delivery, gradually until a single peak occurs. The ice breaks at the point of maximum pressure. for ice trials in the Arctic. There she The pressure then decreases as the load disengages and loses contact with the hull. surpassed the required performance The important part of the figure is the fact that the load height (red line) is very targets even though the ice conditions narrow. It is only 1-3 cm and it is constant throughout almost the entire impact event. are much harsher than the ones she was designed to operate in. She has now Normal Strain History successfully served as an ice management vessel at the Arctic Gate oil

This details the strain history of the event. Here only one sensor measures significant strain (PL9 in blue). This is reflected by the load patch location shown in the top figure. The next closest sensors experience smaller magnitude strains.

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terminal assisting oil tanker operations 20 together with nuclear-powered icebreakerVaygach and the icebreaking supply vesselVladislav Strizhov . 15 “The data shows thatBaltika has been used in oblique angles of mainly 30 to 50 degrees for significant amounts of time,” Adams says. 10

“Baltika can break ice in a 90 degrees 98) (Total: angle, but the thick arctic ice sets some limitations,” Valtonen adds. “It was 5 however interesting that during the ice Number of Occurrences trialsBaltika was compared to two other icebreakers with double the power and all three performed equally well.” 0 Load Bearing 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 Structure: Research on ice loads Plate Uniform Frames In her research Adams used finite Frame/Plate Pressure Ratio element analysis to create an influence coefficient matrix that describes the The figure presents the distribution of the ratios calculated for each of the impact strain response of the hull structures to events. The summary of the results indicates that there is no significant an applied load. The inverse method was trend towards either a uniform distribution of the pressure or a consistent sinusoidal distribution. The results imply that pressure distribution is random and independent of applied to the strain measurements from the ship's structures. 250 impact events for the general analysis of maximum ice-induced loads and 98 events were selected to analyse the details of the full impact event. The results of the study show that, for the analysed impact events, the peak pressure created by the ice is most often between 10 and 25 MPa. The load height at the time of maximum pressure is on the order of 1 to 3 cm, confirming that the ice-induced loads are line-like as suggested by earlier research. This implies that the main ice-induced pressure is concentrated on a smaller area than the load patches used in classification society rules. The detailed analysis revealed constant load patch heights over the The first figure is the pressure distribution assumed by the FSICRs. The pressure duration of the individual impact events. distribution on the structures is assumed to follow a sinusoidal pattern where the Most high pressure impacts occurred in frames experience a higher pressure than the plates. the area surrounding the design The second figure in contrast assumes a uniform distribution of pressure across waterline. There were noticeably fewer the ship's structures. large strains measured on the sensors The results from the analysis of the Baltika data imply that pressure distribution is immediately surrounding the large more random and does not consistently follow either of these patterns. stringer located at the design waterline due the increased stiffness in that area. show a conclusive tendency for the continuous full-scale data now analysed, In most cases, the impact events are frames to experience higher ice-induced the results can be considered quite less than a second in duration and the pressures than the plates or for the reliable,” Valtonen adds. “Based on this full development of the pressure, from distribution to be equal. For the impact new scientific evidence, there seems to the crushing stage to the load events analysed, the distribution be room for development of the rules.” disengagement, can be seen. A new between events where the plates discovery from this study is that the load experience a higher pressure and where Recommendations height is markedly constant throughout the frame experience a higher pressure Based on the results and conclusions of the entire duration of the impact event, is almost equal in the number of the thesis, Adams makes the following even though the location of the load occurrences. The results indicate that recommendations with the intention of varies throughout the loading event. The the distribution of pressure across the improving structural design. line load estimated using the inverse structural members is more random and is independent of the supporting method follow the same trends as the 1. Structural design investigation structures. loads estimated using more common The results of the general analysis “This would mean that the ice load methods based on shear strains. indicate that the ice impacts create does not depend on the structure concentrated high-magnitude loads Ice load is independent from structure behind, which is currently the on the hull structures. The nature of By dividing the frame spacing into three assumption in the Finnish-Swedish Ice the loaded area differs significantly sections, Adams investigated the Class Rules,” Adams explains. from the load patches and design pressure distribution across the “This topic has been discussed for pressures used in design and structural members. The results do not decades and, with the longest classification rules and standards.

14 Aker Arctic Technology Inc Newsletter September 2018

It is unclear at this time how the line- different ice-covered waters. The “Our mission at Aker Arctic is to design like ice loads would affect the inverse method developed in the icebreakers, but also to advance the field dimensions of the ship's structures thesis proved to be capable of of icebreakers by conducting scientific if more concentrated loads were used identifying ice-induced pressures and work,” Valtonen says. “Ice is such a as the design scenario. Therefore, load patches. Applying the method to complicated material and behaves in an investigation of the effects of the additional data sets with different unexpected ways close to the melting concentrated loads is recommended to instrumentation layouts would be point that the only way to get reliable determine their influence on the beneficial to determine the methods information about ice loads is either structural design, with the aim of accuracy and allow for comparison of instrumentation or studying damages on improving safety and efficiency of ice- the results. ships. In the past years, research has going ships. advanced remarkably because we have Measurements continue more sophisticated tools to analyse data 2. Further application of the inverse method Measurements will continue on Baltika accurately compared to twenty years There exist many full-scale data sets for at least another set of two years, ago.” from numerous ships operating in maybe even more. Arctic Passion Seminar gathered experts from all over the world

This year, the 13th Arctic Passion Seminar focused on discussing new Arctic projects and the development of new polar vessels and technologies, including a model test demonstration of the world's first LNG-fuelled icebreaker, Polaris.

The opening speech was given by Mr. patrolling in the Indian Ocean. Jean-Luc support for Arctic projects, their current Petri Peltonen, Under-Secretary of State Prime, from Piriou Shipyard, described fleet and the new generation icebreakers from the Ministry of Economic Affairs and the first winter's positive experiences and which will be the basis for year-round Employment, Finland, who summarized showed impressive pictures from loading navigation along the Northern Sea the core policies in the country's and unloading cargo by the quayside, on Route. upcoming EU presidency with four ice floes and with helicopter. Novatek is planning to further expand letters: A for the Arctic, B for bioeconomy, Finnish and Swedish exports depend its LNG production on the Gydan C for cleantech, and D for digitalization. on efficient winter navigation on the peninsula. Maxim Minin, from PAO Aker Arctic's Managing Director Reko- Baltic Sea. With the introduction of EEDI NOVATEK, gave insight into the project. Antti Suojanen gave an overview of the (Energy Efficiency Design Index), which Search and rescue operations in the

Arctic market, recent achievements and aims to lower CO2 emissions a need Arctic have been under development. new tools for design and testing at Aker arises to ensure that ships will continue Commander Tomi Kivenjuuri, from the Arctic. Examples of recent achievements to sail with feasible schedules. Arto Ministry of the Interior, Finland, explained are the beginning of the first Arctic LNG Uuskallio, from Aker Arctic, gave an what the Arctic Coast Guard Forum project for Yamal LNG, the construction overview of the potential risks and what (ACGF) does as a cooperation of the of the ice class PC 3 Chinese Aker Arctic is doing to prevent them from eight Arctic member states. icebreaking research vessel, and the becoming reality. Tuomas Korpela, from ICEYE, design of a LNG-fuelled, ice class PC2 In addition to seminar presentations, continued with presenting a new service polar icebreaking cruise vessel for one of the highlights was the for on-line ice data, based on SAR PONANT. demonstration of an ice model test. This satellite images. Dan McGreer, from Vard Marine Inc., year, the icebreaking capability of the Alexey Fadeev, from Gazpromneft- presented the Chilean Antarctic Vessel's Finnish icebreakerPolaris , the world's Sakhalin LLC, described their offshore design project, in which Aker Arctic first LNG-powered icebreaker, was projects on the Russian shelf. Lastly supported Vard with the design of the demonstrated. The vessel is based on Ilkka Rantanen, from STARKICE Ltd., hull form, model tests and some specific the Aker ARC 130 concept design and presented experiences of intelligent de- ice class design solutions. full-scale ice trials were carried out in icing on an 1A Super ice class bulk Mikhail Grigoryev, from GECON, 2017. carrier in the Baltic. continued with forecasts on how freight After lunch, Torkild Skjong, from Vard We would like to thank all guest traffic on the Northern Sea Route will Group AS, presented Vard's different speakers and participants of this year's grow according to two different vessel construction projects along with successful and interesting Arctic Passion scenarios. He also gave his view on how the new luxury icebreaking expedition Seminar! The seminar presentations many new arctic cargo vessels need to cruise vessel for Ponant, which Aker have been uploaded to our website be constructed in the future. Arctic has designed in close cooperation www.akerarctic.fi. The French Polar Logistics Vessel, with Stirling Design International. L'Astrolabe, successfully finished her first Mikhail Belkin, from FSUE Atomflot, year delivering supplies to Antarctica and then talked about their icebreaking

15 Aker Arctic Technology Inc Newsletter September 2018 The vessel that changed arctic shipping

In 2006 the first independently operating double acting arctic cargo vessel was delivered. The ship,Norilskiy Nickel , proved that operations in the Arctic without icebreaker “We believed strongly in the double The revolutionary arctic cargo vessel assistance is possible and acting ship concept and began to make was designed to break 1.5 metre ice changed the entire approach simulations with alternative vessel independently without icebreaker concepts for Norilsk Nickel,” says Mikko assistance while carrying mining to arctic shipping. Niini, previous KMY Sales Director and products in containers from Dudinka to later Managing Director of Aker Arctic. Murmansk and Rotterdam year-round. Twenty years earlier in the 1980s, “We wanted to show how much cheaper The Yenisei channel and Kara Sea are Finnish shipbuilders constructed a total the transportation could become with especially challenging areas with thick of nineteen SA-15 series multipurpose independent vessels.” level ice and brash ice channels. The cargo vessels used by Murmansk After many years of discussions, a vessel was at first conceived with a Shipping Company, Far East Shipping separate design contract was signed for single 9 MW Azipod unit, but in the Company and Sakhalin Shipping a revolutionary ship in 2003 with the process of negotiations was increased to Company. With assistance from the construction contract signed in 2004. 13 MW. powerful icebreakers,Taymyr and That year Aker Arctic was established Vaygach, the mining company Norilsk and inherited all the arctic technology, Successful trials Nickel could transport their products from staff, know-how and facilities from While the new vessel was being Dudinka to Murmansk all-year round. Kvaerner Masa-Yards, which constructed at Helsinki Shipyard, Aker However, in the 1990s the Soviet simultaneously turned into Aker Yards. Arctic Technology became an Union collapsed, Russian industry was “As it was an entirely new type of vessel, independent unit from Aker Yards. The privatised and tariffs grew constantly. we agreed to a special clause in the opening ceremony and first Arctic This increased the already high logistic contract. If the vessel would not fulfil Passion Seminar were held in March costs for the mining company. design targets in ice trials, Norilsk Nickel 2006 while the Arctic Container Vessel, Simultaneously, the azimuthing podded could return the vessel,” Niini says. Norilskiy Nickel, was in full-scale trials in propulsion unit was developed in “We trusted in our expertise, our ice Kara Sea and Gulf of Yenisei. Finland, which lead to the revolutionary model tests and fully believed in the “Aker Arctic Test Manager Göran Azipod product and the Double Acting design.” Wilkman was onboard the ship and Ship (DASTM ) concept Kvaerner Masa- At the time of the discussions, the managed to call us on that very day to Yards (KMY) developed for ice Helsinki Shipyard was building the first report that the vessel had clearly navigation. double acting icebreaker, FESCO surpassed all performance targets,” Niini Sakhalin, for FESCO and Exxon reminisces. Innovative ideas Neftegas. In addition the double acting One year later, Norilsk Nickel KMY and Norilsk Nickel initiated tankersTempera and Mastera were participated in the second Arctic Passion discussions on how to improve efficiency already transporting oil for Fortum (today Seminar to present their experiences. of arctic logistics and lower costs of the Neste) in the Baltic Sea. This convinced “The vessel's construction price at that operations. Norilsk Nickel about Aker's ideas. time was double of a similar capacity

16 Aker Arctic Technology Inc Newsletter September 2018 The conditions during the ice trials in 2006, with temperatures down to -40 degrees and strong wind, when all performance targets were confirmed.

“Twelve years of year-round operation of the vessel in ice conditions fully confirmed the correctness of the company's chosen transportation scheme. During this period the transportation scheme proved its optimality, with the following main advantages:

Year-round navigation of vessels without icebreaker support on sea routes through Barents and south- western part of Kara Sea, which significantly saves costs for icebreaker assistance. Safety of independent ice navigation is facilitated by an onboard information terminal, developed by AARI, which provides real-time ice forecast and routing. High technical characteristics of Norilskiy Nickel-type vessels and their good ice performance made it possible to operate the fleet and ports of the company practically on a liner schedule, ensuring regular planned delivery of necessary cargoes to the Model tests while developing the concept. Norilsk industrial area and export of Norilsk products to customer. Murmansk Shipping Company and The technical capabilities of the Chairman of ZAO Arctic Shipping vessels, as well as the measures Service, the operator of the Nemarc pilot taken by the company to speed up Azipod vessels,Uikku and Lunni , in Arctic their processing in ports, have waters during 1993-2003, he being one resulted in a significant reduction in conventional vessel. However, Norilsk of our counterparts in Norilsk Nickel at the delivery time of products to Nickel representatives told that their the time of negotiations,” Niini adds. customers. calculations showed that the ship would Today the double acting Voyages ofMonchegorsk in 2010 and pay itself back in three years,” Niini ofZapolarnyy in 2011 from adds. technology has become the Murmansk/Dudinka to south-east Asia They were extremely happy with the standard in arctic vessels and have confirmed that ships of Norilskiy vessel and ordered four additional cargo there are more and more Nickel-type can operate along the vessels with the same concept. These entire Northern Sea Route without were built at Aker Yards in Germany as powerful icebreakers, tankers icebreaker assistance until January. In the Finnish Aker Yards in Helsinki and and LNG carriers for various other words, the possibility of Turku were already fully booked. In use in the Arctic, many of them extending the period of independent 2011, tankerEnisey was also built for navigation in the Arctic by Norilsk Nickel, using the same design designed by Aker Arctic. transportation vessels with Arc7 ice concept for the hull form and propulsion. class up to 6 months has been “Icebreakers are nevertheless still a proven.” A new standard necessity in the Arctic as they help to “One person I would like to mention, who keep channels open in the most difficult Some modifications to the design have helped us many times during those locations, secure safety of navigation and been made along the years, for instance years, is René Nyberg, Finland's clean the ice around vessels when the installation of cargo cranes, changing ambassador to Russia, who worked in mooring, for instance,” says Aker Arctic port diesel generators to operate on Moscow,” Niini says. “The 1990s were Managing Director Reko-Antti Suojanen. heavy fuel grades instead of diesel fuel, turbulent times in Russia and people in “As these special arctic tankers and increase of container capacity and charge changed all the time. Nyberg container vessels can move installation of equipment for ballast water would help to arrange, for example, a independently in ice, they significantly treatment on vessels, to mention a few. sauna meeting when there was a stand- reduce the need for the icebreaker “The delivery of the fifth and last still in negotiations. He also assisted in support and provide significant cost vessel in the series,Nadezhda , on organising a trip to Norilsk and Dudinka savings for the overall transport scheme.” February 28, 2009 completed the first and discussions with the company investment project in Russia that had no owners, Interros's Vladimir Potanin and Twelve years of service analogues in the world shipbuilding at that time CEO Alexander Khloponin. The Norilsk Nickel arctic cargo vessels practice; the construction of ships Learning about real -45o C conditions have now been operating since 2006. capable of transporting cargo along the indeed deepened our understanding of Vyacheslav Konoplev, former Deputy Northern Sea Route without icebreaker the project requirements.” Director, Head of Shipping Division and support,” Konoplev highlights. “Important was also the role of Nikolay Director of Murmansk transport branch of Matushenko, former General Director of Norilskiy Nickel from 2006 to 2015 says: Arctic shipping had changed.

17 Aker Arctic Technology Inc Newsletter September 2018 News in brief

Arctic condensate tanker nearing delivery

Boris Sokolov The arctic condensate tanker was launched on 15th June in Construction of the arctic right before Guangzhou, China. condensate tanker for the launching. Yamal LNG project is almost “The vessel has been designed and built machinery with two azimuth propulsion ready and the vessel is to the Russian Arc7 ice class,” says units. The hull form is of a new type with scheduled for delivery this fall. project manager Riku Kiili. “It will be able a round-shaped twin gondola aft hull, to sail independently year-round in the which will work well in the harsh Aker Arctic developed the Aker ARC 212 Russian Arctic where temperatures may conditions the vessel will be sailing Arctic Condensate Tanker design for drop down to -50° C.” while also improving performance in transport of gas condensate from the The 214 m long and 34 m wide vessel open water. natural gas fields in Yamal peninsula to the can transport almost 60,000 m³ gas “The construction of the vessel is markets in Europe and Asia. Guangzhou condensate or other oil products in five going well and we are busy finalising Shipyard International (GSI) in China is cargo segregates. It has a moderate ice the project,” says Engineer Manager constructing the ship and launched it in mid- bow and is designed based on the Cao Lu, GSI. June. Aker Arctic has continued to support Double Acting Ship (DAS™ ) principle, Sea trials are planned for September the shipyard during the entire construction sailing bow ahead in open water or light with delivery of the vessel in October. phase and will also be responsible for full- ice conditions and stern first in heavy ice. scale ice trials after the delivery. Its propulsion is based on diesel-electric New features in the Ice Load Monitoring System Aker Arctic has further developed the Ice loads and gather data on the new Load Monitoring System (ILMS) installed asymmetric hull form, whereas the newer on board the oblique icebreakerBaltika . version is intended to support the captain In the new version, sensors are installed in making decisions on how to proceed on several locations around a vessel's in an ice field and at what speed, in order hull and results are immediately to improve the safety of ice operations. displayed on a monitor for a clear “We are currently researching new types overview of the ice load, peak values of sensors to be used around the ship and the predicted ice load in simplified hull,” says Electrical, IT and Automation form. The aim of the original ILMS Team Leader Antero Jäppinen. installed onBaltika was to measure

Botnica in Canada Estonian multipurpose icebreaker Botnica was spotted in St. John's, Canada in July, when she arrived from Estonia on her way to the Canadian Arctic to support the iron ore shipments out of Milne Inlet for Baffinland. The vessel was built in 1998 at Finnyards in Rauma, Finland and sold to Estonia in 2012.

18 Aker Arctic Technology Inc Newsletter September 2018 News in brief

Construction of the first icebreaking cruise vessel to begin In December 2017, Aker Arctic, Stirling Design International and the luxury expedition

cruise company PONANT announced the PONANT Rendering: Courtesy of world's first ever luxury icebreaking cruise vessel, which will take passengers to previously never explored polar destinations. Passenger safety and preserving the environment have been crucial in the development of this new and innovative vessel concept.

“The basic design work for the hull high level of passenger comfort during final outfitting, commissioning work, structures is underway at the moment the cruises, was finalised in August.” interiors and finishing at VARD Söviknes and scheduled to be finished in Steel cutting for the vessel at the hull yard. The first cruise onboard Le November,” says Project Manager building yard VARD Tulcea in Romania Commandant Charcot, named after the Tommi Heikkilä. “An extensive model is planned to commence in November. French explorer, is intended to depart testing campaign, aimed at ensuring The hull will then be towed to Norway for mid-2021. Solar panels power Aker Arctic's head office Aker Arctic's head office and ice model test laboratory in Helsinki has been equipped with 240 solar panels. The 65 kWP solar panel energy is needed for cooling system installed on the flat the ice laboratory. roof produces renewable “After five months in use, electricity for the building and the solar panels have reduces the need to buy produced a comparable electricity from the national amount of electricity for 1.4 grid. An added benefit is that million hours of computer work the solar panels absorb the or seven million hours on the heat in summer and therefore phone,” says Head of less cooling of the offices is Research and Testing needed. While the electricity Services Topi Leiviskä. production is lower during the As of August 2018, the dark winter months, less carbon offset is 18,054 kg.

VikingSS upply hips sells three icebreakers to Canada htgah iigSpl hp AS Photograph: Viking Supply Ships Viking Supply Ships AS, a wholly owned subsidiary of Viking Supply Ships AB (VSS) has sold its three icebreakers, Tor Viking, Balder Viking and Vidar Viking to Her Majesty the Queen in Right of Canada.

Chantier Davie, Lévis, Quebec, is to convert the three icebreakers for the Canadian Coast Guard. In its fleet listings, Viking Supply Ships describes each of the ships as ensure that shipping lanes in the St. converted, refit and available to support "Combined AHTS & Ice-breaker with Lawrence River remain open in the Coast Guard programs by the summer of DNV Ice-10 notation. Capable of winter. 2019 and the winter of 2019-2020, operations in harsh environment offshore The first vessel is expected to begin respectively. regions and Arctic/Sub-Arctic regions." operations for the upcoming icebreaking Public Services and Procurement season, beginning in December 2018. www.vikingsupply.com, Canada says the contract with Davie will The second and third vessels will be www.marinelog.com

19 Aker Arctic Technology Inc Newsletter September 2018 Wind in the sails

Aker Arctic's employees are A fleet of four naturally passionate about sailing boats and one motorboat boats and enjoy spending time headed to on the sea. Quite a few spend Kaunissaari their holidays on a sailing boat. (Beautiful Island) for a recreational This past August, those with a day with boat available nearby invited colleagues. the rest of the staff to join them for a day out in the beautiful The early autumn Finnish archipelago outside day emerged with lovely sunshine Helsinki. and a tiny breeze.

After some days with heavy rain, the There are small huts and rowing sailing day emerged with lovely boats for rent, covered cooking sunshine and a tiny breeze. Groups facilities and a restaurant. The nature, were formed and boarded the five boats which reflects the island's name under the command of skippers Reko- “Beautiful Island”, varies from rocky Antti Suojanen, Ilkka Saisto, Lasse beaches, sand and bushes to a Lönnberg, Teemu Heinonen and Björn variety of birds, small animals and Schönberg. fish. Our destination was Kaunissaari, a At Kaunissaari, it was time for a recreational island with free access to picnic lunch consisting of a traditional visitors located about 22 kilometres east sausage barbeque and coffee brewed of Helsinki. The two-square-kilometre on an open fire. After lunch the group island has a protected pier for mooring boarded the boats again and returned of private boats and can also be to head office for sauna and dinner. A reached with a commuter vessel from lovely day with colleagues! A Finnish picnic tradition is sausage Vuosaari. barbeque and coffee brewed on open fire.

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Aker Arctic Technology Inc’s newsletter We will participate in the following events: ISSN 2342-7965, ISSN 2342-7973 Publisher: Aker Arctic Technology Inc IRSO Meeting, Barcelona, Spain Arctic Shipping Forum North America Merenkulkijankatu 6 1 – 4 October 2018 St John's, Canada 00980 Helsinki, Finland Tel. +358 10 323 6300 Offshore Marintec Russia 17– 19 October 2018 Fax +358 10 323 6400 [email protected] St. Petersburg ATC, Houston, USA www.akerarctic.fi 5 – 7 November 2018 Editor in chief: Reko-Antti Suojanen 2– 5 October 2018 Texts by: CS Communications Oy AECO's Annual Cruise Conference, L:ay-out Kari Selonen Printed in September 2018 by Grano Norway , 17 – 18 October 2018

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