Aker Arctic Technology Inc Newsletter March 2013 Arctic PassionNews 1 / 2013 Polar Simulators Ready for icebreakers becoming offshore chal- developed by reality lenges AARC page 14 page 6 page 8 March 2013 In this issue Ice challenge for green ships Page 2 From the Managing Director Page 3 Green ice capable ships The ice melting in polar seas is the clear Page 5 IMO's Polar Code advances sign ofthe ongoing climate change on the globe. Page 6 Ready for offshore challenges The changes in the Arctic areas are Page 8 Developing polar icebreakers taking place in larger scale than Page 13 Arctic oblique icebreaker elsewhere yet. For Arctic operators, like Aker Arctic, this means new challenges, Page 14 Simulation program but potentially also opportunities and Page 16 Interview Antti Vehviläinen increase in business. Page 17 Inventions for oil spill combat But the climate change may not Page 20 Finnish Vikings on the road continue. This generation cannot leave a Coming events globe to next generations where our children would not be able to live. This 6th issue ofArctic Passion News is Therefore the Kioto Protocol was devoted to these contradictory Announcements reached in 1997Arctic and shipping Passion needs News to challenges. No. 5 As can be seen from the share the responsibility in achieving a articles, Juha Alasoini stop for the climate change. Therefore there is still a wide room for new Juha has been IMO has decided to set stringent innovations. With new innovative appointed Test requirements to world shipping. conceptual solutions energy savings up Technician for the to 50 per cent are within our reach. testing services From January 1st this year new Existing and newly built vessels can be department. He regulations to reduce the greenhouse additionally fitted with innovative devices transfers from Aalto emissions have made the Energy improving the ice performance even University, where he Efficiency Design Index EEDI mandatory though main engine power levels would has been respon- for new ships to be built. From January be reduced. sible for model ice and service of 1st, 2015, in specific ECA areas - refrigerating units in the model test including Baltic Sea, English Channel Oil spill response capability is another facility more than 30 years. and e.g. the North-American coastal responsibility for the maritime industries, waters will put limits to SOx emissions especially for the oil and offshore from ships. industries. It could potentially become a Tommi Heikkilä And new restrictions are emerging. show-stopper for the industry in Arctic Tommi joined AARC environments. Here, too, a lot ofroom is as Project Engineer The naval architects all over the world still left for new innovations. And some of in the ship design are now following their colleagues in the the solutions are offered by Aker Arctic department last automotive industry where already as can bee read in this issue. December. He significant improvements have been graduated as Naval reached in fuel saving. The past has Greener seas are possible - and efficient Architect from Aalto shown that there is room for a lot of new sustainable winter shipping and Arctic University in 2012 achievements in the maritime industries. operations are within the industries' and his thesis considered bow wash But how will the ships be able operate in reach! system for ice going vessels. ice where typically more power is needed and regulations like Finnish- Esa Ritari Swedish Ice Classes stipulate high Esa has been minimum levels? appointed Project Mikko Niini Engineer (Outfitting) in the ship design department. He transfers from STX Ville Valtonen Aker Arctic Technology Incs newsletter Finland Life Cycle Ville has been appointed Project Publisher: Services. Aker Arctic Technology Inc Engineer (Structures) in the ship design Merenkulkijankatu 6 department. Ville 00980 Helsinki, Finland Tel. +358 10 670 2000 Heikki Sipilä conducted his Fax +358 10 670 2527 Heikki has been Master's thesis [email protected] appointed Senior www.akerarctic.fi investigating cross- Editor in chief: Mikko Niini Project Manager in deck structures for the Texts by: CS Communications Oy the ship design Trimaran icebreaker Lay-out: Kari Selonen department. He was concept and Printed in March 2013 by DMP previously General graduated from Aalto Manager of STX University in 2012. Finland Life Cycle Services. Front cover: S.A. Agulhas II is a South African icebreaking polar supply and research ship built in Finland last year. A Joint Industry Project on ice load measurements was arranged in the ice trials giving new and valuable data to AARC. Read more on page 19. 2 Arctic Passion News March 2013 Challenges in developing green ice capable ships The environmental concern of global warming is beginning to reflect on sea transportations. Although transport of goods by sea freight is far more efficient than by any other means, the global trend is to reduce emissions on all transports. New rules such as the Energy Efficiency Design Index, the Polar Code and the EU Sulphur emissions directive will regulate shipbuilding in the future. The Aker Arctic DAS® double-acting concept solves both emission and propulsion requirements. Our idea when we develop new vessel concepts is to find ways to do the same work with higher efficiency and smaller engines. The IMO Energy Efficiency Design auxiliary systems used in icebreaking clean and energy efficient. A good Index (EEDI) came into force 1st situation e.g. air bubbling systems. We example is our electrically driven Double January this year. All new bulk carriers, come to a situation during icebreaking, Acting Ship®-concept, which is designed tankers, gas carriers, container ships, where it can be more beneficial to use to operate without icebreaker assistance, general cargo ships, refrigerated cargo engines with low efficiency thus can have bow form optimized for open ships and combination carriers larger producing more Co2 only to receive a water and uses even as low as 50 % of than 400 GT will receive an index stating good EEDI index. Every year the the power in ice operation compared to how efficiently cargo is transported in temptation to use these loopholes is conventional ships. Our mission is to relation to CO2 emissions. The lower the increased, as the EEDI index is always find new ways to do things and propulsion power, the better is the index. tightened, Sales and Marketing new ways to do them more efficiently. The reasoning behind is that when a ship Manager Arto Uuskallio highlights. We follow closely how rules and uses less power to advance, less fuel is The EU directive on sulphur regulations develop and try to be one used and emissions causing global emissions concerns certain areas so step ahead at all times, instead oftrying warming are reduced. far; the coastal waters of North America, to find loopholes in the regulations, Mr. EEDI does not cover all kinds ofvessels the Baltic Sea, the North Sea and the Uuskallio explains. yet. For instance offshore vessels and English Channel. From 2015 onwards, In order to plan an efficient ice going ship vessels using electric propulsion are not allowed level ofsulphur emissions falls that is also environmental friendly, there included in the rule. Also ice-class ships to 0.1%, which is a tenth ofthe current are four options we can help our up to Finnish-Swedish ice class 1 A level. In order to meet the directive ships customer with: Super have a reduced scaling, simply will have to either use fuel with less because it is not possible to reduce sulphur, which is more expensive and power to the same extent for ice-going requires changes in engines, or install 1.Develop ship hull forms, which are ships. As per today there is no exact scrubbers to clean the emissions from efficient both in ice and in open water guidance ofEEDI interpretation for sulphur. A third option is to use other operation using the tools we have, like higher ice classes than 1 A Super. fuels like liquefied natural gas or CFD and model scale testing The index is calculated from main biofuels. 2.Develop efficient vessel concepts, e.g. engine power, which means it does not The mandatory Polar Code will directly take into account the level ofall regulate many issues related to ship DAS®, Trimaran, Oblique icebreaker emissions from a ship. Auxiliary engine design and operation in order to ensure 3.Install auxiliary systems for improving power is taken as a function of the main safety when sailing in the Arctic and performance in ice, e.g. vertical engine power. Correction can be made Antarctic waters. (Read more about the thruster in the bow for the calculated auxiliary engine power, Polar Code on page 3.) 4.Consider different machinery concepts, when in a normal seagoing situation the AARC's approach e.g. gas fuel option and energy actual power differs significantly from the Our approach is that all new ships recovery systems calculated. This leaves a loophole for should be designed so that they are 3 Arctic Passion News March 2013 When developing new vessel concepts icebreaker now under construction and in Computational Fluid Dynamics our idea is to find ways to do the same the Trimaran icebreaker now under programs in order to improve the open work more efficiently and with less development are both relatively small water characteristics and energy power. Our double-acting concept, where vessels with lot ofvalue. Both ofthem efficiency of ice going vessels due to the a ship moves ahead in open water and can for instance make an ice channel fact that most of modern icebreaking astern in ice, had a breakthrough in the twice the width ofa traditional vessels operate a good part ofthe year Arctic waters many years ago.