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 Inc’s 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. The icebreaker, but with the same propulsion in open water. concept is also in use for oil transport in power! Then an option to consider is to make the Baltic Sea and the first dry cargo ship In certain ship types and operation the ship gas fuelled in order to avoid for the Baltic Sea was delivered last modes ships can benefit from auxiliary SOx and to minimize Nox emissions. year. DAS®-ships are able to work more systems designed to improve ice going Compared to diesel fuel the CO2 independently and cost-efficiently in ice capabilities. Examples ofthese systems emissions are also reduced by 25 %. In and use significantly less fuel compared are an air bubbling system or a vertical recent years we have designed several to conventional ships. The concept has bow thruster. Both ofthese systems are gas fuelled ships. Also the new Coast now been further enhanced with the new used to reduce ice resistance and thus Guard vessel for the Finnish government multi-screw solution with a large centre reduce the needed propulsion power. is dual fuelled. In order to increase the propeller, whereby the overall propulsion Ship hulls can be developed further to use of gas fuelled vessels, infrastructure efficiency is higher than in the optimise usage ofpropulsion power; at and service points have to be developed, “traditional” DAS® concept. lower speed a different hull is better than though. New concepts such as the Oblique at higher speed. We have also invested

LNG-fuelled ships have cleaner emissions. We have developed Ships can be equipped with assisting several gas fuelled ships in recent times. The first LNG fuelled methods to improve ice going capabilities, vessel with the new Aker Arctic multi-screw DAS® propulsion is such as air bubbling systems or a vertical currently under construction at STX Rauma yard for the Finnish thruster. Border Guard.

Future trends “During winter 2011 we conducted noise Ifthere are too fewvessels available on Next development trend in environmental measurements about existing noise the market to transport goods to and protection could be rules on underwater levels at sea in order to gather basic from Finland, transportation costs will noise. There are already class notations information about the situation today. It is rise and we might be out ofgoods in the on maximum noise emission levels for essential to know the starting point shops. different types of vessels. Improved before deciding on any target level,” Mr. The Finnish-Swedish ice class rule technique allows tighter regulations at Uuskallio says. “It is important for us in regulates the minimum propulsion power the same time when tightening rules Finland to follow rule development for for ships that get assistance in entering enhance technical development in a vessels that operate in ice. the Finnish ports while EEDI index drives certain direction. ships towards low propulsion power. EEDI will also result in slower ships, 2012 guidelines on the method of which in turn leads to bigger vessels or 0% calculation of the attained Energy to an increased need ofvessels to carry Efficiency Index (EEDI) for new ships. out the same transport amounts as -10% Resolution MEPC.212 (63), adopted on before.” 2 March 2012. It is a delicate balance and that is why AARC is not only actively monitoring -15% -20% global trends and changes in regulations jointly with the Finnish maritime cluster -30% and authorities, but also lobbying and Phase 0: 2013 - 2015 acting in the background ofpolitical decision making for the benefit of our Phase 2: 201 5 - 20 20 customers. The Polar Code now being developed at IMO has to be evaluated Phase 2:20 20 -20 25 and streamlined with other design rules

EEDI [ g Co2 / te.nm ] and environmental regulations taking Phase 3:20 25 + also into account a holistic view ofthe specialities related to shipping in ice- covered waters. Cut off limit Capacity [ TD W or GT ]

4 Arctic Passion News March 2013 IMO's Polar Code advances In order to improve safety in the Polar areas, IMO decided in 2010 to start a Correspondence Group to develop a compulsory regulation named the Polar Code. Arto Uuskallio from Aker Arctic is following the process to prepare for the shipbuilding requirements it will bring in the future. The Polar Code is intended to improve personal and Ships operating in the Arctic and environmental safety in the Polar areas. Antarctic environments are exposed to a number ofunique risks. Canada was first in developing the “Guideline for Ships The current target is to have Operating in Polar Waters”, an the Polar Code ready by international code ofsafetywith the aim 2014, says Koji Sekimizu, to provide that all ship operations in polar IMO Secretary General, who waters meet internationally acceptable recently visited AARC and standards. The International Association discussed among others the ofClassificationSocieties (IACS) Polar Code. developed a set ofunifiedrequirements which address essential aspects of construction for ships of Polar Class. The Polar areas are not restricted by national laws and are therefore free to traverse. Traffic in the Polar areas has been A moving target that Finnish ice strengthened ships can increasing and after some accidents, In the beginning it was agreed that the operate elsewhere in the world. It means especially in the southern oceans, a Polar Code would be divided in three that the Finnish-Swedish ice class rule need to introduce international parts; the Actual Polar Code, Instructions needs to be recognised in the Polar compulsory safety requirements beyond for use and Motivation behind the Code. Code. the existing requirements ofthe In practice the work done so far is for the Companies like Aker Arctic cannot International Convention for the Safety of first part. The Code includes chapters on participate directly in the process, but we Life at Sea (SOLAS) and the ship stability, emergency and evacuation, can follow what is happening and try to International Convention for the fire safety, navigation, environment to influence on the preparative work. It Prevention ofPollution fromShips mention a few. It concerns commercial gives us a chance to be prepared for (MARPOL) arouse. The IMO Polar Code ships with the exception offishing changes many years before they come is the answer with the intention to vessels. Discussed is also whether to into force. We work closely with the improve personal and environmental include pleasure boats. The plan is to Finnish Transport Safety Institute Trafi safety in the Polar areas. divide ships into categories according to who is participating in the A complicated process ice capabilities and grant permission to Correspondence Group's work and the sail in the Polar areas during different The work on the IMO Polar Code began DE-meetings.They can also invite us to times ofthe year. All ships would be in February 2010 and is coordinated by join in the Working Group and DE required to have a Polar Waters Norwegian Ms Turid Stemre. IMO has meetings, which I have done twice. The Operation Manual (PWOM) with details several subcommittees, which usually final Polar Code will be a list of on operations, crew requirements etc. gather for its main assembly once a year. requirements which have to be fulfilled. The Polar Code belongs to the Mr. Arto Uuskallio emphasizes that the We can help our customers to prepare subcommittee DE (Design and Polar Code is at the moment a working for this as well as advice them on how to Equipment). During the annual meeting process, and there are multiple topics on fulfil the requirements,” Mr. Uuskallio week, the Polar Code Working Group the table with many ofthem still pending assures. prepares material for decision making to on the final selection. This makes the the final DE meeting. The DE meeting Polar Code a moving target and it is then decides ifa Correspondence Group difficult to predict the final outcome. Content of the Code is needed to review open issues for the “Many issues such as training, who will The Code adresses: following DE meeting. be allowed to grant the permissions and who will have the right to supervise the + “IMO follows a political process and all Certification Polar Code are all under discussion and participating countries have a vote. Ifa + Design will have to be decided in the future. proposition is not agreed on, the + Equipment and systems Correspondence Group has to revise it Finnish goals + Operation again until the next Design and The main goals for Finland are to ensure + Equipment committee's meeting, which that there are enough ice strengthened Environmental protection might be only after one year. This slows ships with sufficient propulsion power in + To some extent manning and down the process,” Mr. Uuskallio says. the Baltic Sea in the future and to ensure training

5 Arctic Passion News March 2013 Ready for offshore challenges Aker Arctic's offshore and coastal engineering team has sharpened its organisation and offers broader service packages as a response to customers' needs. The wide range of earlier projects gives customers a reliable base when proceeding with emerging new arctic plans.

Aker Arctic has gathered its offshore and coastal engineering experts in a team in order to offer customers better service in arctic offshore projects. Service packages have been defined so that customers are offered a broader entirety. Also collaborating offshore engineering expertise has been mapped out and cooperation networks with both Finnish and foreign experts have been established. Project Manager Sami Saarinen is responsible for coordinating the team. “We have organised ourselves to respond better to our customers' Arctic offshore needs. All offshore-projects are complex and need to be tailored according to customer requirements. We have the pieces in place from which we collect the suitable combination for each project according to demands.” Examples of model tests: Floating structures and Gravity Based Structure (Prirazlomnoye) Structural design is a key issue One ofthe key challenges in arctic “When hull structural design is systems and loading directly from the offshore and coastal engineering is determined according to anticipated ice platform were studied and compared in designing the structures (e.g. drillships, loads, possible propulsion system several programs. FPUs, SEMIs, windmills, harbour piers defined, winterization aspects taken into Another important reference is the etc.) so that they match the harsh ice account and required ice management development work of Kemi I lighthouse. conditions and meet the client efforts defined for a specific case, then The first design collapsed due to ice requirements. Aker Arctic's core our ship designers can start designing induced vibrations and Aker Arctic expertise is defining and minimizing the the required ice management vessels participated in designing and testing a ice loads as well as associated hull and the customer gets the entire new conical structure in the 1980s. First structural design (geometry and ice package from us.” model testing was carried out and later strengthening) accordingly. Definition of full scale tests (picture 6), which gave possible propulsion systems and their Offshore references fundamental new measurement data for capacity on ship-shape solutions as well Aker Arctic started offshore conceptual the whole industry. With the measuring as winterization belongs to AARC's design and model testing already in the system installed at the lighthouse, new services, but all processes inside the hull mid 1970s. Since then the trend of data on full-scale ice loads against a are primarily designed by other experts. offshore projects has been upwards. In fixed conical structure was gathered. Still “Station keeping capacity, ice loads, ice the late 1980s and early 1990s Aker today these measurements have a management and operative window all Arctic (at that time called MARC) took significant impact when trying to go hand in hand. Therefore, ice part in the design process ofe.g. the understand how ice and structures management is often considered as a Sakhalin platforms by developing and interact. The measurements from Kemi I part ofthe overall Arctic Offshore comparing in model scale several lighthouse are especially valuable in Concept. Increased efforts in ice different conceptual alternatives. design work ofarctic offshorewindmills, management result in an increased Towards the end of1990s, Aker Arctic's as interaction between ice and windmills operative window and reverse. Usually team also studied different offloading are typically very similar to this our customers are interested in knowing lighthouse. systems intensively for the Pechora about different possibilities and what Sea. Advantages and disadvantages would be the optimal ice management associated with different loading towers, During the past decade, AARC experts effort,” Mr. Saarinen explains. submerged loading have been participating in the

6 Arctic Passion News SeptemberMarch 2013 2012

Model testing of Sakhalin platform concept alternatives (1989), left.. Kemi conical lighthouse structure model and full scale measurements.

Model tests of the loading tower arrangement in Pechora Sea ice conditions (1996)

Shtokman-project where we have been part ofthe design teams studying ice loads for different structure alternatives as well as participating in detailed design and operational studies associated for example with risk evaluations. Model testing has naturally been part ofthese studies. DesigningSabetta harbour with the LNG piers in Yamal as well as ice management and escorting operations in the Yamal area represent a huge ongoing project, which Aker Arctic is currently involved in.

Drillships are another area where a lot ofexperience is already gained. One example ofsuch projects was the 2006 upgrade and new hull for Noble Discoverer, which Shell was using last Varandey terminal summer in the Beaufort drilling (Pechora Sea): campaign in Alaska. Model tests and real operation More than 1 300 tests “Totally 81 different offshore and coastal structures have been tested in our facilities since the 1970s. The Full Scale testing model test series comprise more than Table 1. Conceptual design and testing projects since mid 1970s 1 300 different tests. Usually every with inclined structure is tested with various types of cylinder installed ice conditions, for instance managed at the bow of the ice, ice ridges and level ice. The ship structures tested include many kinds ofarctic concepts such as GBS (Gravity Based Structures), different floaters, jack-ups etc. Also operational tests, e.g. loading and docking, have been made,” Mr. Saarinen lists.

A total of 81 structures (left) for different sea regions (right) have been “The great amount oftests in differentice tested in Aker Arctic's earlier and existing ice model testing facilities. conditions with different structures has enabled us to form a deep understanding Floaters; 9 on ice behaviour and ice loading helping Others; 28 us and our customers to identify critical issues at an early phase ofthe project. We can take these into account already GBSs; 21 at the screening stage and share the advantages and disadvantages with our customers. Our know-how in ice loading, ice behaviour and ice management gives our Ship customers a reliable basis to shaped Jack-ups; proceed with their arctic floaters; 13 10 projects.”

7 Arctic Passion News March 2013 Developing Polar icebreakers

Aker Arctic has taken a global role in the development of These various designs cover advanced Arctic technologies and solutions. Significant solutionswith three shaftlines, one shaftline with two pods, two shafts with milestones for the Finnish icebreaker design and construction one centre pod and twin pods. “Our expertise have been the recent awards of designing the philosophy is to tailor solutions with Canadian John G. Diefenbaker Polar icebreaker for the different circumstances, for instance the Canadian Arctic is different from the Canadian Coast Guard, the Polar Research vessel for the Polar Russian Arctic. We have the possibilities Research Institute of China, the newLK-25 design for FSUE to do this because ofour long history in Rosmorport and the European Research Icebreaker Aurora Slim. developing ship hulls and propulsion systems. We also have a long history of Aker Arctic has a strong track record in the comprehensive full-scale tests made working with governments in North development ofpolar icebreakers. Taymyr for them in the 1990s. Proven and tested America, Russia and China,” says andVaygach designed for the Russian techniques in polar icebreakers make Managing Director Mikko Niini. Atomflot already more than two decades them reliable to use, say the happy users Read more about the different polar ago are valuable references and all new at Atomflot. icebreaker designs developed by designs can be verified through AARC on the following pages. Taymyr - the first modern polar icebreaker Taymyrand her sister ship Vaygach maiden voyage was in 1990. She was Specialist, Ice performance, explains“. have been working in the Arctic already designed to manage hard winter The important thing is that we use since 1990's. They are considered the conditions in the river delta ofYenisei, proven and tested techniques in our first polar icebreakers with a modern ship which was too shallow for the existing polar icebreakers, which make them hull and have an icebreaking capacity nuclear icebreakers at that time, and has reliable to use. All new designs can be beyond earlier built vessels. All AARC's successfully assisted vessels for over verified with full-scale tests made in the new polar icebreakers can be verified two decades in thick ice in the polar past and the fact thatTaymyr and with full-scale tests made for these seas.Taymyr's draft is 7.5 m, she has an Vaygach have been working successfully workhorses. icebreaking capacity of2.5 m and her in Arctic conditions for such a long time Taymyr is a well-known shallow draught propulsion power is around 32 MW. without problems. An example oftheir nuclear icebreaker, which was designed “Different well proven elements have reliability is from two years ago when ice and built at the shipyard in Helsinki, been used in the various new designs, conditions outside St. Petersburg were Finland. The nuclear reactor was although they differ substantially from extremely tough andVaygach was called installed in St. Petersburg and her each other, Tom Mattsson, Senior in to help vessels trapped in ice.”

Icebreaking capability going ahead in level ice Nuclear-powered Full scale ice trial Vs (m|s ) shallow draft polar results for polar 10 icebreakers Taymyr icebreakers 9 Kapitan Dranitsin 1,80 m and Vaygach in the Taymyr, Kapitan 8 Kapitan Nikolaev 2,50 m Yenisey Bay in 2006. Nikolaev and 7 Taymyr 2,85 m Kapitan Dranitsyn. 6 5 4 3 2 1 0 0 0.5 1 1.5 2 2.5 3 3.5 Hi (m)

Icebreaking capability of Polar Icebreakers at 3 knots speed

1,20 AARC CCG Aurora Slim Polar 1,00 Taymyr Icebreaker

0,80 LK 25

PRIC 0,60

0,40

0,20

0,00 0 0,5 1 1,5 2 2,5 3 Ice thickness [m]

8 Arctic Passion News March 2013 Designing the Canadian polar icebreaker For the past year Aker Arctic has been designing the new polar icebreaker for the Canadian Coast Guard as part of a team led by STX Canada Marine, which was awarded the design contract in October 2011. The multi-mission ship will be used to protect Canada's Arctic sovereignty in the North among other tasks. The second phase of the design is now being completed and the final design stage is expected to be ready in November this year.

The Canadian Polar icebreaker CCGS The Canadian polar icebreaker is a step forward for Canada in icebreaker history John G. Diefenbaker, referred to as “the with an icebreaking performance of 2.5 m level ice with 30 cm snow. POLAR”, is intended to replace the icebreaker CCGS Louis S. St. Laurent by 2017. The highly advanced ship will be a Project Engineer Rob Hindley says. Mr. Aker Arctic Technology Inc. Hindley is responsible for coordinating step forward for the Canadian Coast has a long history of Guard both in terms oficebreaking the different disciplines at AARC and capabilities, as she can move 3 knots in making sure that the project runs cooperation with North 2.5 m level ice with 30 cm snow, as well smoothly from AARC's side. America. A few years ago “The Canadian Coast Guard has taken a as in science performance. AARC worked with STX STX Canada Marine is the prime very active role in the design work. They contractor and has the overall wanted to be able to understand the Canada Marine in designing responsibility for the design. Aker Arctic practical implications ofdesign decisions the Arctic offshore patrol ship made and we have supported the design has taken a lead role in major ice related AOPS, which will soon be built design issues such as the hull form effort with further studies to ensure the development, hull strength, the power Coast Guard get a vessel that is fit for in Canada. AARC have also prediction to meet the icebreaking purpose. It has also been a chance for been involved in the design of the Coast Guard to catch up on new capability, winterization aspects (how the the Great Lakes icebreaker ship functions in low temperatures) and technology as their last icebreaker was shafting design including propellers built over twenty years ago.” and icebreakerHealy , both for amongst others. Other design partners Icebreaking as the US Coast Guard. include: Imtech Marine / Techsol Marine, the primary mission “We have a strong track record in the who are responsible for providing the “The Coast Guard made a key decision electrical integration and knowledge to development oficebreakers fora range to optimise the POLAR's hull form for ofmissions and roles, which makes us a the project; and SNC-Lavalin who heavy icebreaking requirements. In provide life-cycle, maintenance and reliable partner for any customer wanting addition we have taken into account the best options for ice capabilities and logistics (supportability) engineering to open water characteristics and behaviour ensure that the design team provides the winter operations,” Mr. Hindley since the expected duration ofopen emphasizes. Canadian Coast Guard with a design water transit is significant,” Mr. Hindley which is suitable for a service life of 40 continues. years. Principal Particulars: “We have also used specialist systems Length Overall 149.3 m Active cooperation for assisting icebreaking in the design, Breadth 28.0 m “The design work has been split into including an air bubbling system and an Depth 13.5 m three phases. The first phase was a ice healing system. In addition a Design Draught 10.5 m confirmation of concept with the intention thorough study was made on the Displacement abt. 23,700 metric tons to review the concept design and make benefits and trade-offs from different Complement 60 core crew + adjustments ofkey design criteria. The propulsion solutions. We analyzed 40 program personnel second phase, which is now concluding, powering requirements in ice, but ClassificationLloyd's Register +100A1 is the preliminary design phase where manoeuvring, sea keeping and open Icebreaker+, Ice Class PC2, IBS, decisions have been made on size, water performance were also included in DP(AM), UMS, CCS, ICC, PSMR, IFP, icebreaking capability, cargo, crew size the evaluation. Extensive model testing Winterisation H(-35), A(-40) and the ship form. In the third and final was carried out in Canada with two design phase the complete design different propulsion configurations: A two package is finalized so that it is suitable wing shafts and a centre pod Ship Performance for class approval and the Canadian arrangement and a triple screw variant Maximum service speed: 18 knots Coast Guard can present it to Vancouver as well as some additional testing at Icebreaking performance: 3 knots in Shipyards for production design work,” AARC.” 2.5 m level ice with 30 cm snow

9 Arctic Passion News March 2013

Chinese icebreaker solves polar research needs Aker Arctic was last fall selected for the conceptual and basic design of China's new Polar Research Vessel. The conceptual design stage is now finished and the next step, the basic design process starts later this year.

The advanced icebreaking research vessel ordered by the Polar Research Institute ofChina will be used forpolar oceans research and logistics tasks mainly in Antarctica, where China has three permanent research stations. Scientists will be able to move independently to and from the polar area as well as perform advanced scientific research on the ship, which is equipped with all the scientific equipment needed. All the technical solutions chosen for the position keeping, two bow tunnel and Design Manager Kari Laukia. “We vessel itselfand forresearch purposes thrusters are provided. The power would especially like to mention our main represent the most modern available. generation station consists offourmain negotiator Mr. Qin from Chinese The needs ofpolar research are all the diesel generators sets. Propulsion power Antarctic Administration (CAA) and Mr. time increasing and the Chinese is 2 x 7.5 MW and in the aft ship there Yuan from Polar Research Institute icebreaker is a step ahead to solve this. are two skegs protecting the propulsion (PRIC) for their advices and assistance The vessel is also able to operate in machinery from multiyear ice blocks. and we look forward to continuing with Arctic areas. With one engine the vessel can advance the next step in the design process.” 12 knots, with two engines 15 knots and Dual classification in ice all four engines are used as The shipbuilding process includes five Main dimensions: needed. Length over all 122.5 m phases; the conceptual design, the basic The vessel will have a dual classification Length on design waterline 117 m design, the detailed design, the and conform to China classification Breadth max 22.3 m production design and finally the society rules and Lloyds Shipping rules. Draught, at design waterline 8.0 m construction ofthe vessel. Aker Arctic's The design has been verified with ice Draught max 8.3 m responsibility is the conceptual design model tests and sea keeping tests. Final Depth to main deck 11.8 m which is ready and the basic design open water tests will be performed which will start soon. MARIC, China's during basic design. governmental design office was in October 2012 contracted to perform the Advanced research vessel detailed design and the constructing The main task ofthe vessel is research shipyard will take care ofthe production operations in Polar areas. It is fitted with design. scientific equipment and instruments for “The vessel will be able to break 1.5 m marine geological and geophysical level ice with a 20 cm snow cover. This research, marine biological and can be performed bow first or moving ecological research as well as climate astern. While planning the ship hull, our change monitoring, marine and seismic target was to have a bow with both good surveys. There is plenty oflaboratory- open water characteristics as well as space reserved onboard and several good icebreaking performance. A scientific winches. When operating in ice substantial amount ofCFD conditions researchers can make use of (Computational Fluid Dynamics) a moon pool. There is a cargo crane for Lars Lönnberg has been working with calculations were made when planning efficient cargo handling, large cargo general ship design for the past 15 the ship hull in order to take into account spaces in the bow and cargo fuel tanks. years. He started his career at Helsinki hydrodynamics,” Lars Lönnberg, Chief Also a helicopter landing area and a Shipyard in 1997 and transferred to Designer ofthe ship tells about the hangar is provided. The design has Aker Arctic in 2006. He studied Naval planning process. taken into account efficient internal Architecture at Helsinki University of “A new special feature of the ship is a logistics on the ship to ensure that Technology (today Aalto University) and box keel below the ship. In order to moving equipment on board the ship is graduated in 2001. In 2004 to 2006 he perform scientific research, measuring smooth. This special purpose ship has was the Project Engineer for the tools need to have minimum disturbance accommodation for 90 persons. renowned Norilsk Nickel project. from the water flow. The box keel Mr. Lönnberg points out that this is the In the Chinese icebreaker project he is enables this, but at the same time there most advanced research vessel AARC the ChiefDesigner and responsible for was a challenge to ensure that the box has designed so far. general design issues as well as keel does not increase ice resistance.” “The expanded concept design stage coordinating the different design The vessel is fitted with diesel-electric had quite an intense schedule but disciplines. In his free-time Lasse enjoys machinery and two azimuthing cooperation with our Chinese partners sailing, swimming and spending time at propulsors. For manoeuvring and went very well,” say both Mr. Lönnberg the leisure cottage with his wife.

10 Arctic Passion News March 2013

The new generation European Polar Research Icebreaker The European Research Icebreaker Consortium is an EU-funded project with the purpose to set up the framework and design for a new multi-disciplinary polar research icebreaker with core drilling capability. On the requirements set by the project and concept, AURORA SLIM, a cost-effective and technical solution was developed, designed and tested by AARC. The European Research Icebreaker Consortium (ERICON -AB) project was one the 35 projects identified in the 2006 roadmap ofthe European Forum on Research Infrastructure (ESFRI) as a The triple azipod solution enables the new Research Infrastructure of pan- possibility to clean the ice around the European interest. It was the largest hull by steering the propeller wake in the project in the environmental sciences. needed direction. The solution also Funded by the European Commission for effectively prevents ice from going under a period offouryears, the ERICON the bottom, protecting the sensitive project generated the scientific, strategic, science equipment and allowing legal, financial and organisational research work through the moon pool in frameworks required for advancing the hard ice conditions. decision-making process ofnational governments to commit financial TheAURORA SLIM by Aker Arctic is ofLNG as clean fuel,is an example of resources for the construction and operated on the Aker Arctic DAS™ such efforts, bringing an opportunity to running ofa European Polar Research principle, is based on triple 15 MW pods the European maritime industry to Icebreaker. and has a displacement ofonly 42.000 introduce new state-of-the-art solutions, tons instead ofthe old 65.000 tons. thus strengthening the European First design too costly Similarly the installed power has been industries' competitiveness and leading The ERICON AB initiative started in 2004 reduced from 101 MW to 58,5 MW. role in technological developments. with a technical feasibility study followed A reduction ofclose to 45% in operating AURORA SLIM is a technically unique by conceptual design ofthe ship. The costs was estimated. The new version design, based on Aker Arctic design ofthe AURORA BOREALIS also incorporates the possibility to run Technology's experience and knowledge integrated the concept ofthree different the icebreaker for one week with LNG ofice going vessels. She is a combined vessels, a research vessel, a drilling fuel, stored in containers on the deck. multi-disciplinary research, deep-sea vessel and an icebreaker into one drilling and heavy icebreaking vessel and vessel, making her a new state-of-the-art Platform for innovation can operate in polar areas to obtain polar research drilling vessel capable of The European research icebreaker climate-related data during all seasons. operating year-round in all Polar project fulfils also another important goal; In addition to heavy ice conditions, she is Regions. the vessel serves in an efficient way as a also intended for worldwide ocean The design, however, appeared to be platform for new technical innovation, research. To date no other single-ship, very costly (estimated cost 800 M €), and thus meets the goals ofother EU year-round polar expedition platform which led European Commission to drop FP7 program targets. The AURORA exists. The construction schedule has the project from the ESFRI list of SLIM, with the new pod drives and use not yet been decided. prioritized pan-European projects. However, as a lot ofgood results had Ice breaking performance Main dimensions (preliminary) been achieved in other parts ofthe in level ice project (science missions, co-operation 10,0 Speed [knots] Length overall 163.3 m models, legal structures etc) the Length waterline 152.4 m ERICON-AB Stakeholder Council in 2011 Beam overall 37.4 m asked Aker Arctic to study the Beam dwl 37.4 m possibilities for a more cost-efficient Draught dwl 11 m version for the task. Draught max 12 m Having received a positive response Depth to main deck 16.15 m from ABB for the possibility to use PC1 Ahead Shaft power 45.000 kW ice class pods as propulsion devices in Deadweight dwl 9100 t the concept, AARC created a "slim" Displacement dwl 42100 t version for the vessel and ended up in a Displacement max 47400 t cost estimate under 500 M €, without Astern Ice class Polar class 1 compromising any ofthe scientificgoals. 0,0 Ice Thickness [m] Classification GL, LR 1,5 2,5 3,0

11 Arctic Passion News March 2013

First Aker Arctic multi-screw DAS® hybrid propulsion application

AARC was responsible for Russian icebreaker LK 25, which was last year contracted to OOO Baltic Shipyard. Icebreaker LK 25 was designed for the Russian icebreaker and port operator FSUE Rosmorport in 2008. AARC was part of the design team and was responsible for developing the ship hull, propulsion configuration and ice model tests. Petrobalt was the main design contractor and coordinator.

“Construction ofthe icebreaker has started in St. Petersburg. On October 10, 2012 an official keel-laying On October 10, 2012 an official keel- ceremony was held in the presence of First Multi-Screw DAS® Aker laying ceremony was held in the Prime Minister Dmitry Medvedyev for the Arctic hybrid propulsion presence of Prime Minister Dmitry new generation 25 MW diesel-electric solution Medvedyev for the new generation 25 icebreaker, known as Project 22 600,” The Project 22.600 icebreaker LK-25 will MW diesel-electric icebreaker, known as Project Manager Lasse Lönnberg tells. replace two outdated icebreakers; the Project 22 600. Ermakand the Kapitan Sorokin (built in Crane for subsurface work Finland in 1974 and 1977) in the Gulfof St. Petersburg-based OOO Baltic Plant- Finland. The vessel differs significantly Rosmorport plans to use the icebreaker Shipbuilding (Baltic Shipyard) is one of from those of the previous generation in for independent escort of ships, auxiliary the largest shipbuilding enterprises in terms ofits specificationsand abilities. It icebreaker operation as part ofconvoys Russia. The shipyard specializes in the boasts the world's first applied Aker along the Northern Sea Route as well as construction ofdiesel and nuclear- Arctic-developed Multi-Screw DAS® for independent ship escort in shallow powered icebreakers, ice-class vessels, hybrid propulsion solution. The propulsion waters ofthe Arctic seas and in river heavy lift vessels and warships. Baltic system will include two Azipod thruster estuaries. She will be supporting cargo Plant-Shipbuilding Ltd is a legal entity units, each of7.5 MW, and one centreline unloading on coastal ice, towage of formed in December 2011 to take over shaft with a FP propeller providing an ships and other floating facilities in ice new builds order book and workforce additional 10 MW output. The Azipod conditions and in open seas, serve in from Baltic Shipyard, which was at the propulsion units for the vessel are emergency and rescue operations in ice time facing insolvency. designed for extreme Arctic ice class and open water, act as fire-fighter for RMRS Icebreaker-8 and will make it In August 2012, Baltic Shipyard, a other ships, drilling and oil production possible to reduce fuel consumption by subsidiary ofUnited Shipbuilding, won facilities. The icebreaker will also carry up to 20%. The icebreaker is able to another $1.17 bln order from Atomflot to equipment for cleaning up oil spills. For proceed continuously both ahead and build the first new generation nuclear- the first time, this class of ships are astern at the speed of2 knots in compact powered icebreaker, the LK-60. With a slated to have a lifting crane able to hoist ice field up to 2 m thick with 20 cm of capacity of60MW, the LK-60 is up to 150 tonnes for the purpose of snow cover and temperatures as low as expected to be the largest and most subsurface technical work in areas minus 35 degrees Celsius. powerful icebreaker vessel ever built in where drilling and oil-production the world. AARC conducted ice model platforms are operating and in regions tests also for this project in the early where underwater pipe is being laid. She General characteristics of LK-25 development phase. is also intended for transport of scientific Length 142 m expeditions to the Arctic and Antarctic Breadth 29 m regions and has accommodation for 90 Depth 16.2 m people, more than 300 m² ofpremises Maximum draught 9.50 m for scientific laboratories and is able to Full displacement 22,130 t take two heavy helicopters like MI-8 or Gross tonnage approx. 20 450 KA-32 onboard. Main DG power output 4 x 8 700 KW Crew 38 The vessel is scheduled for completion Specialized personnel 90 in November 2015. The contract worth Class notation: KM Icebreaker 8 [2] RUB 7.25 billion was signed in AUT1-ICS OMBO FF2WS DYN-POS-2 December 2011 in the presence of(at EPP ANTI-ICE ECO-S HELIDECK-H that time) Prime Minister Vladimir Putin. WINTERIZATION (-40) Special purpose ship. LK - 25 February 2013

12 Arctic Passion News SeptemberMarch 2013 2012

Oblique icebreaker for Arctic use

The oblique icebreaker concept is an excellent example of the innovative thinking at Aker Arctic on how to find completely new solutions to a problem.

Despite the small size ofthe oblique icebreaker, it can create a wide channel for large-size vessels as well as be used for efficient oil spill combat in heavy seas. The asymmetric hull enables a sideways movement both in ice and open water. One side ofthe ship is inclined enabling it to be used for icebreaking and the other side has a hatch for brush skimmers to be used in oil spill recovery. The oil recovery can be The entire length of the performed in up to 2 metres significant oblique icebreaker can be wave height for the current Baltic used for collecting oil, which version. It is also exceptionally flexible In 2003 the newly developed project was introduced to authorities in Finland makes it much more efficient to operate in ice because ofthe hull than the traditional way of form and propulsion system with two aft and Russia. The vessel received wide- spread attention due to the exceptional using oil booms on the sides propulsors and one in the front. We are of a ship. now further developing the concept for concept, but it wasn't until 2010 when Arctic use. Sovcomflot's CEO Sergey Frank - the former Minister of Transport in Russia - The innovation process finally made the initiative for a The oblique icebreaker concept was a memorandum ofcooperation on the traditional method with oil booms on result ofan internal innovation contest in further development of the oblique vessels' sides, the waves can easily the late 1990's. An analyze was at that icebreaker vessel. The following year flush over and under and oil collection is time made on what kind ofvessels however, plans were changed and the not as efficient. needed assistance in the Baltic Sea and Russian Ministry ofTransport became Arctic concept how the situation would develop in the the contractor ofthe ship and in October ““Our next step is to design an Arctic 2011 Arctech Helsinki Shipyard and years to come when new oil terminals version ofthe oblique icebreaker. Yantar JSC were jointly awarded the were to be built in the GulfofFinland. We believe it could be very useful for The conclusion was that the oil contract to build the first oblique icebreaker, known as ARC 100, which ice management functions in Arctic transportation would use Aframax-size operations. The exceptionally flexible tankers with a beam ofover 40 metres should be ready for delivery in the end of2013. The vessel will be used at the steering would bring safety to drilling and they would need to be assisted by operations as none ofthe vessels in at least two icebreakers due to their oil terminals on the eastern shores of GulfofFinland forassisting tankers and use today can move in the same way. large size. That would become very The vessel can even turn around on the expensive and an innovation contest for vessels in terminals, rescue operations and oil spill combat in the Baltic Sea. spot in ice. Her strength in oil spill the staff was initiated on how this combat is another feature needed in oil problem could be solved. Efficient oil spill recovery drilling,” Sales and Marketing Manager Arto Uuskallio tells. The first version of the sideways moving The oblique icebreaker is very icebreaker came in the end of1996 and efficient in oil spill collection “The first issue we have to solve is ice first model tests were made in 1997. The because as she moves resistance, propulsion power and hull oblique icebreaker concept was strength and then decide on the ship patented already the same year. The sideways, the entire length of size. Wave characteristics in the Arctic decision to build Primorsk oil terminal theshipcanbeusedasa differ from the Baltic Sea and therefore was made in 1999 and later that year sweeping arm, “oil boom” for the Arctic ship has to be tailor-made for the oblique icebreaker's hull was Arctic circumstances. Also the Arctic updated and ice model tests were made. oil recovery, which makes it areas differ from each other so the best Then came the idea to use the ship for much more efficient than the option is to have a specific area in mind oil spill collection and the oil spill traditional way with oil booms when designing the vessel. From response patent was received in 2002. experience we know that the Systematic further development took on the side of a ship development process advances much place jointly with the Finnish Maritime Water movement on the brush collector faster when there is an interested Administration, The Finnish Environment becomes calm as the ship hull protects customer waiting for the result. We Institute SYKE, ABB and us, partly from waves and the oil is skimmed in a therefore encourage interested parties funded by Finnish Technology Fund transverse tunnel and directed into to contact us ifthey have needs in this Tekes. tanks. When using the area,” Mr. Uuskallio invites.

13 Arctic Passion News March 2013 New modelling tools for ice management

AARC's new advanced calculation and simulation tool is Many Arctic operations are The patterns are divided in four categories; traditional circular now available for planning ice associated with ice icebreaking, zigzag icebreaking, parallel management operations. formation for difficult conditions and management activity. Pre- First ice simulator is now planning by using simulation double circular icebreaking pattern. In order to find the best operation concept underway for Aboa Mare training and risk evaluation provide for each ice management situation we center in Turku, Finland. the way to right and safe have further developed mathematical decisions already in early models which can be used to calculate every combination's capacity and the The next step when a customer wants to phases of the decision- optimal operation pattern. With the help investigate more precisely the solution making. ofthe results, we can then resolve the for his ice management operation plan amount ofships, the icebreaker type, is to use our real time ice simulator performance and power needed and system. This system has just recently The basic problem a ship operator faces choose the optimal icebreaking pattern been developed to such a level that it in Arctic operations is the varying depending on the ice conditions. can be used for advanced ice demands ofice management for We also co-operate with AKAC Inc. of management studies. With the real time different areas and different projects. It Canada, which is working with the simulator system the bigger picture in is hard to find the optimal ships for a analytical tools and also has a vast ice management can be studied, specific task because there are many experience ofreal data fromthe early including the practical issues, human options available and the different operations in the Beaufort Sea and effect and communication aspects. The combinations are hard to compare. Sakhalin waters. They have also simulated circumstances need to be Depending on the task and available participated in verification of our test determined case by case including the icebreakers there can be a choice of cases. icebreaker models and environmental even up to four icebreakers performing “The efficiency of the ice management conditions e.g. wind, current water the ice management function. Also the can be calculated as well as the depth and ice. best operation pattern varies with the operation's cost by using our calculation “Ifthere is a very specificneed on the ship characteristics combined with ice models , says Reko Suojanen, vessel models, we recommend thickness. responsible for R&D and developing the verification with model tests in our ice simulator. “Calculations indicate for testing basin. Ice model testing is a Optimal ice management instance that using a traditional circular reliable tool and with the combination of At Aker Arctic, we have approached this icebreaking pattern in demanding ice the test results and simulated modelling issue by first creating a model for Ice circumstances requires more various options can be studied,” Mr. Management operation patterns. icebreakers than ifusing other patterns.” Suojanen advices.

14 Arctic Passion News March 2013

Optimal operation patterns depend on the ice conditions. Our mathematical models can be used to calculate the optimal pattern for each situation.

azimuthing propulsion systems. The The Finnish Maritime Academy Aboa machinery system is modelled Mare in Turku has realised the potential realistically and takes into account in training and have in February signed machinery load response. Different an agreement to install and start using types ofice can be simulated, including this high-level real time ice simulator in unbroken ice, ice floes, brash ice and their training facility. pack ice with ridges. The ice simulator Mr. Suojanen tells that preparations are also has a sophisticated visual system. now also under way to install a smaller Different ship models, ice situations as Verified models simulator bridge system at Aker Arctic's well as weather conditions are clearly own premises so that it can easier be The real time ice simulator has been visualised. developed in partnership with Finnish used in customer projects both for “We are now further improving the software and system development optimising ice management and tailor- simulator by adding models which can companies Imagesoft and Simulco and made operative studies before hand- simulate propeller wash effect and the work has been supported by the over ofships we have designed. It will effects of ice cracking,” Mr. Suojanen Finnish Technology Fund Tekes. also support our ship design team while adds. “In order to verify our mathematical developing new vessels. The simulator models on how ships behave in different will be sold separately for training ice situations, we have used a vast First agreement signed purposes. amount ofmodel test results and full- The real time ice simulator is not only scale test results for validation. an excellent tool for finding optimal ice Aker Arctic is known for its huge data- management solutions. It can also be “All in all, the ice simulator is a base gathered for decades, so we can used in operative training especially magnificent tool and offers proudly say that our simulator models when accurate and reliable models on elements for various use; are the most accurate in the world,” Mr. how a ship operates are needed. Suojanen tells. All types oficebreakers Icebreaker crew training is crucial and planning of ice management can be simulated, both with propeller will benefit from simulation. operations, ship design and rudder propulsion systems and training.”

15 Arctic Passion News March 2013

Future trends in Finnish transports and icebreaking

The Finnish Transport Agency is responsible for transport connections and development of the transport system in Finland. This includes the road, railway and water networks. New Director- General Antti Vehviläinen tells about future trends in transports and icebreaking.

Mr. Antti Vehviläinen is since 1st January transport costs may rise at the same Director-General Antti this year, the new Director-General ofthe time when vessel power is decreasing, Vehviläinen. Mr Vehviläinen and Finnish Transport Agency. Previously he leading to an increased need of AARC staff have been working worked 35 years in the private sector, icebreaking services at ports in Finland. together in several logistic first 10 years for the Finnish shipping For us, this will be a challenge which has improvement projects like year industry in various administrative, to be solved. One possible solution could round winter sailings in the economic and logistics tasks in Finland, be to restrict the Agency's liability to Saimaa lake waterways, Germany and South-America and then provide icebreaking only for the main experimental barge carrier 25 years for the Finnish forest industry waterways “the sea highways”, whereas operations for paper products as Vice President, logistics at Enso the ports themselves could take care of and most recently in the Gutzeit, which later became Stora Enso. icebreaking from the port connecting to development of the special ECU paper carriers for Stora- “During my career I have received a the main “highway”. In this way the costs Enso. global view ofthe entire logistics chain, to keep the Finnish waterways open which is a valuable knowledge in my would remain acceptable for the Finnish current position,” Mr. Vehviläinen tells. government.” “As responsible oflogistics at Enso Finland is part ofthe European Union Russia. In the long run the Trans- Gutzeit and Stora Enso, I learnt to know and has agreed to provide traffic Siberian Railway will become significant all Finnish transport connections as we arrangements in accordance with the when prices become more reasonable transported our goods by road, rail and rest ofEU. But being a country in the and the Russian waterways will come to waterways. I also learnt to know all periphery, and additionally surrounded use when infrastructure is developed. modes oftransport and what are the by ice in winter time, we have to bear This trend is also a possibility for the advantages and challenges in each of higher logistics costs than other Finnish transport industry due to our them, as well as the European and European countries. Already in the EU location.” accession contract, we have received a international transport network. New icebreaker Especially valuable is the contact special status in a Joint EU Declaration The Finnish government has not been network I was able to build up during on Safeguarding Finland's Transport investing in icebreakers in recent years those years, which I believe will be Links because ofour winter but the Transport Agency is now building useful in my work at the Finnish circumstances, but this has never really a new icebreaker for the Baltic Sea, Transport Agency.” been highlighted. which is planned to be ready in early “Another important aspect I bring to the “The fairness of this is something which 2016. Transport Agency is the need to see has to be explored and whether part of “The Agency and the icebreaker could be things from a customer perspective. the rising costs could be supported by a platform for new technology, supporting Everything we do is because our the EU,” Mr. Vehviläinen ponders. innovations as long as they fit into the customers need it and our role is to Trade balance is shifting economical limits. We also have a huge maintain a transport network for our The trade balance in e.g. the forest amount ofknow-how within the Transport customers.” industry is changing from Europe Agency which ought to come into better Future trends towards east. Container traffic is use in the future,” Mr. Vehviläinen says. The Transport Agency is responsible for increasingly moving towards transports maintaining and developing the transport to e.g. Russia, Ukraine and China. USA Finland has about 3900 km ofmerchant networks. Regarding the important and Western Europe are decreasing shipping lanes. Coastal fairways waterways and port services, Mr. their consumption while Eastern constitute about 8200 km and inland Vehviläinen sees the need to review countries are increasing theirs. Mr. waterways 8000 km which comprises 41 existing services. Vehviläinen believes this trend will lock canals. In Finland there are 23 ports continue and will apply also to other that are kept open around the year, “With new regulations in shipping, e.g. industries. which handle about 80% ofall freight the sulphur directive, environmental traffic. Logistics cost account for 15-20% efficiency design index (EEDI), NOx “In the future more and more cargo will ofthe gross national economy. restrictions just to mention a few, move through the Baltic countries and

16 Arctic Passion News March 2013 Inventions for Arctic oil spill recovery Oil spill accidents are always SYKE- developed ice brush environmental disasters, but skimmer packages that could they may turn to catastrophes be a standard outfit for any if oil spill recovery is not Arctic support vessel in the successfully prepared for. One future. of the main environmental concerns in the maritime industry today is oil spill recovery in fragile areas and inventions are badly needed. Oil spill recovery is a serious represents state-of-the art technology in environmental issue and oil spill recovery best starting point. At AARC we have the responding to marine oil and chemical experts, the experience and the testing in ice is a challenge, which has been spills. She is able to collect oil from the discussed for decades since the facilities. All this put together means that sea during storms and also in ice we can find an efficient solution to this February 1979 MT Antonio Gramsci conditions with the aid ofstern-mounted grounding caused the largest crude oil problem. Our motto is to enable brush skimmers. sustainable solutions in the Arctic and we spill (6.000 tons) in the frozen Baltic Sea The second vessel is an LNG fuelled so far. After the more recent serious intend to live up to it,” Mr. Niini icebreaking offshore patrol vessel for the emphasizes. accident in GulfofMexico three years Finnish Border Guard. The vessel is ago, oil drilling permissions have been “A testimony ofour strength is the Oil being built at Rauma shipyard and will be and Gas Producers Association's recent slow to process and no permissions are ready this year. Aker Arctic and Elomatic granted in e.g. Alaska for drilling during decision to choose Finnish partners for conducted the feasibility verification and three feasibility studies as part of their ice periods. Major oil companies have the concept design work in partnership. now realised that oil spill combat could joint development project for Arctic oil The vessel will be on duty 24/7 for combat.” be a show stopper limiting their border safety and rescue operations and possibilities to drill in the sensitive areas is able to collect oil spills also in winter and new equipment for efficient oil spill conditions. recovery especially for freezing waters is “The decision to build the third vessel needed quickly. has been made recently and according Full-scale testing facility for oil spill combat needed Innovations in Finland to plans it should be ready for use in early 2016. We have just recently The Finnish maritime cluster has submitted the necessary background together with the Finnish Environmental design materials for the vessel to the Institute SYKE been working hard to find Finnish Transport Agency,” says AARC's solutions to these challenges. The Baltic Managing Director Mikko Niini. Sea is very fragile with its shallow waters “Russia has also showed responsibility and network ofsmall islands that form and decided two years ago to invest in the archipelago and need to be protected our new Oblique ARC - 100 icebreaker in case ofan oil tanker accident. In concept, which is now being built in winter the sea is also ice covered. After Russia and finalised in Finland later this theAntonio Gramsci oil spill, ofwhich year. The vessel is expected to be used only 15 per cent was collected from the in the newly built Ust-Luga terminal on shores, purpose built oil spill response the southern shore ofGulfofFinland. vessels and equipments were acquired There is no testing facility in the world The concept ofthe oblique icebreaker is by the Governments. After years of hard available for full-scale testing of oil spill exceptional due to its asymmetric hull, work, Finland has now become in a recovery equipment in winter conditions. which enables icebreaking sideways and world leading position in this matter. All tests are made in theory as we can efficient oil combat in hard weather. We Since those days two new large oil nowhere in the world spill out oil in are now planning to introduce an Arctic export terminals have been opened in nature only for testing purposes. The concept ofthe vessel.” (Read more on the Baltic Sea and 100.000 tdw tankers only full-scale activities so far have been page 13). sail across the sensitive Baltic Sea daily. during accidents. Development work Due to these intense tanker passages a The impossible becomes possible advances therefore slowly. The Finnish Environmental Institute SYKE has also national investment and development Aker Arctic's idea is to offer new acknowledged that there is a demand for program was formed a few years ago by inventions to the market that solve a full-scale testing facility and it could the Ministry ofEnvironment. Finland impossible issues. One example is the possibly be built in Finland. Aker Arctic is decided to invest in three heavy, ice- Double Acting Ship-concept, which has promoting to construct one next to our class oil combat vessels. The goal was enabled economically viable shipments facilities, where there is an old dock set to clear an oil spill of30.000 tons in in areas previously considered basin currently unoccupied that could be magnitude. Also Russia and Estonia impossible. “Now we want to do the suitable. “Port ofHelsinki has been were encouraged to make their own same for oil spill combat. During twenty approached but we are still waiting for response plans. years ship designers have tried to find green light. International oil majors have Last year, the first of the Finnish efficient solutions to oil spill combat. Now already showed interest in joining the protection vessels was ready and something has to happen. In Finland we project,” Mikko Niini tells. entered into service. FNS Louhi have the winter circumstances and the

17 Arctic Passion News March 2013

Dimensioning loads for icebreaking trimarans

Mr. Ville Valtonen conducted his Master's thesis studying the dimensioning principles of cross-deck structures of icebreaking trimarans. The methods he chose for calculating the dimensioning loads were derived for the conditions of the Baltic Sea for both open water and first-year ice. These methods were examined by calculating the loads for an example ship with the length of 75 m and a beam of 40 m. The structural The Trimaran hull used for responses from the loads were concept development compared with a finite element model.

Simplified ship hull used for determining dimensioning loads

Results from calculating maximum ice loads during the vessel's lifetime using finite element method

The load cases studied in open water loads were ofthe same magnitude as The dimensioning loads for the example included still water, wave and slamming wave loads, and only slightly lower. Thus ship are wave loads, icebreaking and loads. Wave loads were calculated with icebreaking loads are significant in manoeuvring in ice. The results suggest the static-balance method and the dimensioning. Loads from beaching on that the cross deck structure ofan classification rules of GL and LR. Rule ice ridges were significantly smaller than icebreaking trimaran similar to the formulas of the LR trimaran rules could icebreaking loads and are not significant example ship can be feasibly built. The not be used for the icebreaking trimaran, in dimensioning. The loads from both dimensioning methods developed can because the size ofthe side hull exceeds compressive ice and manoeuvring were also be used for icebreaking trimarans the applicability limits ofthe rules. Thus a lower than icebreaking loads, with different main dimensions. static roll angle method from direct manoeuvring being the larger ofthese calculation procedure was used instead. two. Due to the different orientation of Arctic trimaran In the calculations made with the these forces, the larger of these two has Employed now by AARC, Mr. Valtonen example ship, the largest ofall loads to be considered in dimensioning. will continue to study the dimensioning were the wave loads. All used calculation loads for an Arctic trimaran. “For an methods for wave loads provided fairly As the trimaran can operate both ahead Arctic trimaran, local ice conditions have similar loads. Slamming loads may also and astern, ice loads were calculated in to be taken into account in addition to the be significant and further research is both operating modes. Calculations of ice loads I have used in this study. Ice necessary to determine ifslamming ice loads were based on data from long loads from multi-year ice are different to should be considered in dimensioning of term measurements and Aker Arctic's first-year ice loads and for instance the cross deck. database and experience, which Caspian Sea has the additional includes a wide range ofmeasurements challenge ofshallow waters. The best Impact of ice loads gathered by icebreakers over decades. option is to tailor every vessel for its The studied loads in ice included loads Results were also verified against this intended use.” from icebreaking, compressive ice, data. beaching and manoeuvring. Icebreaking

18 Arctic Passion News March 2013

the testing basin ifneeded. Trimaran concept for oil spill combat This is useful for instance when simulating ice management as it One of the latest innovations surface, then be collected and directed visualises the entire operation.” (Multi into tanks in the main body. model testing was presented in Passion in icebreaking and mechanical “When the Arctic Council's delegations News 2/2012.) oil spill combat is the use of a negotiating in Helsinki for the Agreement Construction verified trimaran concept. Model tests on Cooperation on Marine Oil Pollution A step in the development project was to Preparedness and Response in the study the dimensioning principles of have given encouraging Arctic - which is to be signed this cross-deck structures oficebreaking results and the development forthcoming May - had their meeting in trimarans to establish how the steel work continues. Finland last June, we invited them to structure should optimally be constructed supervise our oil spill model test. We as well as to ensure that the The new ship concept was developed filled the ice testing basin with plastic constructiondoes not become too heavy. after initial testing of a trimaran for balls the same density as oil and Mr. Ville Valtonen conducted his Master's icebreaking in general and after having demonstrated how the trimaran made a thesis on this topic. The conclusions are found the right location and size for the wide channel in the ice while collecting encouraging and suggest that the side hulls, a preliminary icebreaker “oil” with the aid ofthe grids on each side trimaran is suitable for icebreaking and concept was created and tested. The ofthe main body. It was surprisingly oil spill combat. (page 5). surprising conclusion was that a trimaran efficient,” says Topi Leiviskä, Manager of was able to operate in thick ice Research and Testing Services. “The Aker Arctic will now continue developing conditions and could create a rather trimaran model is now available for the trimaran further, hoping to find clean channel twice as wide as a further testing. It can also be equipped interested partners to join in developing traditional icebreaker with the same for wireless testing so that several a trimaran for Arctic use. propulsion power! With rising fuel costs models can be tested simultaneously in and tightening demands on emissions, this is indeed very interesting and Our oil spill recovery promising for future icebreaking. test showed that Oil spill collection tested grids placed The Finnish Environment Institute and between the main Mobimar Ltd. joined AARC in a project body and the side for assessing the suitability of the hulls separated oil concept for oil spill combat in icy waters. from ice and We developed and patented a grid which collected oil was placed between the main body and efficiently. It could the side hulls. The purpose ofthe long then be directed into grid was to push the ice down under the tanks in the main water so that the oil would rise to the body.

Front cover: More information on aft shoulder ice impacts S.A. Agulhas II is a South African ”S.A. Agulhas II has just arrived from her measurements gathered from ice trials in icebreaking polar supply and research first mission in Antarctica and Bay ofBothnia. In addition to ice loads in ship built in Finland last year. Aker Arctic measurements on the ship were done different sea regions, it will bring us had a strong involvement in the also during this trip. The project useful knowledge about ice load development and design ofthe vessel continues until summer 2014. We will behaviour in various hull regions during and now participates in a Joint Industry start to analyse data gathered from different ship manoeuvres,” Project Project in which among others ice load measurements in Antarctic ice conditions Manager Sami Saarinen tells. and underwater noise measurements in soon and compare them to the Antarctic ice are being arranged. The ice trials in the GulfofBothnia last year have already given valuable new data to AARC. AARC's focus areas in the research plan are the aft shoulder ice load analysis as The preliminary results from well as underwater noise created by the Gulf of Bothnia icebreaking. Already the preliminary measurements on aft results from the measurements on aft shoulder ice impact show shoulder ice impacts are revealing a relatively high loads weak point, as was expected, in the compared to loads measured current ice class rules. In normal vessel from other areas. The blue operation in soft spring ice the loads at Measured lines show the level of PC 5 the aft shoulder region are relatively high and green lines DNV Ice-10 compared to loads measured from the dimensioning criteria. bow and bow shoulder regions and close Measured The final report may lead to to the allowable level according to the Measured class rule improvements. rules. It is also to be observed that the new PC rule values are lower than more traditional DNV.

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Last November, AARC's employees relaxed at the Viking Centre in beautiful Finnish archipelago after a full day of interesting company visits. The recent teambuilding trip took AARC employees on a tour to south-western Finnish shipbuilding companies. The first stop was at Konepaja Finnish Vikings Häkkinen, a company Anders Mård and Mirkka specialising in subsea Hayashi dressed in traditional production and pod structures. on the road Viking outfits. Turku Shipyard was next on Mauri Lindholm showed true Viking spirit in the thousand- the programme, where the year-old axe-throwing competition. new LNG-fuelled cruise vessel for the Baltic Sea, Viking In the evening a waterbus “The trip was Grace, was being built. took the group to Rosala excellent with Mobimar Ltd. is a cooperation Viking Centre, which is a plenty of partner and has joined us unique Viking village out on interesting develop the icebreaking an island in the archipelago company visits Trimaran concept. A visit to where the Viking past and the and the cultural their factory acquainted us Iron Age come to life. After experience to with the smaller trimarans they getting dressed in traditional round the day off,” are producing, as well as fast outfits, we enjoyed a delicious says Graphic rescue vessels currently in dinner with Viking age Designer Kari production. After a bus ride to program in the reconstructed Selonen. Teijo, we visited Western Chieftain hall Rodeborg. An shipyard and Marine Alutech. experience everyone will The new superfast Watercat remember was no doubt the The Viking past and the Iron Age come to M18-AMC vessel for the thousand-year-old axe- life in the reconstructed Chieftain hall Finnish Navy was presented. throwing competition. Nobody Rodeborg, where we enjoyed a traditional - got hurt. Viking dinner.

Konepaja Häkkinen specialises in subsea production and pod Marine Alutech manufactures fast pilot boats and military structures. AARC employees are studying drilling risers. transport vessels for the Baltic Sea.

Meet us here! 23.-25. April 9.-13. June 30. June -5. July We will participate in The 9th annual Arctic POAC 2013,The International ISOPE 2013,the 23rd the following events: Shipping Forum Conference on Port and Ocean International Ocean and Polar 6.-7. March Helsinki, Finland Engineering under Arctic Engineering Conference Offshore Support Vessel North Conditions Anchorage USA America Conference 6.-9. May Espoo, Finland Houston, USA OTC 2013,Offshore 24.-27. September Technology Conference 25.-28. June Neva 2013 10.-11. April Houston, USA MIOGE 2013,12th biennial St. Petersburg, Russia 4th annual Arctic Oil and Gas Moscow International Oil & Gas North America Exhibition St John's, Canada Moscow, Russia

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