Aker Arctic Technology Inc Newsletter ArcticPassionNewsAker Arctic Technology Inc Newsletter 2 / 2015 / 10 Basic design for French polar logistics vessel Page 3 Cooperation on Novy

September 2015

ArcticPassionNews

Aker Arctic Technology Inc Newsletter

2 / 2015 / 10

Basic design for Frenchpolar logistics vessel

Page 3

Cooperation on NovyPort project

Page 7

Broader horizonswith new officesin Russia and CanadaPage 2

New Arctic AframaxdevelopedPage 15

Baltika excels in ice trialsPage 10

2

Reko-Antti SuojanenManaging Director

Announcements

In this issue Time to expand

Heikki Juvanihas joined Aker Arcticas a project engineerand will be working onhull modelling anddeck outfitting.He has a B.Sc. inmachine & productiontechnology, as well asa specialist qualification in productdevelopment. Heikki previously workedfor the Finnish company SunbornMarine in Malaysia.

Page 2 From the Managing Director

Page 3 Basic design for Frenchpolar vessel

Page 4 Port icebreaker ARC 124for Sabetta

Page 5 Akac acquisition strengthensoffshore knowhow

Page Cooperation on7Novy Port project

Page 1 Baltika excels in arctic0ice trials

Page 1 Arctic Aframax for4transportation needs

Page 1 Brash ice management in6harbour areas

Page 1 10th Arctic Passion Seminar8

Page 1 What's up9

Page 20 Summer trip to TurkuMeet us here

Aker Arctic Representative Office,MoscowGlazovskiy Pereulok 7,119002 MoscowRussiaAlexander Nemchinov +7 499 241 82 18Fax: +7 499 241 86 [email protected]

Akac Inc. Victoria – Head Office#311, 877 Goldstream AvenueVictoria, B.C.V9B 2X8 Canada,Tel: +1 (250) 477-3887Fax: +1 (250) 477-3892E-mail: [email protected] Martin, PresidentTel: +1 (250) 477 3887Arno Keinonen, Senior AdvisorTel: +1 (250) 213 3992

Akac Inc. St. John's21 Queens RoadSt. John's, NLA1C 2A4CanadaTel: +1 (709) 579-4647Fax: +1 (709) 722-8905

New office contactdetails

September 2015Arctic Passion News No 10 September 2015

Last January, we celebrated ten years as

the independent company Aker Arctic.

The company has been strongly

established on Finnish knowhow in

icebreaking and ice technology, and we

have been working from our Helsinki and

Turku locations. Now the time has come

for the company to grow, not only in size

but also in terms of broadening our

knowhow base.

At the end of May, we were able

conclude the acquisition of the Canadian

ice expertise company Akac Inc. Akac

has been the world's leading consultancy

development company in its specialised

field: solutions for arctic offshore

operations and ice management. Its

roots and operational expertise are

based mainly on the Canadian rctic,A

combined with unique work in early

production operations in the Sakhalin

area. Secondly, we have always had

good client relations with Russian

organisations and long-term experience

of projects in Russia. We have now

made the decision to open our own

representative office in Moscow.

Both of these new locations will enable

us to provide better services closer to

our important clients, and to follow our

strong principle of working in close

cooperation with our clients. We believe

this is the best way to utilise our

knowhow in order improve arcticto

operations and different types of

icebreaking vessels.

Recently, the world economy has been

experiencing rapid changes in many

areas, not least in the areas of

shipbuilding and offshore development.

Despite that, the development in the icy

seas continues. France is not widely

known as one of the big countries in

polar shipping, but they also have an

icebreaker, and now they intend to build

another. It was a good opening when

Chantiers Piriou shipyard concluded an

agreement to design the new polar

logistics vessel for the French national

organisations with us. This vessel will be

delivering supplies to the French bases

in 2018.

In March, the revolutionary oblique

icebreaker undertook its first real

icebreaking operations in the Arctic,

when ice trials were carried out. These

tests were followed with a lot of interest,

and also with some nervousness

regarding how she would actually

perform. To everyone's satisfaction – and

the engineers' relief – the icebreaker

actually did much better than expected.

This vessel is unique, and we expect it to

open up improved possibilities for many

kinds of arctic operations.

You can read more about all of these

news stories and others in this issue,

and do feel free to contact us with any

feedback or for any additional

information that may help you in your

activities.

Cayetana Ruiz deAlmirón de Andréshas joined Aker Arcticas a project engineerin the Offshore depart-ment. She comes fromGranada in Spain,where she graduatedas a roads, channelsand ports engineer. In 2011, shecompleted her master's degree in integralmanagement of ports and coastal zones atthe University of Granada.

33

Basic design agreement forFrench polar logistics vessel

©2015 PIRIOU – Concept Design Marine Assistance

National content fulfilled"A typical requirement in governmentalprojects is to use local contractors asmuch as possible," says sales managerArto Uuskallio from Aker Arctic. "Byoffering our technical support duringdesign and construction, a vessel can bebuilt at a local shipyard that does notnecessarily have previous knowledge ofice-going vessels."

"Based on our experience of variousshipbuilding projects, the most importantdecisions are made in the early phasesof the project. Thus, it would bebeneficial for the success of the projectto have experienced designers involvedfrom the beginning to get the designmoving in the right direction right away.Corrections can also be made at a laterstage, but they are more laborious andrequire more time, increasing the totalcost. When we start designing a vessel,we look at the basic facts first: What arethe requirements, what will the vessel beused for and what performance isexpected? Then we look at the size ofthe vessel and from there we can give arough estimate of the construction price.If we are approached when the budget isalready fixed, there might bedisappointing compromises ahead,"Mr Uuskallio emphasises.

Arctic Passion News No 10 September 2015

Aker Arctic and ChantiersPiriou have signed a contractfor the basic design for a polarlogistics vessel, which will beconstructed at the shipyard inConcarneau, France. AkerArctic will also providetechnical support to theshipyard during theconstruction of the vessel inConcarneau, FranceThe new polar logistics vessel will bejointly owned and operated by theFrench Southern and Antarctic Lands(Terres australes et antarctiquesfrançaises, TAAF) administration, theFrench Polar Institute (Institut PolaireFrancais Paul-Émile Victor, IPEV) andthe French Navy. The new vessel willreplace the existing patrol vesselL'Albatros and the polar logistics vesselL'Astrolabe.

Supplies to AntarcticaThe new vessel will be 72 metres longoverall and have a beam of 16 metres.The vessel, which will act as both alogistics ship and a patrol icebreaker,can accommodate up to 60 persons onboard, carry 1,200 tonnes of cargo andaccommodate one helicopter. It will alsohave nominal research features.

The new Polar Logistics Vessel will bebuilt by Chantiers Piriou in Concerneau,France, and delivered in early summer2017. It will be deployed to the IndianOcean in autumn 2017 and carry out thefirst supply mission to the Dumontd'Urville Station in Adélie Land,Antarctica, in winter 2018.

The Polar Logistics Vessel is based on aconcept developed by Marine Assistance(France). Aker Arctic assisted theshipyard in performance calculationsprior to receiving the order and now theicebreaking capability will be verified bymodel tests at Aker Arctic's ice modelbasin in Helsinki, Finland. During basicdesign, Aker Arctic will be responsible fordeveloping the hull form, open waterperformance, performance in ice,machinery and winterisation.

Aker Arctic will support theshipyard during the designand construction of the vesselin the special requirements ofbuilding an ice-going vessel.Fourteen weeks of on-siteengineering support inConcarneau, France, isincluded in the contract.

4

Photo: Arctech Helsinki Shipyard

Aker ARC 124 main dimensionsLength 89.5 m

Beam 21.9 m

Draught 6.5 m

Deadweight 750 tonnes

Open water speed 15 knots

Bollard pull 115 tonnes

Propulsion power 12 MW

Ice class RMRS Icebreaker7

The harbour icebreaker concept wasdeveloped in cooperation with JSCYamal LNG and FSUE Atomflot in orderto meet operational demands. As thevessel is intended to work inside theharbour area, it is a relatively smallvessel, able to assist large tankers inturning and berthing.

This is a completely new concept withan exceptional hull form and apropulsion system with four azimuththrusters: two in the bow and two in thestern. Manoeuvrability and operabilityare therefore excellent.

"The harbour icebreaker is a totally newconcept especially developed for heavyharbour ice c with extensiveonditionsthick brash ice," says chief designerMika Hovilainen. "Some features aresimilar to the oblique icebreaker and thenew icebreaker for the Finnishgovernment, but in this one operabilityand harbour ice management capabilityhave been taken one step further.”

The brash ice layer is estimated to growto a thickness of up to four metres inSabetta harbour. This requires a specialkind of vessel to assist tankers in turningand berthing. The harbour icebreakerhas been designed to proceed at aspeed of two knots in level ice 1.5 mthick and at four knots in 5 m thick brashice in limited water depth.

"The technical demands havebeen challenging, but with ourpersistent development workwe have been able to solvethem," managing directorReko-Antti Suojanen adds.

Ice model testing was conducted in July.We are now finalising the conceptdesign and have made a basic designagreement with Vyborg Shipyard JSC tobegin construction in 2016.

Aker Arctic and FSUE Atomflot have signed an agreementwith Vyborg Shipyard JSC to construct an Aker ARC 124port icebreaker to support LNG carriers' operability in theapproach channel to the Sabetta harbour and in theterminal of Sabetta.

Port icebreaker orderedfor Sabetta

Model tests, including tests in thickbrash ice were carried out at AkerArctic’s ice tank. The testing wasconcluded in July 2015.


5

The founder of Akac Inc., Mr ArnoKeinonen, is originally from Finland andbegan his career at Wärtsilä Ice ModelBasin. He founded Akac in 1984, afterhaving been in charge of arctic R&D forDome Petroleum, the oil company thatstarted the arctic offshore work."Our approach from the beginning was togain a full understanding of an arcticoffshore operation, this has been theandfoundation of almost everything we havedone during the 31 years of ourexistence," Mr Keinonen says.

Arctic understandingThe inside understanding of arcticoffshore operations and their pioneeringnature is the most fundamental andunique contribution Akac hassystematically brought to its clients, aresult of having been so centrallyinvolved in a wide range of operationalprojects.

Due to its extensive experience andstrong analytical support, Akac is able todirectly benefit client projects byconfidently providing ways to optimallyand safely apply an existing ship or

combination of ships to any operationalproject in ice. This is particularly the casefor challenging arctic offshoreoperations.

"Akac was, for instance, in charge ofdeveloping and managing the ice risk ofthe only arctic offshore oil productionproject in the world that used a floater aspart of the oil production and exportsystem. Phase 1 of the Sakhalin-2project lasted eight years (1999–2007)and used a SALM buoy and FSO off thecoast of Sakhalin," Mr Keinonencontinues.

Background in operationsAkac complements Aker Arctic'sexpertise by bringing direct hands-onoffshore experience. Some of the keyservices provided are to develop full riskmanagement for arctic offshoreoperations, as well as to train people insafety in arctic offshore operations,including ice management and station-keeping.The newly appointed president, EvanMartin, is confident that the combinationof the expertise of Aker Arctic and Akac's

practical approach and uniqueoperational expertise in the arcticoffshore industry will benefit customers.

"What separates Akac frommost others is our strongbackground in operations.The ability to integrate real-lifeoperational practices intoengineering design andplanning allows us to bestserve our clients, and nowtogether with Aker Arctic," MrMartin says.

"We look forward to providing our clientswith a full range of ice-relatedengineering services, includingconceptual and engineering design,model testing, operational planning, fieldtrials, and operational support andtraining.”

Akac will continue operations in boththeir Canadian locations under themanagement of newly appointedcompany president, Mr Evan Martin.Akac's previous owner and founder, DrArno Keinonen, will remain in thecompany and provide his valuableknowhow through his role as senioradvisor.

Akac acquisition strengthensoffshore knowhow

SEIC oil productionin spring 2007.

Aker Arctic acquired the Canada-based company Akac Inc. inJune 2015. Akac specialises in tailored solutions for offshoreoperations in ice conditions and complements Aker Arctic'sicebreaker and offshore design expertise.

Arctic Passion News No 10 September 2015Arctic Passion News No 10 September 2015


Sakhalin-2, Phase 1Beginning in 1999, Sakhalin Energycontracted Akac to help them to takeadvantage of the transition periods, fromfully operable open water to non-operable ice covered conditions, at eachend of the oil production season. Akac'sinitial involvement was to upgrade thedesign of the SALM buoy and FSO forice performance and ice classdesignation. Once production started,AKAC developed and managed an icemanagement system that would ensurethat the oil production operations couldtake place safely and efficiently when icewas present.

Akac performed ice managementservices for Sakhalin Energy for sixteenof the fall shutdown and spring start-upsessions from 1999 to 2007, and wasresponsible for a ten-person icemanagement team. A total of 15 differenticebreakers were used as icemanagement vessels in support of thisoperation. Akac also conducted trainingprograms for the crew of all keyproduction and ice management teammembers, to familiarise them with iceand ice risk management, station-keeping in ice, and associated planningand operational decision-making.

Arctic Coring ExpeditionACEX was a venture by the InternationalOcean Drilling Program to extract coresamples from the Lomonosov Ridge.The expedition took place in 2004 inwater about 1.2 km deep. The operationused the icebreaker as aVidar Vikingdrillship, supported by icebreakersSovetskiy Soyuz Odenand . Thisoperation was a unique challenge due tothe constant motion of the polar icepack.

Akac had the rare opportunity to be partof performing this ocean floor coringoperation – the first of its kind. Thesuccessful operation demonstrated thatstation-keeping in thick moving ice couldbe successfully performed.

Stena IceMAXA recent project has been assistingStena in establishing the station-keepinglimits of the Stena IceMAX."Akac's operational experience allowedfor the development of ice model testingprocedures for DP platforms that betterrepresent the managed ice conditionsand operational procedures," Mr Martinsays.

The work involved multiple series ofmodel tests, each further refining thescaled environmental conditions andbehaviour of the DP system. Akac's rolewas to assist in model test planning andto analyse the data in a manner that isconsistent with how the platform wouldbe operated during actual operations.

Documentation ofUnforeseen EventsAkac's operational experience was usedto document a large number of eventsand sequences of events that all havethe potential to be unforeseen to newoperators in ice conditions. The events,and their possible solutions, will serve toeducate clients about potentialchallenges. It will also allow them tobegin to develop operational riskmanagement systems that will permitoperations to continue safely despite thepotential for unforeseen events.

Key projects

Arctic Coring Expedition in 2004. Icebreakers Vidar Viking, Sovetskiy Soyuz.Photo taken from the Icebreaker Oden.

Icebreaker Smit Sakhalin cutting ice forCSO Constructor.

Photo left: MikeNeville driving theSvitzer Sakhalinterminal tug inSpring 2007.

Photo right: ArnoKeinonen and MikeNeville awaitingtrasfer to FSO Okhain Sakhalin in Fall2006.

6

CSO Constructor – DP in IceThe was used toCSO Constructorconstruct the subsea infrastructurerequired for Phase 1 of the Sakhalin-2project. It was the first ever dynamicallypositioned vessel to operate in ice. Akacwas responsible for selecting theconstruction vessel, providing icemanagement support, and training theoperators of the , whoCSO Constructornever had operated in ice before.

7

September 2012September 2015Arctic Passion News No 10

Cooperation on Arcticproject Novy Port

The oil terminal, owned by Gazprom NeftNovy Port LLC, is located near thesettlement of Novy Port, some 400 kmsouth of Sabetta, where Aker Arctic isinvolved in the harbour project as well asthe development of double-acting LNGcarriers and the port icebreaker fleet. Thearea is characterised by shallow watersand harsh winters during which the icecover can grow up to two metres thickand remain in place for nine months.

Small-scale oil drilling began in NovyPort in 2012 and indicated that the high-quality oil has low sulphur levels. Theplan is to increase the production to 5.5million tonnes per year. Full-scaleproduction should be ready to begin by2017.

In order to transport the oil to market, aloading terminal, oil tankers andicebreakers need to be constructed. Theloading terminal will be a tower solutionin the middle of Gulf of Ob, wheretankers will attach for loading. SamsungHeavy Industries will construct the sixtankers for the oil shipments. We haveassisted Samsung Heavy Industries indeveloping the hull form and haveconducted an extensive series of modeltests for the tankers.

We have also developed anew powerful icebreakerdesign, Aker ARC 130 A, tosupport operations in the NovyPort oil terminal."The icebreaker is a new design, whichwe believe could become a popular newpolar-class icebreaker for arctic projects,"managing director Reko-Antti Suojanensays. "One of the new features is anazimuthing bow thruster."

“Our extensive know-how in icetechnology has been useful in both thetanker development and icebreakers. We

were happy to develop the concepttogether with experts from GazpromNeft," explains Mr Suojanen.

Novy Port terminal,currently under constructionat Cape Kamenny in thesouthern Gulf of Ob, will beused to export oil from theNovoportovskoye oil andgas field. Aker Arctic hasbeen involved in developingthe transport solutions forthe oil shipments, includingicebreakers to secure safeoperations.

Sabetta

TaymyrPeninsula

Kara Sea

Novy Port

Gulf of Ob

Two powerful icebreakersThe challenging ice conditionsin Novy Port combined withshallow waters need to bemanaged. Therefore, we havedeveloped a new powerfulicebreaker design, Aker ARC130 A, to support operations inthe terminal.

The icebreaker represents a furtherdevelopment of the Aker ARC 130concept, which was originally developedfor the Finnish Transport Agency and iscurrently under construction at ArctechHelsinki Shipyard. In April 2015,Gazprom Neft Novy Port LLC orderedtwo vessels based on the new designfrom Vyborg Shipyard JSC.

September 2015Arctic Passion News No 10

Length: 122 m

Beam: 25 m

Design draft: 8 m

Deadweight: 2400 tons

Open water speed: 16 knots

Bollard pull: 200 tons

Propulsion power: 21.5 MW

Ice class: RMRS Icebreaker8

Aker ARC 130 Atechnicalspecifications:

8

Nuclear-powered icebreaker Vaygach escorting Pavel Vavilov fromthe port of Sabetta on April 3, 2015. Aker ARC 130 A is designed tooperate in the same region where powerful shallow draft icebreakersare needed.

Comparable to Taymyrand VaygachProject manager Mika Hovilainenhighlights that the new icebreakers arecomparable to well-known nuclear-powered icebreakers andTaymyrVaygach in terms of icebreakingcapability, but require about 40% lesspropulsion power.

"The new icebreakers are capable ofbreaking level ice two metres thick with30 cm snow cover both ahead andastern,” Mr Hovilainen says.

The tanker traffic will become intenseonce the oil terminal is completed,resulting in a large amount of brash ice.The consolidated brash ice cover isestimated to grow to a thickness of up toseven metres, in an area where thewater depth can be as little as tenmetres. The new icebreakers aredesigned to operate in these challengingconditions. Their manoeuvrability, whichis considered an important safety factorwhen operating in close proximity to oiltankers, is also exceptionally good forsuch large vessels.

High ice classThe propulsion system consists of threeazimuth thrusters: two in the stern andone in the bow of the vessel. Thispropulsion layout is considered to beparticularly suitable for difficult iceconditions such as thick brash ice andice ridges. Compared to the Baltic escorticebreaker designed for the FinnishTransport Agency, the new vessels areadapted for operation in the arctic, withincreased propulsion power and a higherice class. The hull form has also beenoptimised to break thick level ice, whichis not found in the Baltic Sea.

Low resistance in ice and open water willresult in improved fuel economy andreduced environmental footprint.

"Based on the extensive ice and openwater model testing, the new icebreakerdesign will meet all operationalrequirements," Mr Hovilainen says.

Unlike the Finnish icebreaker, which isthe first icebreaker to use liquefiednatural gas (LNG) as fuel, theicebreaking vessels operating in the Gulfof Ob will not use LNG because there isno possibility for bunkering natural gasnear the Novy Port oil terminal.

The technical design work is currently inits final stages, and construction shouldbegin in autumn 2015. Aker Arctic willsupport Vyborg Shipyard during theconstruction of the two vessels, whichare planned to be ready for delivery inautumn 2017.

9


Model tests for oil tankers

Aker Arctic conducted an extensiveseries of model tests lasting nearly fiveweeks for the Novy Port tankers inautumn 2014. Two alternative designswere tested in order to choose the moresuitable one for the working conditions inthe Novy Port area.

"During the first testing period, wecarried out all the basic performancetests to compare the designs and tomake sure that they fulfilled therequirements set by Gazprom Neft,"project manager Riku Kiili says. "Allperformance requirements were met."

"The next testing period focused more ontesting operational performance, such asbreaking out from the channel,performance in a narrow channel and iceridge tests. One key function was to seeif the tankers could follow the narrow,curved channel an icebreaker had made.Gazprom Neft wished to have extensiveoperational testing in addition to testingof the contract performance."

Representatives from Samsung HeavyIndustries, Gazprom Neft and CNIIMFfollowed the tests and were activelyinvolved in testing and evaluating theresults.

The tests went well and the customerswere pleased with the cooperation workand Aker Arctic's support.

The first of the six tankers being built inKorea will be ready in 2016, and all ofthem will be delivered by May 2017.

The tankers will be ARC7 ice classvessels and they will be used to transportcrude oil from the Novy Port oilfield nearRussia's Yamal peninsula to the ice-freeMurmansk harbour. The 42,000 DWTicebreaking tankers will be 249 metreslong and 34 metres wide.

The tankers are designed to break ice1.4 metres thick at a speed of 3.5 knotsand to withstand temperatures of minus45 degrees Celsius.

They are double-acting ships with two 11MW Azipod units in the .stern

In 2007, Samsung Heavy Industriesdelivered the first double-actingicebreaking oil tanker to Russia'sSovcomflot, followed by two additionaltankers. Aker Arctic developed theconcept design for these tankers.

In 2007, SamsungHeavy Industriesdelivered the firstdouble-actingicebreaking oil tankerto Russia'sSovcomflot, followedby two additionaltankers. Aker Arcticdeveloped theconcept design forthese tankers.

Preparing to test breaking out from theice channel. Pictured are Mr Riku Kiilifrom Aker Arctic and Mr Seung Hyun Leefrom Samsung Heavy Industries.

Six double-acting oil tankers have been ordered from SamsungHeavy Industries to transport oil year-round from Novy Port toMurmansk and other destinations along the Northern Sea Route.

The hull form was developed in cooperation with Aker Arctic inaddition to five weeks of model tests.

Photo

: Sovcom

flot O

AO

10

Baltika excelsin Arctic ice trials

The world's first oblique icebreaker surpassed all expectationswhen she was tested in ice in March–April 2015. AlthoughBaltika was designed to operate primarily in the Gulf of Finland,she was taken to the Gulf of Ob, where the ice conditions aremore challenging than in the Baltic Sea, for ice trials.

Baltika surpassed all design criteria, eventhough the ice was stronger than typicalsea ice. The oblique mode, which hadnever been tested before in real life, alsoworked extremely well and the vesselfulfilled all the design requirements.

Baltika's maiden voyage began at herhome port, St. Petersburg, on 6 March2015. While on her way to Murmansk offthe coast of Norway, the vesselencountered rough seas and winds up to30 m/s. The seakeeping characteristics ofthe oblique icebreaker were good, andthe owner was convinced that isBaltikaable to take part in rescue operationseven in harsh weather.

Ice trials"We departed for the ice trials fromMurmansk on 20 March 2015 and sailedaround the northern tip of Novaya Zemlyato the Gulf of Ob and close to the Sabettaterminal area," project manager MikaHovilainen says. "Our purpose was firstlyto demonstrate the vessel's abilitiesduring the worst part of the year, andsecondly to perform official ice trials."

The Aker Arctic team consisted of MikaHovilainen, research engineer TeemuHeinonen, and project engineers EskoHuttunen and Tuomas Romu. In addition,there were representatives from thebuilders, Arctech Helsinki Shipyard andYantar Shipyard JSC, as well as from theship owner.

The testing programme consisted ofperformance tests in three icethicknesses in ahead and asterndirections as well as in the oblique mode.Various operational tests were alsocarried out in order to determine themanoeuvrability and operationalcapability of the vessel.

The thickness and strength of the ice wasmeasured in the areas where tests werecarried out using both temperature andsalinity profiles as well as beam tests. Anautomatic measurement system was setup to record ice loads on the ship's hullthroughout the three-week voyage, whichconcluded in Murmansk on 0 April 2015.1

Ice trials were conducted in the Gulf of Ob during the worst winter conditions. Thevoyage took three weeks in total.


11

Arctic Passion News No 10

“We tested the vessel in levelice 40 cm, 90 cm and 1.2metres thick. She surpassedthe required performancetargets by a great margin inboth ahead and asterndirections, even though the icestrength properties weredouble the specified ones,"Mr Hovilainen emphasises.

In addition to ice measurements, the AkerArctic team used a remotely operatedquadcopter to record unique videofootage of 's journey as well as toBaltikalook for passages through particularlydifficult ice fields. The quadcopter allowedthe team to get an overview of the iceconditions ahead of the vessel from analtitude of 500 metres.The video footage can be found athttps://www.youtube.com/user/akerarctic

Oblique mode in real lifeThe oblique mode, which had never beentested before in real life, also workedextremely well and the vessel fulfilled allthe design requirements. By moving

sideways, the relatively small obliqueicebreaker a wide channelcould createin ice.

"We tested the oblique icebreaking firstin ice 10 to 15 cm thick in order to learnhow the navigation system works andhow the vessel behaves," Mr Hovilainenexplains. "Navis Engineering Oy hascreated a special joystick function to usewith the Dynamic Positioning (DP)system for this purpose. The obliqueangle and speed are entered into thecomputer and then the DP system takescare of maintaining the heading. Whilethe joystick function worked really well,we also tried navigating manually but itwas challenging without any practice.

September 2015

The testing programme consisted of performance tests inthree ice thicknesses in ahead and asterndirections as well as in the oblique mode.

Temperature was about -10 degrees Celsius. Mika Hovilainen measuringthe ice thickness.

Teemu Esko are measuringandtemperature and salinity profiles from coresamples in order to determine the flexuralstrength of the ice.

12


Thus, a DP system is essential foroblique icebreaking."

In ice 40 cm thick, the vessel wascapable of achieving a speed of twoknots when the angle of attack – thedifference between course and heading– was 85 degrees. In ice 90 cm thick, asmall oblique angle of about 15 degreeswas still possible."The angle can be selected individually;there are no pre-set choices," MrHovilainen adds. "With a smaller angle ofattack, the channel width is reduced butthe vessel speed increases – and viceversa.”

Rubble clearing and ice managementperformance were also tested in the portof Sabetta. demonstratedBaltikaexcellent manoeuvrability and capabilityin both tasks.

Half the propulsion powerAccording to Mika Hovilainen, 'sBaltikavoyage to the Gulf of Ob proves theexceptional operational capability of theoblique icebreaker concept in verydifficult ice conditions.“The vessel was able to operate in iceconditions that exceeded the designcriteria used as the basis of the vesselconcept. carried out the sameBaltikaoperations as conventional icebreakerswith just half of the propulsion power, aswell as performed manoeuvres that are

not possible for any other vesselcurrently in service.”

"This is a big step in the direction wewant to go: more efficient icebreakingoperations that use less fuel and producereduced emissions, thus taking theenvironment into consideration. Thisconcept proves that we have succeededin reaching a new level of icebreakingefficiency," Mr Hovilainen says.

The first model was constructed in 1997.

The oblique icebreakerconcept was the result of aninternal innovation contest inthe late 1990s. New oilterminals were planned for theGulf of Finland, and ananalysis was conducted of howthe transport situation in theBaltic Sea would develop. Theconclusion was that Aframax-sized tankers with a beam of

more than 40 metres would beused for transporting oil,escorted by at least twoicebreakers due to their largesize unless other solutionscould be found.

The innovation contestresulted in the first version ofthe sideways-movingicebreaker.

Oblique icebreaker beganwith an innovation contest

The oblique angle can be chosen individually there are no;pre-set choices. The vessel moves more slowly with a wideangle in order to create a wide channel.

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Baltika was t d in level ice 40 cm, 90 cm and 1.2estemetres thick. She surpassed the demands in both aheadand astern .directions

Oblique angle versus speed

Baltika carried out the sameoperations as conventional icebreakerswith just half of the propulsion power, aswell as performed manoeuvres that arenot possible for any other vesselcurrently in service.

13


Mika Hovilainen is the chief designer ofBaltika. He has been involved in thedesign since 2010, when the project forSovcomflot started with Arctech HelsinkiShipyard to build the first obliqueicebreaker.

Mika has worked at Aker Arctic since2006, when he transferred from HelsinkiShipyard. He is an expert in special shipdesign projects, such as the oblique

icebreaker the seriesBaltika, Mangystauof shallow-draft icebreaking tugs, theFinnish LNG-fuelled icebreaker, the polarclass heavy deck carriers for Yamal, theSabetta port fleet and the powerful AkerARC 130 A icebreaker for Novy Port. Inaddition to working, Mika likes to spendtime with his family. He enjoys skiing inwinter as well as biking and fishing insummer.

Project Manager Mika Hovilainen

Technical specificationsBuilt by Arctech Helsinki Shipyard(Helsinki, Finland) in co-operation withShipyard Yantar JSC (Kaliningrad,Russia)

Based on Aker Arctic's obliqueicebreaker design,Aker ARC 100.

Length: 76.4 metresBeam: 20.5 metresDraft: 6.3 metres

Diesel-electric power plant consisting ofthree Wärtsilä 9L26 generating sets witha combined output of 9 MW

Three 2.5 MW Steerprop SP60PULLazimuth thrusters, two in the stern andone in the bow

Dynamic positioning system developedby Navis Engineering

Classification by the Russian MaritimeRegister of Shipping with ice classIcebreaker6

Built-in oil recovery system

Owner: Federal Agency for Maritime andRiver Transport of Russia(Rosmorrechflot)

Operator: Russian Marine EmergencyRescue Service (FGIGosmorspassluzhba).

By moving sideways, the icebreaker cancreate a wide channel for big tankers. Thefirst model tests were carried out in 1997and the invention was patented. Thedecision to build the Primorsk oil terminalwas made in 1999, and later that year theoblique icebreaker's hull was updated andice model tests continued. Then came theidea to use the ship to help in recoveringspilled oil, and the oil spill response patentwas received in 2002.

Systematic further development tookplace jointly with the Finnish MaritimeAdministration, the Finnish EnvironmentInstitute (SYKE), ABB and Aker Arctic,partly funded by Tekes, the FinnishFunding Agency for Innovation.

Decision to constructIn 2003, the newly developed project wasintroduced to the authorities in Finlandand Russia. The vessel receivedwidespread attention due to theexceptional concept, but it was notrealised until 2010, when Sovcomflot'sCEO Sergey Frank finally made theinitiative for a memorandum ofcooperation on the further development ofthe oblique icebreaker vessel.

However, the Russian Ministry ofTransport became the contractor of theship, and in October 2011 Arctech HelsinkiShipyard and Yantar JSC were jointlyawarded the contract to build the firstoblique icebreaker based on Aker Arctic'sdesign, Aker ARC 100. The new obliqueicebreaker was designed as an icebreakerfor the Baltic Sea and especially forassisting large vessels in icy harbours.

Yantar JSC manufactured the hull blocks,which were then transported to Helsinkiwhere the vessel was assembled. Theworld's first oblique icebreaker was readyin May 2014. Prior to delivery, she wastested in extreme conditions includingwaves three metres high in the Gulf ofFinland. The open water testing exceededexpectations.

Last winter, full-scale ice trials wereconducted in the Arctic. surpassedBaltikaall design criteria, even though the icewas stronger than typical sea ice. Theoblique mode, which had never beentested before in real life, also worked

extremely well and the vessel fulfilled allthe design requirements.

Aker ARC 130 A, the new icebreakerdesign for the Novy Port project, does nothave an asymmetric hull form, butotherwise shares a number of featureswith a heavy-duty oblique icebreaker Aker

Arctic is currently developing. The heavy-duty oblique icebreaker, Aker ARC 100HD, will be updated based onexperiences from 's full-scale iceBaltikatrials as well as from the icebreakerconcept for the Novy Port project.

Aker Arctic has acquired a remotelyoperated quadcopter that can be usedfor aerial recording. Unique videofootage of the oblique icebreakerBaltika's ice trials in the Arctic can beseen athttps://www.youtube.com/user/akerarctic

14

Aker Arctic and Deltamarin have jointly developed a modernAframax tanker design for arctic use. The combination ofDeltamarin's expertise in low-cost, energy-efficient cargovessels and Aker Arctic's expertise in arctic vessels has turnedinto a very attractive tanker concept. Apart from being ice-strengthened and equipped with other novel features, she alsohas a new modern look and will provide reliable, cost-effectivetanker operations.

The newly developed arctic Aframaxtanker is intended for transportingcrude oil and oil products. She isplanned to have a deadweight of118,000 tonnes and will bestrengthened to ice class PC5(approximately equivalent to RMRScategory ARC6)."This means she can work and operatesafely in arctic waters," says ProjectManager Riku Kiili from Aker Arctic.

The vessel is capable of breaking overone metre of level ice continuously and

is intended to operate during theextended summer months on theNorthern Sea route and, withassistance, can operate for evenlonger. During the winter months, shecan also operate in other sub-arctic seaareas, such as the Baltic Sea or aroundSakhalin.

Bow and hull shape have beenoptimised with the help of CFD tools togive the best balance of open waterperformance and icebreakingcapabilities.

Arctic Aframax fortransportationneeds

The new arctic Aframax hasa new modern look.

Specially designed hullstrengthening improves safetyin operations, which is veryimportant in arctic waters.

The hull of the vessel will alsobe equipped with an Ice LoadMonitoring System.


New featuresThe vessel is equipped with two CPpropellers and shaft lines connected toslow speed diesel engines providingredundancy and safety.

Optionally, the engines can also run onLNG fuel. The possibility of a shaftPTO/PTI system has also beenconsidered.

"Specially designed hull strengtheningimproves safety in operations, which isvery important in arctic waters," Mr Kiiliadds.The hull of the vessel will beequipped with an ice load monitoringsystem. This system measures the iceload on the hull and provides onlinesupport to the officers, ensuring safety inoperations. The system will also help shipowners in the longer term by analysing thedata and creating information for optimaloperations.

Winterisation for cold climates has alsobeen emphasised in all aspects of theconcept design. All the equipment shouldwork regardless of the outsidetemperature.

September 2012

15


Meet Riku KiiliRiku Kiili works with different customerprojects and development projects,such as the Arctic Aframax and the Ice-DP system. He began his career atMasa-Yards Arctic Research Centre(MARC) and has been with Aker Arcticfrom the start.

During the past ten years, he hasbecome familiar with all the differentareas Aker Arctic is involved in, e.g.model testing at the ice laboratory, shiphull form design and conceptdevelopment, transportation analysesand innovations, just to mention a few.

Propulsion Particulars:

Two shaft lines,7.6 m diameter controllablepitch (CP) propellers

Optional:

PTO/PTI 2 x 2250 kW

Transverse tunnel thrusters 2 x 2000 kWAuxiliary engines 3 x 1800 kW

Cargo and Ballast Pumps:

Deep well type

Arctic Aframax 118,000 DWT Crude Oil Carrier

Technical specificationsMain Dimensions:

L : 266.0 menght over all

Breadth 46.0 m

Depth 22.5 m

Draught design 14.8 m

Hull and Performance:

Ice class: PC5/RMRS Arc6

L ievel cebreakingcapability: 1 metre continuous

Economical openwater speed: 3.5 knots1

Main Engine Particulars:

2 x low speed MAN 6S60 SMCR,

11 000 kW each

Auxiliary Engines: Abt. 3 x 1 000 kW

Improved bridge designDeveloping an improved commandbridge was a particular focus. ProjectEngineer Antero Jäppinen has been thedesigner in this area."The visibility from the new bridge wehave developed is excellent in alldirections. We have also prioritisedergonomics, including access andpassages to command posts. The layoutis one type of the standardised bridgelayouts developed by Aker Arctic,"Mr Jäppinen says.

Competitive price and fuel-efficient operations“The main emphasis has been ondeveloping an arctic Aframax tankerwhich is affordable to build and cost-effective to use in order to offer improvedtransport economy. This conceptdevelopment will be fine-tuned accordingto customers' wishes," Mr Kiili explains.

16


Brash ice management in harbour areasIce drifting into harbour areasand the formation of brash iceare challenging for winternavigation. Brash ice createsthick sidewalls on thenavigation channels. It alsoaccumulates by the pier walls,making it difficult for ships toberth and potentially damagingvessels. Therefore, brash iceneeds to be managed.Every time a vessel breaks ice, thepieces will mix with the cold water andfreeze again. This causes the brash icethickness to grow, and it will becomemore difficult to navigate over time.

With the formation of brash ice inharbours, the ice consolidates into biggerpieces, which are then pushed againstthe pier walls when ships approach. Anice collar grows attached to the wallaffect the berthing. This may becomeinga major problem, especially in situationswhere positioning accuracy is essentialfor loading and unloading.

"When you break ice, youcreate more ice," saysCayetana Ruiz de Almirón deAndrés, project engineer atAker Arctic.

Affecting variablesThe main variables affecting the brashice growth , theare breaking frequencyair temperature and the ratio betweenbeam of the ship and the width of thenavigation channel.

"The more often the ice is broken, thethicker the ice cover will become,because the blocks mix with cold waterand freeze again," Ms Ruiz de Almirónde Andrés adds.

A narrow channel will create more brashice. Conversely, if the channel is wideenough for vessels to move in morefreely, the ice grows more slowly. Thisgoes hand in hand with the beam of theship. If the beam is the same width asthe channel, more ice will be created.Air temperature is also a crucial factor.The colder the temperature, the fasterthe ice thickness will grow as the icepieces mixed with water will freeze morequickly.

To manage all this, brash icemanagement methods areneeded otherwise the iceformation will keep increasing.There are three main methods:brash ice managementsystems, ice managementvessels or mechanical removal.

The main variables affecting brash ice growth are: , the air temperature,breaking frequencywidth of the channel and the beam of the ship.

Sea bottom

Ice rubbleNaturally formedlevel ice

Sidewalls of the channel

Heavily consolidatedlayer of rafted iceand brash ice

Berth sideice accumulation

Heavilyconsolidatedice collar

Outline of a large ship

17


Cayetana Ruiz de Almirón de Andrésworks at Aker Arctic as a projectengineer specialising in harbour andterminal designs. She is originally fromGranada in southern Spain and has beenin Finland since the end of 2013. Shecompleted her master's degree inintegral management of ports andcoastal zones at the University ofGranada in 2011.

Before joining Aker Arctic, she worked atthe University's hydraulic laboratorytesting breakwaters and studying themorphodynamics of harbour areas. Herbiggest passion is backcountry skiing, soshe is not afraid of cold winters.

Meet Cayetana Ruiz de Almirón de Andrés

Flushing the iceAnother possibility is to use icemanagement vessels to flush the iceaway in harbours and lateral transfer innavigation channels. This helps to cleanthe ice away, but does not prevent theice from freezing again.

Surface current combined withwarm waterA brash ice management system (BIMS)consists of a combination of a generatedsurface current to circulate the thermalenergy and warm water (if available)released to the critical zones. Thebenefits are a reduction in brash icecohesion and focused melting in specificlocations. This system has been usedsuccessfully in Finnish harbours fordecades.

Air compressor

HoseWater circulation

TwhOrifice pipe

Rising flowwith airbubles

Surface current

BIMS working principle

Working principles:

� Warm water is released close to thewharf wall

� A pipeline with orifices emits airbubbles, raising the flow up to thesurface

� The bubbler system draws part of thethermal energy into the berth areaand turns it into a current underneaththe brash ice cover

� Additional mechanical removal

System elements:

� Water intake, boiler house anddelivery facilities near the berths

� Compressed air facilities and bubblerlines to circulate the warm water foreffective melting

� A Port Icebreaker Tug (PIBT) forassistance in berthing and departure(as well as turning in the harbourbasin) of cargo vessels

� Excavators and cranes

Example of lateral transferusing ice managementvessel in ice channels.

Example of flushing method using icemanagement vessel to clear the ice.

Mechanical removalThis method of managing ice is a moretime-consuming option and therefore notas efficient. In this method, the ice isremoved with cranes, scoops orexcavators.

During winter, there are added costs forharbour operations due to the presenceof brash ice. Mooring takes more time,fuel costs are increased and rudders areexposed to contact with ice.

Possible delays or cancellations arecostly, and finally icebreaker assistanceadds more costs. "Therefore we at AkerArctic encourage ship owners to solve theproblem and plan for this in advance,"Ms Ruiz de Almirón de Andrés says.

Ice channel (reduced rubble thickness)

Ice channel

Edge of entrancechannel

Vessel

Icebreaker

18

Aker Arctic Technology Inc was foundedten years ago; however, we have beendeveloping the ice technology businessfor five decades and some of ouremployees have been working togetheras long. Our managing director, Reko-Antti Suojanen, presented key projectsfrom the past ten years while welcomingall guests.

The Finnish Minister of Economic Affairs,Jan Vapaavuori, opened this year'sseminar and talked about recentdevelopments in arctic cooperation.

He was followed by Philip Adkins, CEOof ZPMC-Red Box Energy Services, whopresented the development project oftwo polar-class heavy transport vesselsdesigned by Aker Arctic and currentlyunder construction at GuangzhouShipyard. The transport vessels will beused for transporting liquefactionmodules for the LNG plant beingconstructed at Sabetta for Yamal LNG.

Captain David Burden from the ArgentineNavy talked about a new special-purposeship, which will be used for research andtransporting equipment and researchersto Argentina's Antarctic base. Aker Arcticcompleted the concept design inFebruary this year, and the ship will beconstructed in China.

Esko Mustamäki, CEO of ArchtechHelsinki Shipyard, then presented jointdevelopment projects from design toconstruction with Aker Arctic, such as theoblique icebreaker and the firstBaltikaLNG-fuelled icebreaker for the FinnishTransport Agency.

Representatives of CNIIMF and theRussian Maritime Register of Shipping(Dr Buyanov, Dr Andryushin, DrMarkozov, Dr Kuteinikov) held aninformative lecture on how ice certificatesfor double-acting ships are assigned .The Ice Navigation Ship Certificate (“icepassport”) is intended to establish safemodes of operation in ice-covered watersproceeding from assurance of hull andpropulsion complex strength.

Aker Arctic follows closely how the PolarCode is developing and the impact it willhave on ship design and construction.Chief advisers Jorma Kämäräinen andDr Anita Mäkinen from the FinnishTransport Safety Agency explained thesafety and environmental regulations ofthe Polar Code.

Novy Port oil terminal, currently underconstruction at Cape Kamenny in thesouthern Gulf of Ob, will be used toexport oil from the Novoportovskoye oiland gas field. Artjom Tsobanjan, head of

the Crude Oil Department at GazpromNeft Trading, presented the main factorsof the port project.

The afternoon was packed withinformation about the latestdevelopments in icebreaking vessels forthe Gulf of OB (Sami Saarinen, projectmanager from Aker Arctic Technology),finite element analysis as a tool tooptimise the propellers of ice-goingvessels (Ville Valtonen, project engineerfrom Aker Arctic Technology) and apresentation on multipurpose icebreakeroperations in the Arctic (Jukka Salminen,chartering manager from ArctiaOffshore).

The day was concluded by MikhailGrigoryev, director of GECON, who gavean update on the assessment of acontribution of development of the oil andgas fields in the Russian Arctic in thedevelopment of the maritime transportsystem till 2030.

The presentations are available on ourwebsite at http://akerarctic.fi/en/arctic-passion

This year's Arctic Passion Seminar celebrated ten years ofachievements as an independent company. The latestdevelopments in icebreaking, new projects, environmentalregulations and updates on new trends were on the agenda.

The highlight of the day was the icemodel demonstration test in our modelbasin. This year, the Baltic icebreakerSisu was demonstrated. Sisu is one of theUrho class icebreakers, of which WärtsiläHelsinki Shipyard built five between 1975and 1977

10th Arctic Passion Seminar


19

March 2015March 2015

Tuom

as Rom

u


New offices in Russia and Canada

Aker Arctic Representative Office,MoscowGlazovskiy Pereulok 7Alexander Nemchinov +7 499 241 82 18Fax: +7 499 241 86 [email protected]

Akac Inc.Victoria – Head Office#311, 877 Goldstream AvenueVictoria, B.C. V9B 2X8 Canada, ,Tel: +1 (250) 477-3887Fax: +1 (250) 477-3892E-mail: [email protected] Martin, PresidentTel: +1 (250) 477 3887Arno Keinonen, Senior AdvisorTel: +1 (250) 213 3992

Akac Inc. St. John's21 Queens Road St. John's, NL,A1C 2A4 Canada,Tel: +1 (709) 579-4647Fax: +1 (709) 722-8905

Module carrier at

OTC Houston

The Aker Arctic team presented thepolar class module carrier at theOffshore Technology Conference inHouston last May. The vessel will beused for transporting large modules forthe LNG plant being constructed atSabetta for Yamal LNG.

The owner, ZPMC-Red Box EnergyServices, constructed a uniqueminiature model made of LEGOblocks.

Baltika'ssuccessful icetrialsOur theme for this year'sMoscow international oil andgas (MIOGE) event wasBaltika's successful trials inarctic ice. She is the firsticebreaker that can break iceby moving sideways.Originally designed for BalticSea ice, she exceeded allexpectations during her icetrials in the Gulf of Ob lastwinter.

The Aker Arctic-designedpolar class heavy deck carrierwas launched at GuangzhouShipyard in China inSeptember.The first carrier is expected tobe delivered in January 2016and the second one a monthlater. The development workwas carried out in closecooperation with ZPMC-RedBox Energy Services.

Arctic modulecarrierlaunched

We have recently opened arepresentative office in Moscow.After the acquisition ofAkac Inc., wenow also have two offices in Canada.Contact details below:

ZP

MC

-Red B

ox Energy S

ervices

20

Neva 2015, St. Petersburg22 - 25 September 2015Pavillion 1, Hall F, stand1027/6

Marintec China 2015,Shanghai1 - 4 December 2015

Aker Arctic Technology Inc’s newsletterISSN 2342-7965, ISSN 2342-7973Publisher: Aker Arctic Technology IncMerenkulkijankatu 600980 Helsinki, FinlandTel. +358 10 323 6300Fax +358 10 323 [email protected]

ditor in chiefE Reko-Antti Suojanen:Texts by CS Communications Oy:

ay-out Kari SelonenL :rinted in byP September 2015 Grano

Meet us here!

We will participate in the following events:

FastScoop was a newgame for many of us.


Turku is located on the coast of South-west Finland and features a beautifularchipelago. The Finnish MaritimeAcademy Aboa Mare trains seafarershere and has installed our ice simulatoron two of their ship bridges, so wedecided to visit them and see how thesimulators work.

Our next stop was the Meyer Turkushipyard. A year ago, the Finnish stateand German shipbuilder Meyer Werftacquired the entire share capital of STXFinland. Since then, the shipyard hasreceived many shipbuilding orders, e.g.several cruise ships for TUI Cruises andCarnival Corporation, and recently anLNG-powered fast ferry for Tallink. Thetwo cruise ships for Carnival Corporationwill be the first cruise ships powered atsea by LNG. The order book nowcontains a high workload until 2020.

We also visited , whichTurku Repair Yardhas one of the largest dry docks inNorthern Europe. Close to one hundredships visit the dry dock annually.

In the evening, we enjoyed a smokesauna and dinner, and we celebrated AriSipilä's retirement. The sauna tradition ispart of Finnish culture. Sauna is not onlyused for hygienic purposes, but also for

relaxation and bonding. A smoke sauna( ) is the ancient type ofsavusaunasauna, which has seen a boom inpopularity in recent years. It is a saunawithout a chimney where wood is burnedin a special stove to heat up stones andsmoke fills the room. When the sauna is

hot enough, the fire is allowed to die andthe smoke is ventilated out. The stoneswill keep the heat for hours.

"We had a wonderful day with goodweather and interesting visits," saysmanagement assistant Jana Vamberova.

At the InternationalConference on Port andOcean Engineering underArctic Conditions (POAC) inTrondheim, we gave twopresentations this year.Anders Mård, naval architectand project engineer,presented the paper

"Experimental study of theicebreaking process of anicebreaking trimaran".Research engineer RiikkaMatala gave a presentationon "Arctic drillship design forsevere ice conditions".

POAC Trondheim

Summer trip to Turku

After the summer vacations, relaxing familytime and adventures in foreign countries, it istime to celebrate the return to work and enjoyquality time with colleagues.

This year, our teambuilding trip went to Turku,the former capital of Finland.

Our ice simulatoris installed on twoship bridges atAboa Mare inTurku. We had thechance to see howit works.

Sauna is a Finnishtradition used forrelaxation andbonding. We trieda smoke sauna,which is an ancienttype of saunaheated up in aspecial way.

Documents

Aker Arctic Technology Inc Newsletter ArcticPassionNewsAker Arctic Technology Inc Newsletter 2 / 2015 / 10 Basic design for French polar logistics vessel Page 3 Cooperation on Novy