19.10.2015

1

DNV GL © 2013 SAFER, SMARTER, GREENERDNV GL © 2013

Morten Mejlænder-Larsen

MARITIME

Vessels for possible use on the NSR

1

CHNL Seminar Høvik, 15th October 2015

DNV GL © 2013

Content

� Requirements to Polar vessels

� Some Arctic projects and need the for vessels

� IMO Polar Code – impact on Arctic vessels

� Winterization

2

19.10.2015

2

DNV GL © 2013

DNVGL - Setting the Arctic Standard

� DNV class notations - we assist in making Arctic shipping and offshore operations

safer through active involvement with updated technical requirements

� DNV advisory services - we provide a range of technical and management advisory

services, providing solutions beyond compliance

� DNV Research and Innovation – we build competence and provide new tools and

methods to the industry

3

DNV GL © 2013

Requirements to Vessels for possible use at NSR

� Ice strengthening / Ice Class

� Winterization

� Competence and Trained crew

� Experience

� Some additional training

� After 1. January 2017: Compliance with IMO Polar Code

4

19.10.2015

3

DNV GL © 2013

The demand for ice classed vessels

� Heavy ice seasons boost the demand for ice-strengthened

vessels

� Arctic projects requires ships for development, export of

minerals and O&G

� Stricter rules and requirements (safety and environmental)

� Age of existing vessels (ref ice-breakers)

5

DNV GL © 2013

How many ice classed vessels are out there, at sea, classed with DNVGL?

6

19.10.2015

4

DNV GL © 2013

DNV GL Class Notations- Ice Class- Notations

7

DNV GL © 2013

DNV GL Class Notations

8

19.10.2015

5

DNV GL © 2013

Ice Class Comparison

9

DNV GL © 2013

DNV GL Ice Classes 2015

10

19.10.2015

6

DNV GL © 2013

Definition of Ice Belt, part of equivalent safety evaluation

11

DNV GL © 2013

NSR – July to October – Summer Season

12

PC-7

PC-6

PC-5

PC-4

PC-3

PC-2

Ref. CHNL

19.10.2015

7

DNV GL © 2013

NSR – November to June – Winter Season

13

PC-7

PC-6

PC-5

PC-4

PC-3

PC-2

Ref. CHNL

DNV GL © 2013

Polar Operational Limit Assessment Risk Indexing System (POLARIS)

14

• Ice type and concentration is continuously

changing

• 100% ice coverage of one ice type is very

rare in practice

• Need for a Decision Support System

POLARIS

Actual ice condition

Ice class of ship

Ice breaker support

or independent

Don’t operate

More cautious

operation

Operate

INPUT RISK LEVEL OPERATION

19.10.2015

8

DNV GL © 2013

Status, Arctic shipping

15

• Most cargo ship activity currently taking place in the Arctic is related to transport natural resources from the Arctic, and

• To deliver general cargo and supplies to communities and natural resource extraction facilities.

• Thus, cargo ship traffic in the Arctic presently is mostly regional, not trans-Arctic.

DNV GL © 2013

Arctic vessels segments

� Research vessels

� Ice breakers

� LNG

� Bulk

� Cruise

� OSV

� Seismic

� Tank

� Container

� Drilling vessels

16

19.10.2015

9

DNV GL © 2013

Arctic destination shipping, export of resources

17 *Ref. UK working group

DNV GL © 2013

IMO Polar Code

18

19.10.2015

10

DNV GL © 2013

Identified HAZARDS, used as basis for the developmentThe Polar Code considers hazards which may lead to elevated levels of risk due to increased probability of occurrence,

more severe consequences, or both:

1. ice as it may affect hull structure, stability characteristics, machinery systems, navigation, the outdoor working

environment, maintenance and emergency preparedness tasks, and malfunction of safety equipment and systems;

2. experiencing topside icing, with potential reduction of stability and equipment functionality;

3. low temperature as it affects the working environment and human performance, maintenance and emergency

preparedness tasks, material properties and equipment efficiency, survival time and performance of safety equipment

and systems;

4. extended periods of darkness or daylight as it may affect navigation and human performance;

5. high latitude as it affects navigation systems, communication systems and the quality of ice imagery information;

6. remoteness and possible lack of accurate and complete hydrographic data and information, reduced availability of

navigational aids and seamarks with increased potential for groundings compounded by remoteness, limited readily

deployable SAR facilities, delays in emergency response and limited communications capability, with the potential to

affect incident response;

7. potential lack of ship crew experience in polar operations, with potential for human error;

8. potential lack of suitable emergency response equipment, with the potential for limiting the effectiveness of mitigation

measures;

9. rapidly changing and severe weather conditions, with the potential for escalation of incidents; and

10.the environment with respect to sensitivity to harmful substances and other environmental impacts and its need for

longer restoration.

11.The risk level within polar waters may differ depending on the geographical location, time of the year with respect to

daylight, ice-coverage, etc. Thus, the mitigating measures required to address the above specific hazards may vary

within polar waters and may be different in Arctic and Antarctic waters

19

DNV GL © 2013

Safety - depending on type of operation

� OSV operations -> normally several vessels operating together

� Destination shipping -> experience

� Transit one of the routes -> IB assistance or independent, NSR or NWP

� Cruise, large vessels ??

� Expedition Cruises -> experience

� Research Vessels -> some experience

20

19.10.2015

11

DNV GL © 2013

The impact of the Code; - additional requirements

� (Risk) Assessment

� PWOM, Polar Water Operational Manual

� Certificate

� Life Saving Equipment

� Route planning

� Environment; no discharge = stricter

– Requirements to holding tanks (volume), garbage storage etc.

21

DNV GL © 2013

The Polar Code format

� Based on Add-On-principle.

� Requirements beyond SOLAS and MARPOL

� Functional requirements supported by deterministic

requirements, where deemed necessary

– Almost all requirements are expressed in performance terms, rather than

being prescriptive

– This means that many aspects of the Code are subject to interpretation in

their application

� As the Code shall be Risk based, a draft hazard identification

matrix was initially developed to identify the additional hazards

in polar waters/areas to be covered.

22

19.10.2015

12

DNV GL © 2013

Geographical demarcation of the Arctic

23

60 degree northwith exceptions

of ice free areas

DNV GL © 2013

Table of content; Part IA SAFETY MEASURES

– Chapter 1: General

– Chapter 2: Polar Water Operation Manual

– Chapter 3: Ship Structure

– Chapter 4: Stability and Subdivision

– Chapter 5: Watertight and Weathertight Integrity

– Chapter 6: Machinery Installations

– Chapter 7: Fire Safety/Protection

– Chapter 8: Life Saving Appliances and Arrangement

– Chapter 9: Safety Navigation

– Chapter 10: Communication

– Chapter 11: Voyage Planning

– Chapter 12: Manning and Training Familiarity

– Part IB; Additional guidance regarding the provisions of the introduction and

Part IA, Recommendatory Measures

24

19.10.2015

13

DNV GL © 2013

Definitions – ship types

� Category A ship means a ship designed

for operation in polar waters in at least

medium first-year ice, which may

include old ice inclusions.

– IACS PC1 – PC5

� Category B ship means a ship not

included in category A, designed for

operation in polar waters in at least

thin first-year ice, which may include

old ice inclusions.

– IACS PC6 – PC7

� Category C ship means a ship designed

to operate in open water or in ice

conditions less severe than those

included in categories A and B.

– Scantlings adequate for intended ice types

and concentrations

25

Pancake ice

DNV GL © 2013

The next steps

� Agree about required level of documentation, RO-Flag, (PWOM,

Assessment)

� Identify and agree about practical solutions complying with the

Polar Code Goals

� Identify adequate equivalent solutions,

– ref regulation 4 alternative design: “equivalent level of safety”

� Some challenges due to lack of:

– equipment certified for the Polar Water Service temperature

– available competence and experience

– certified training courses

26

The way ahead

19.10.2015

14

DNV GL © 201327 19 October 2015

DNV GL © 2013

Winterization of Vessels

28

19.10.2015

15

DNV GL © 2013

Temperature, example – Bear Island, Norway (1998-2012)

29

Data source: Norwegian Meteorological Institute

DNV GL © 2013

Different definitions for different uses

Symbol Meaning Reference Use

td, tDDesign temperature;Material design temperature

DNV Rules for Ships (post-July 2013) andIACS UR S6.3

Ship winterizationSelecting steel grade

tw Winterization temperature DNV-OS-A201 Offshore winterization

t1, t2Design temperature and Extreme design temperature

DNV Rules for Ships(pre-July 2013)

Ship winterization

DAT(–X°C) Design temperatureDNV Rules for Ships, Pt.5 Ch.1 Sec.7

Class notation for structural material selection

PST Polar service temperature IMO Polar Code Polar Code compliance

LMDAT Lowest mean daily aver. temp.DNV Rules for Ships,DNV-OS-A201, and IACS UR S6.3

Setting td, tD

Selecting steel grade

LMDLT Lowest mean daily low temperature IMO Polar Code Setting PST

ELT Extreme low temperature DNV-OS-A201 Setting tw

LASTLowest anticipated service temperature

ISO 19906 Setting tw

RP100Extreme air temperature with an annual probability of exceedance not greater than 10−2

ISO 19906 and NORSOK

Setting LAST

30

19.10.2015

16

DNV GL © 2013

Air Temperature Profile – Southern Barents Sea

31

–7°• LMDAT

–10°• LMDLT

–20° • PST

–27°• ELT

–30°• LAST / RP100

(–35°)

(–37°)

(–47°)

(Basis for

Polarcode)

DNV GL © 2013

Winterization: main challenge

� Water: +/- 0 deg

� Air: below 0 deg C

� Wind

ICING

32

19.10.2015

17

DNV GL © 2013

Superstructure icing

� Spray icing accumulation on forward

vessel superstructure

� Represents significant weight

loading with consequences for trim

and stability

� Completely obscures visibility from

the navigation bridge

33

DNV GL © 2013

34

19.10.2015

18

DNV GL © 2013

What about;• Sensors• Automatic valves• Relief valves• Drainage• etc

How to maintain safe operation

DNV GL © 201336

19.10.2015

19

DNV GL © 2013

DNVGL Winterization objectives

37

Personnel

safety

Vessel

safety

Environment

safety

DNV GL © 2013

DNVGL Winterization objectives

38

Personnel

safety

Vessel

safety

Environment

safetyOperability

19.10.2015

20

DNV GL © 2013

Winterization technical issues

39

Icing Freezing

Materials Wind chill

DNV GL © 2013

Cold climate effects

40

19.10.2015

21

DNV GL © 201341

DNV classification services in Cold ClimateIn

cre

asin

g ice t

hic

kness Baltic, ICE-1C, B, A

PC-7

PC-6

PC-5

PC-4

PC-3

PC-2

PC-1

ICE CLASS WINTERIZATION

DNV GL © 2013

Ref. DNV GL Winterized Notation

42

19.10.2015

22

DNV GL © 2013

Ref. DNV GL Winterized Notation

43

DNV GL © 2013

Example, Required Documentation

44

19.10.2015

23

DNV GL © 2013

Example, Requirements for Winterization

45

DNV GL © 2013

46

Winterization techniques

� Protected location. Also with heating (i.e. adjacent to

heated spaces or hot air ventilation).

� Protective covers

� Electric tracing

� Heating coils (steam/hot water)

� Ice-repellent coating

� Self-draining piping

� Circulation of liquids

19.10.2015

24

DNV GL © 2013

Practical solutions

�Lifeboat stations

�Doors

�Hatches

�Installation

DNV GL © 2013

Practical solutions

� Handrails

19.10.2015

25

DNV GL © 2013

Practical solutions

� Escape routes

Ice on deck!

DNV GL © 2013

Practical solutions

� Underneath deck/on superstructure

19.10.2015

26

DNV GL © 2013

Practical solutions

�Ventilators

DNV GL © 2013

Summary

� Many vessels with Baltic Ice classes

� There are several projects which will need vessels for export

of minerals and O&G

� Vessels with higher Ice Classes are not build on speculation,

but tailor-made for a specific long term operation

� More optimized Winterization solutions will reduce cost and

energy consumption/foot print.

� Some O&G exploration support shipping expected

� Cruise? - Why NSR

52

19.10.2015

27

DNV GL © 2013

SAFER, SMARTER, GREENER

www.dnvgl.com

53

Morten Mejlænder-Larsen

Morten.Mejlaender-Larsen@dnvgl.com

+47 99 71 35 88