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Vessels for possible use on the NSR - CHNL

19.10.2015 1 DNV GL © 2013 SAFER, SMARTER, GREENER Morten Mejlænder-Larsen MARITIME Vessels for possible use on the NSR 1 …




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Text of Vessels for possible use on the NSR - CHNL

GL 2013SAFER, SMARTER, GREENERDNV GL 2013Morten Mejl nder-LarsenMARITIMEVessels for possible use on the NSR1CHNL Seminar H vik, 15thOctober 2015DNV GL 2013Content Requirements to Polar vessels Some Arctic projects and need the for vessels IMO Polar Code impact on Arctic vessels GL 2013DNVGL - 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 industry3DNV GL 2013Requirements 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 GL 2013The 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) 5DNV GL 2013How many ice classed vessels are out there, at sea, classed with DNVGL? GL 2013DNV GL Class Notations- Ice Class- Notations7DNV GL 2013DNV GL Class GL 2013Ice Class Comparison9DNV GL 2013DNV GL Ice Classes GL 2013Definition of Ice Belt, part of equivalent safety evaluation11DNV GL 2013NSR July to October Summer Season12PC-7PC-6PC-5PC-4PC-3PC-2Ref. GL 2013NSR November to June Winter Season13PC-7PC-6PC-5PC-4PC-3PC-2Ref. CHNLDNV GL 2013Polar 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 SystemPOLARISActual ice conditionIce class of shipIce breaker support or independentDon t operateMore cautiousoperationOperateINPUTRISK GL 2013Status, Arctic shipping15 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 2013Arctic vessels segments Research vessels Ice breakers LNG Bulk Cruise OSV Seismic Tank Container Drilling GL 2013Arctic destination shipping, export of resources17*Ref. UK working groupDNV GL 2013IMO Polar GL 2013Identified 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: 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; topside icing, with potential reduction of stability and equipment functionality; 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; periods of darknessor daylight as it may affect navigation and human performance; latitude as it affects navigation systems, communication systems and the quality of ice imagery information; 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 SARfacilities, delays in emergency response and limited communications capability, with the potential to affect incident response; lack of ship crew experience in polar operations, with potential for human error; lack of suitable emergency response equipment, with the potential for limiting the effectiveness of mitigation measures; changing and severe weather conditions, with the potential for escalation of incidents; and environmentwith respect to sensitivity to harmful substances and other environmental impacts and its need for longer restoration. 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 waters19DNV GL 2013Safety - 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 GL 2013The 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 GL 2013The Polar Code format Based on Add-On-principle. Requirements beyond SOLASand 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 matrixwas initially developed to identify the additional hazards in polar waters/areas to be GL 2013Geographical demarcation of the Arctic2360 degree northwith exceptions of ice free areasDNV GL 2013Table 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 GL 2013Definitions 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 25Pancake iceDNV GL 2013The 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 courses26The way GL 20132719 October 2015DNV GL 2013Winterization of Vessels GL 2013Temperature, example Bear Island, Norway (1998-2012)29Data source: Norwegian Meteorological InstituteDNV GL 2013Different definitions for different usesSymbol MeaningReferenceUsetd, tDDesign temperature;Material design temperatureDNV Rules for Ships (post-July 2013) andIACS UR winterizationSelecting steel gradetwWinterization temperatureDNV-OS-A201Offshore winterizationt1, t2Design temperature and Extreme design temperatureDNV Rules for Ships(pre-July 2013)Ship winterizationDAT( X C)Design temperatureDNV Rules for Ships, notation for structural material selectionPSTPolar service temperatureIMO Polar CodePolar Code complianceLMDATLowest mean daily aver. Rules for Ships,DNV-OS-A201, and IACS UR td, tDSelecting steel gradeLMDLTLowest mean daily low temperature IMO Polar CodeSetting PSTELTExtreme low temperatureDNV-OS-A201Setting twLASTLowest anticipated service temperatureISO 19906Setting twRP100Extreme air temperature with an annual probability of exceedance not greater than 10 2ISO 19906 and NORSOKSetting GL 2013Air 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 2013Winterization: main challenge Water: +/- 0 deg Air: below 0 deg C GL 2013Superstructure 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 33DNV GL GL 2013What about; Sensors Automatic valves Relief valves Drainage etcHow to maintain safe operationDNV GL GL 2013DNVGL Winterization objectives37Personnel safetyVessel safetyEnvironment safetyDNV GL 2013DNVGL Winterization objectives38Personnel safetyVessel safetyEnvironment GL 2013Winterization technical issues39IcingFreezingMaterialsWind chillDNV GL 2013Cold climate GL 201341DNV classification services in Cold ClimateIncreasing ice thicknessBaltic, ICE-1C, B, APC-7PC-6PC-5PC-4PC-3PC-2PC-1ICE CLASSWINTERIZATIONDNV GL 2013Ref. DNV GL Winterized GL 2013Ref. DNV GL Winterized Notation43DNV GL 2013Example, Required GL 2013Example, Requirements for Winterization45DNV GL 201346Winterization techniques Protected location. Also with heating ( 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 GL 2013Practical solutions Lifeboat stations Doors Hatches InstallationDNV GL 2013Practical solutions GL 2013Practical solutions Escape routesIceon deck!DNV GL 2013Practical solutions Underneath deck/on GL 2013Practical solutions VentilatorsDNV GL 2013Summary 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 GL 2013SAFER, SMARTER, Mejl 99 71 35 88

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