DNV GL Ice Classsed vessels and Winterization 15okt15 print
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Transcript of DNV GL Ice Classsed vessels and Winterization 15okt15 print
19.10.2015
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DNV GL © 2013 SAFER, SMARTER, GREENERDNV GL © 2013
Morten Mejlænder-Larsen
MARITIME
Vessels for possible use on the NSR
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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
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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
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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
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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)
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DNV GL © 2013
How many ice classed vessels are out there, at sea, classed with DNVGL?
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DNV GL Class Notations- Ice Class- Notations
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DNV GL Class Notations
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Ice Class Comparison
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DNV GL Ice Classes 2015
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Definition of Ice Belt, part of equivalent safety evaluation
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NSR – July to October – Summer Season
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PC-7
PC-6
PC-5
PC-4
PC-3
PC-2
Ref. CHNL
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NSR – November to June – Winter Season
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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)
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• 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
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Status, Arctic shipping
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• 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
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Arctic destination shipping, export of resources
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DNV GL © 2013
IMO Polar Code
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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
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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
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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.
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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.
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Geographical demarcation of the Arctic
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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
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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
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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
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The way ahead
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DNV GL © 201327 19 October 2015
DNV GL © 2013
Winterization of Vessels
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Temperature, example – Bear Island, Norway (1998-2012)
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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
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DNV GL © 2013
Air Temperature Profile – Southern Barents Sea
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–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
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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
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What about;• Sensors• Automatic valves• Relief valves• Drainage• etc
How to maintain safe operation
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DNVGL Winterization objectives
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Personnel
safety
Vessel
safety
Environment
safety
DNV GL © 2013
DNVGL Winterization objectives
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Personnel
safety
Vessel
safety
Environment
safetyOperability
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Winterization technical issues
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Icing Freezing
Materials Wind chill
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Cold climate effects
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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
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Ref. DNV GL Winterized Notation
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Example, Required Documentation
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Example, Requirements for Winterization
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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
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Practical solutions
�Lifeboat stations
�Doors
�Hatches
�Installation
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Practical solutions
� Handrails
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Practical solutions
� Escape routes
Ice on deck!
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Practical solutions
� Underneath deck/on superstructure
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Practical solutions
�Ventilators
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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
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DNV GL © 2013
SAFER, SMARTER, GREENER
www.dnvgl.com
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Morten Mejlænder-Larsen
+47 99 71 35 88