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Polar Code and Winterization DNV GL Annual Technology Seminar

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Polar Code and Winterization DNV GL Annual Technology Seminar Polar Code and Winterization DNV GL Annual Technology Seminar Yanran Wang, Won Ho Lee 17 October 2018 1 DNV GL © 17 October 2018 SAFER, SMARTER, GREENER Ballast Water Management Plan for D-2 Treatment Welcome 2 DNV GL © 17 October 2018 Agenda 08:30 Introduction Polar Code Structure Requirement 10:00 Coffee Break 10:10 Polar Code Requirement, cont’d Questions and Discussions 11:30 End of the Seminar Yanran Wang Won Ho Lee Senior Engineer Principal Engineer Maritime Advisory Hull & Structures 3 DNV GL © 17 October 2018 Introduction 4 DNV GL © 17 October 2018 Why a need for a new mandatory IMO Polar Code Less ice in polar waters opens up opportunities. It increases: • new shipping lines • oil & gas exploration and production • mineral recovery and export • tourism • attraction to new and less experienced operators • focus on the vulnerable environment in Polar areas 5 DNV GL © 17 October 2018 Increased risk level for polar water operations • The risk level depends on geographical location and time of the year (ice-type, ice-coverage, temperature, daylight etc.) • Mitigating measures may vary within polar waters. Sea ice age 2012 6 DNV GL © 17 October 2018 The need for a new mandatory IMO Polar Code • Existing international conventions do not include operational conditions like low temperatures and sea ice • Proposed to IMO by Denmark, Norway and USA in 2009 7 DNV GL © 17 October 2018 The Goal of the Polar Code To provide for safe ship operation and the protection of the polar environment by addressing risks present in polar waters and not adequately mitigated by other instruments of the Organization. 8 DNV GL © 17 October 2018 Applicability ° The main requirements are related to: – Safety – Protection of the environment – Seafarer competence ° It is implemented through amendments to: – SOLAS (International Convention for the Safety of Life at Sea) – MARPOL ( The International Convention for the Prevention of Pollution from Ships) – STCW (The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) 9 DNV GL © 17 October 2018 Geographical demarcation of the Arctic North of latitude 60 °N Exclude area around Iceland, the Norwegian mainland, Russia’s Kola Peninsula, the White Sea, the Sea of Okhotsk, and Alaska’s Prince William Sound Include waters around the southern exposure of Greenland 10 DNV GL © 17 October 2018 Geographical demarcation of the Antarctic South of latitude 60°S 11 DNV GL © 17 October 2018 Ship category Ship category is defined by: Tanker ° Ship types Passenger ship Other Intended to operate in low air temperature ° Polar Service Temperature (PST) A temperature specified for ship intended to operate in Those which are not Category A: at least medium first-year ice (0.7-1.2m) ° Ice class Category B: at least thin first-year ice (0.3-0.7m) Category C: open water or less severe than A & B It is always the responsibility of the Master to ensure that the vessel is operated within these limits! 12 DNV GL © 17 October 2018 Polar Service Temperature (PST) ° Systems and equipment required by this Code shall be fully functional at the Polar Service Temperature. ° The PST must be at least 10°C colder than the lowest Mean Daily Low Temperature (MDLT) for the intended area and season of operation in polar water. ° Example: If the lowest MDLT is -15°C, then the PST equals -25°C. • LMDLT –15° • PST = LMDLT-10° –25° DNV GL © 17 October 2018 Operate in low air temperature ° The lowest MDLT means the mean value of the daily low temperature for each day of the year over a period of at least 10 years. – Determine the daily low temperature for each day over a ten-year period in the intended area of operation in polar waters – Determine the average of the values over the 10 years period for each day – Plot the daily averages over the year – Take the lowest of the averages for the season of operation ° A ship intended to operate in low MDLT means a ship intended to undertake voyages to or through areas where the is colder than -10°C. 14 DNV GL © 17 October 2018 Example – Bjørnøya, Norway (1998-2012) LMDLT PST ≤ LMDLT – 10°C Data source: Norwegian Meteorological Institute 15 DNV GL © 17 October 2018 Structure of the Code ° Preamble ° Introduction (goal, definitions, sources of hazards) ° Part I: included through a new chapter XIV • Part I-A: Mandatory provisions on safety measures in accordance with in SOLAS the relevant SOLAS chapter • Part I-B: Recommendations on safety ° Part II: • Part II-A: Mandatory provisions on pollution prevention in accordance included in with relevant MARPOL Annexes MARPOL Annexes I, II, IV • Part II-B: Recommendations on pollution prevention and V 16 DNV GL © 17 October 2018 Sources of Hazards ° Ice ° Topside icing ° Low temperature ° Darkness ° High latitude (navigation, communication, ice information) ° Remoteness (limited SAR facilities) ° Possible lack of accurate and complete hydrographic data and information ° Crew experience ° Lack of suitable emergency response equipment ° Rapidly changing and severe weather conditions ° Environmental impacts ° Additional recognized risks 17 DNV GL © 17 October 2018 Operational assessment To establish procedures or operational limitations, an assessment of the ship and its equipment shall be carried out, taking into consideration the following: ° anticipated range of operating and environmental conditions, such as: – operation in low air temperature – operation in ice – operation in high latitude – potential for abandonment onto ice or land ° hazards ° additional hazards, if identified 18 DNV GL © 17 October 2018 Polar Water Operational Manual ° The Manual shall include or refer to specific risk based procedures to be followed: – in normal operations and in order to avoid encountering conditions that exceed the ships capabilities – procedures to be followed in the event of incidents in polar waters – procedures to be followed in the event that conditions are encountered which exceed the ships' specific capabilities and limitations – procedures to be followed when using icebreaker assistance, as applicable The Polar Water Operational Manual is new, mandatory and has to be developed for the actual ship and planned operation 19 DNV GL © 17 October 2018 The road map for implementing Polar Code requirement Passage planning Structure & Procedure Preparation Operational Polar Water Admin/RO approval & Assessment Operational Manual Polar Code Certificate Development survey Crew Training 20 DNV GL © 17 October 2018 PART I-A SAFETY MEASURES 21 DNV GL © 17 October 2018 Part I -A SAFETY MEASURES Chapter 1: General Chapter 2: Polar Water Operation Manual Chapter 3: Ship Structure Chapter 4: Subdivision and Stability Chapter 5: Watertight and Weathertight Integrity Chapter 6: Machinery Installations Chapter 7: Fire Safety/Protection Chapter 8: Life Saving Appliances and Arrangements Chapter 9: Safety of Navigation Chapter 10: Communication Chapter 11: Voyage Planning Chapter 12: Manning and Training Part I-B: Additional guidance regarding the provisions of the introduction and Part I-A 22 DNV GL © 17 October 2018 Ice Loads and Response ° Long experience of commercial “ships” operating in Baltic and Arctic areas ° IACS Polar Class (Rev.3) implemented into the Rules ° Offshore ship-shaped units and column stabilized unit covered by Ship Classification Rules (Pt.6 Ch.6) and Offshore standard (OS-C103) ° No applicable rules/standards for Jack up for arctic operation (ISO 19906 not directly applicable, but BSEE adopt API-RP 2N for MODUs and jack-up rigs ) ° Effect of physical ice management in operating draft are not considered 23 DNV GL © 17 October 2018 Classification of Ice Going Vessels The Class Requirements are based on the following conditions: ° Ice conditions and type (for operation and transit) ° Design temperature ° Possibility of assistance from ice breakers ° Special regional requirements 24 DNV GL © 17 October 2018 Definition ° Ice breaking / Ice breaker ° Ice ramming ° Ice beaching ° Ice compression ° Crushing strength ° Flexural strength DNV GL © 17 October 2018 Baltic Ice Class ° Design ice condition for ice strengthening: ICE Class ho (m) h (m) - Level ice thickness not exceeding h o. ICE-1A* 1.0 0.35 - Design height (h) of the area actually under ice pressure. ICE-1A 0.8 0.30 ICE-1B 0.6 0.25 ° Design condition for propulsion: Minimum speed of 5 knots in ICE-1C 0.4 0.22 brash ice channels ° Max nom. ice pressure: 5.6 MPa DNV GL © 17 October 2018 Hull Area of Ice Strengthening Stern region Midbody region Bow region Upper bow ice belt Requirements to: - Plating and stiffeners in icebelt - Girders and stringers in icebelt - Appendages - Machinery components DNV GL © 17 October 2018 IACS Polar Class Rules ° The IACS Unified Requirements for Polar Class Ships (UR-I) was ratified by the IACS members ° The Polar Class rules are a result of a large harmonization effort among the classification societies, relevant governmental bodies and academic experts ° With the aim of rationalizing and harmonizing structural and machinery requirements applicable for vessels operating in Polar waters. ° The Polar ships apply to ships intended for independent navigation in ice- infested waters. ° For ships assigned with - PC1 – PC5 : blunt and vertical bows (incl. bulbous bows) generally to be avoided - PC6 – PC7 : open water bows (bulbous bows) with operational limitations (e.g. no ramming) DNV GL © 17 October 2018 DNVGL ICE Class Notations Class notation Ice thickness Design Impact limits Ice condition Material Ice(E) 0.4m Basic Ice strengthening Very light ice condition Ice(C) 0.4m Ice(1C) 0.4m Ice(1B) 0.6m First year ice and broken 0.8m channel Ice(1A) Baltic Ice Classes No ramming Not required Ice(1A*) 1.0m (Ice-1A*F) Heavy ice ICE-05 0.5m First year ice with ICE-10 1.0m pressure ridges Vessels for Arctic and ICE-15 1.5m PC(1)ice breaking service – PC(7) POLAR-10 1.0m Accidental Multi year ice with DAT(-30) is POLAR-20 2.0m ramming glacial inclusions mandatory, as minimum.
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