INTERTANKO European Seminar, November 2013
Introduction. Safety Issues. Operational Issues. Navigating through the NSR Vetting Issues.
NSR VERSUS SSR DISTANCE 10,754 nm DISTANCE 6,857 nm TIME Oil tanker: 28 days FUEL Oil tanker: TIME FUEL 18 days Oil tanker: 3,108 ton MFO Oil tanker: 1,998ton MFO
NSR MAP
ICE-FREE PORTS IN THE NSR Only one Russian seaport along the officially defined Northern Sea Route is ice-free all year round, Murmansk on the Kola Peninsula. Other Arctic ports are generally usable from July to October, or, such as Dudinka, are served by nuclear powered icebreakers. Beyond and south of the Bering Strait, the end of the Northern Sea Route, on Russia's Pacific seaboard Petropavlovsk in Kamchatka, Vanino, Nakhodka, and Vladivostok are accessible all year round.
RUSSIAN ICE BREAKERS Ship Name Year Propulsion ROSSYA 1985 54 MW SOVETSKIY SOYUZ 1990 54 MW YAMAL 1993 54 MW 50 LET POBEDY 2006 54 MW TAYMYR 1989 35 MW VAYGACH 1990 35 MW
NSR CLIMATE CONDITIONS Kara Sea Laptev Sea East Siberian Sea Winter Oct - May Oct - June Oct May/June Temperature typical -26ºC -30º C -21ºC Temperature extreme -48ºC -50ºC -48ºC Ice thickness 1.8 2.5m 1.6 2.5m 1.2 2m Fog 100 days 75 days 80 days Summer Season June - Sep July - Sept Mid June - Sept Temperature typical -7ºC -8ºC -15ºC Temperature extreme -20ºC -26ºC -30ºC
AVERAGE SPEED ON KNOTS FOR VESSELS IN SECTIONS OF THE NSR
NSR TRANSIT IN 2013 (AS OF SEPTEMBER 30TH) Number of Vessels by Destination: West-East 23; East-West 17 Type of vessels Number Cargo Volume, tons Liquid 17 655 034 Bulk 3 203 439 LNG 1 66 868 Fish - - General 7 72 017 In ballast 5 Repositioning 7 TOTAL 40 997 358 Flags: Russia 23, Panama 5, Marshall Islands 2, Liberian 2, Cyprus - 1, Greece 2, Norway-2, Malta-1, Hong Kong-1, Bermuda 1 Total number of vessels under non-russian flag: 18 of 9 states.
Round year Crude oil carriages starting from 2015. Routing A. Loading Novyi Port (Mys Kammennyi) discharging ARA. parcels about 25-40000 mts each. Upto 9,000,000 tons per year by 2018-2020. Novaya Zemlya 25-40,000 mtsparcels To ARA Kara sea Murmansk Pechora sea Loading to specially designed tankers of ice class ARC 6-ARC 7 Novyi Port NovyiPort Rotterdam about 2700miles via Pechora sea. About 11 days steaming.
Round year Crude oil transportation from Prirazlomnaya ice strengthened sea platform by MT Mikhail Ulyanov and MT Kirill Lavrov Prirazlomnoye Initial volumes: 0.4-0.9 mil tonnes per year (2013-14) Maximal volumes: 6-7 mil tonnes per year (2019-20) Tanker Parcels: about 68,000 mts To ARA Laden voyage around: 7-9 days Round voyage: 21-22 days Ice strengthened sea platform Prirazlomnaya To Murmansk for S-T-S to storage tanker Laden voyage around: 2-3 days Round voyage: around 6-8 days Murmansk Prirazlomnaya Varandey Specially designed tankers of ice class ARC 6 (Russian Register) will be used MT Mikhail Ulyanov IMO nr 9333670 MT Kirill Larvov IMO nr 9333682
NORTHERN SEA ROUTE ADMINISTRATION New legislation last year on the NSR by Russian Duma which establishing: the Northern Sea Route Administration following with new regulations; new charges covering foreign vessel navigation; vessel to shore communication; weather and hydrological services; icebreaker operations; rescue and spill response; The Northern Sea Route Administration (http://www.nsra.ru/en) opened for business in Moscow in March of this year. Its new rules require vessels applying for permits to transit the route to accept Russian icebreaker assistance, which is determined by whether ice conditions at voyage time are judged to be heavy, medium or light
NSR ADMINISTRATION REQUIREMENTS TО VESSELS AND THEIR COMMANDING PERSONNEL Point 1 А vessel intending tо navigate the Northern Sea Route shall satisfy special requirements and her Master, or а person replacing him, shall be experienced in operating а vessel in ice Point 2 In case where these persons have по such experience, or when Master requests so, the Administration (Marine Operations Headquarters) mау assign а State Pilot tо the vessel to assist in guiding her through the Northern Sea Route.
STEP 5 5 STEPS TO NSR According to the MSC Clause 51 Item3, arrangement of navigation in the Northern Sea Route water area is carried out by the Northern Sea Route Administration established as a Federal State-owned Institution (hereinafter, NSR Administration). Receiving a permission for navigation through the NSR STEP 1 Submission of application 120 days 15 days prior to transit. Download form http://www.nsra.ru/en/zayavlenie STEP 4 FSUE «Atomflot» should be contacted as soon as the Application is submitted STEP 3 Inspection оf а vessel (If calling Russian ports) STEP 2 Send Enclosure to the Application for Admission to navigate in the NSRA to the NSR Administration nsra@morflot.ru NSR Adress: 125993, Moscow, Petrovka st, 3/6, Telephone: 626-10-64, Fax: 626-90-65, http://www.nsra.ru/en
ARCTIC CHALLENGES Cold weather injuries long night/day can disrupt sleep Communication edge of INMARSAT boundary Geographic remoteness Ice accretion Ice damage Oil spill recovery SAR SAFETY
ARCTIC CHALLENGES Availability and interpretation of meteorological data Chart adequacy insufficiently detailed charts Lack of information about safe ports Geographic remoteness Limited knowledge of oceanographic conditions Fog poor visibility Compass issue SAFETY
ZONES OF THE RECEPTION OF INFORMATION ON THE SAFETY OF NAVIGATION IN SAFETYNET AND NAVTEX SYSTEMS Arctic branches of the Hydrographic Enterprise Traditional seaways of the Northern Sea Route Symbols: approximate coverage of the Indian Ocean satellite SafetyNET IOR approximate coverage of thepacific Ocean satellitesafetynetpor Tiksi established stations Navtex (coverage 350 miles) Andreya Island planned stations Navtex (coverage 350 miles) Courtesy of CNIIMF
NSR SEARCH AND RESCUE BOUNDARIES
RECENT TANKER ACCIDENT ON NORTHERN SEA ROUTE The 138 meter long, 6403 dwt tanker "Nordvik" was struck by ice while sailing in the Matisen Strait to the north of the Taimyr Peninsula on September 4, 2013. The vessel, which was loaded with diesel fuel, struck an ice floe and started taking in water. "Nordvik" was built in Bulgaria in 1985. According to information from the Northern Sea Route Administration s, she had a permission to sail in the Kara Sea and the Laptev Sea The Seafarer s Union of Russia says the tanker should never have sailed in the area, and blames the ship owner, Khatanga Commercial Port The Seafarer s Union underlines that the system for search and rescue is not yet fully developed in the area where the incident happened, and that a serious accident could have been crucial for the crew, for putting the crew s and the fragile Arctic ecology in danger. "Nordvik" is an Ice 1 class (L4) tanker and is only allowed to sail on the Northern Sea Route (NSR) in light ice conditions. The ice conditions in the northeastern parts of the Kara Sea were regarded as medium by Roshydromet in the period when the accident happened. The fully loaded tanker "Nordvik" hit an ice floe when sailing in fragile Arctic waters. (Photo: hmtp.ru)
IMO thinking North Resolution A.1024(26). Adopted on 2 December 2009. GUIDELINES FOR SHIPS OPERATING IN POLAR WATERS IMO POLAR CODE - MAIN CONCERNS Construction provision Equipment Structures Subdivision and stability Accommodation & escape measures Directional control systems Anchoring and towing arrangements Main machinery Auxiliary machinery systems Electrical installation Operational Operational arrangements Crewing Emergency equipment Fire safety Life saving appliances and survival arrangements Navigational equipment Environmental Environmental protection and damage control
(Ref: STCW) CODE Section B-V/g* Guidance regarding training of masters and officers for ships operating in polar waters). Operations in ice require special skills if they are to be accomplished safely and efficiently. Certifications are to be recorded, where applicable, and the records updated. Recognize ice types and judge ice conditions. Interpret information from satellites. Plan a safe route. Seafarers must be able to Maneuver their ship safely in all types of ice conditions. All deck officers shall be able to relate the structural capability of the ice class of their vessel to the worst ice conditions for which it was designed. The goal of training is to reduce the risks of winter navigation and to ensure safe operations even in severe ice condition.
Arctic Countries Meeting. On 13 14 June, 2013. an Arctic Countries informal meeting on ice classes and the Polar Code was held at the Finnish Transport Safety Agency in Helsinki, Finland, Representatives from all Arctic Countries, except Island, participated in the meeting. The main purpose of the meeting was to discuss on possibilities to align the strength level of the IACS PC ice classes PC6 and 7 with the strength level of the Finnish Swedish ice classes IA Super and IA, or vice versa. Conclusions of the meeting: Ice classes Harmonization of the ice classes IAS and IA of the FSICR and PC 6 and 7 of IACS was not considered to be necessary. An approximate correspondence table on existing ice classes would be useful and it should be included in the Guidelines to be developed by the Organization. ^[1] It was agreed that recommendations on engine power of Polar Ships would be useful, and they could be included in the recommendatory part B of the Polar Code. The application of the ice class correction factors in EEDI to the PC 6 and 7 should be checked in the future. Regulations on ice strengthening in the Polar Code The current regulations on ice strengthening in section 2 of the Polar Code were found appropriate: [1] Refer to IACS Unified requirements for Polar Ships (UR I1 and 13 (Oct.2007) and UI I2 (Nov. 2010)
GAZPROM NEFT TRADING GMBH applies additional requirements to the crew experience and thecrews working on vessels operating in Arctic Area: The aggregate period of operation in Arctic Area for Master and Chief Officer shall not be less than one (1) year; The aggregate period of operation in Arctic Area for Chief Engineer and Second Engineer shall not be less than six (6) months; Four (4) Deck Officers excluding Master are required to be on board; The aggregate period of operation in Arctic Area for watch keeping Officers excluding Chief Officer shall not be less than six (6) months; Manning of the vessel should ensure three (3) men bridge operation at all times while in Arctic Area; All navigating officers should be provided with basic ice navigation training; Six (6) Deck ratings with watch keeping certificate and excluding Bosun are required to be on board; Riding Squat consisting of Bosun, Engine Fitter and Deck Fitter should be all the time available for emergency work on deck.
The Meeting agreed that ice strengthened ships, which do not meet the structural requirements given for Category B, would be included in Category C and their icegoing capability would be explained in the Polar Water Operational Manual. It was agreed that the definitions of ships categories should read as follows: Category A ship Category B ship Category C ship means a ship designed to operate in polar waters in at least in medium first-year ice which may include old ice inclusions in accordance with an ice class acceptable to the Organization. means a ship designed to operate in polar waters ice conditions other than those included in Category A with an ice class acceptable to the Organization means any ship which is not a Category A or Category B ship
Comparison Between the Ice Class Notations of Classification Societies
Offshore Vessel Operations in Ice and/or Severe Sub Zero Temperatures. Under development Guidance For Marine Terminals Impacted By Ice Or Sever Sub Zero Temperatures. Best Guidance document for transiting through NSR
OCIMF ICE WG The Polar Code has been revised one more time mostly the legal side of working out exactly how MARPOL (amendments to MARPOL Annex I, Annex II, Annex IV, Annex V) and SOLAS (New chapter XIII - Safety measures for ships operating in Polar waters) will be amended The draft Code as will be further discussed at IMO SDC in January. Limitations and Risk Assessment will be addressed in details: operations in low temperatures, operations in ice-covered waters, abandonment onto ice or land, ice accretion on ship s systems and components, lack of available response resources, availability of adequate reception facilities maximum expected time of rescue OCIMF has proposed IACS to work jointly on the Polar Code OCIMF GPC also approved in principle the joint work with NaRSuC relating to NSR routing
Typical Hazards When Operating In Cold Climate Extreme temperatures (- 50 C) Ships use same ice channel/ convoy: risk of collision Propulsion failure. Stuck in ice, crushing of hull or drifting aground. Remote from rescue and spare parts Lack of good ice reports/routing - Ice restriction vs. commercial pressure on Master Overstress of hull
Typical Hazards When Operating In Cold Climate Icing (stability, safety functions, cargo operations) Black-out (freezing of ship, crew, and difficult restart). Evacuation problems in ice Malfunction of fire fighting equipment Experience/competence Crew fatigue -additional work load, -low temperature, -noise/vibrations -24 hrs darkness
Ref: OCIMF Shipping Operations in the Arctic Region Winterisation requirements are not bound to ice class and may be applicable to ships without any ice class operating to ice-free Arctic ports where temperatures can be extremely low. A Classification Society will consider the following elements before assigning a Winterised notation: The design temperature requested by the ship operator, for example 50 C the selection of material grades, for hull structures and equipment, which are suitable for the design air temperature ice accretion criteria for stability calculations adoption of means to maintain engine room, steering gear, storerooms, accommodation and other essential spaces, at temperatures that are acceptable values for the crew and machinery sea inlet arrangements, to maintain the operability of cooling water systems protection of on-deck piping, e.g. by thermal insulation and trace heating heating systems for fresh water and ballast tanks to protect against water freezing in tanks and associated piping suitability of navigation equipment and systems for the anticipated conditions ice removal measures for deck working areas, e.g. steam hoses, manual tools, covers and non-slip/heated decks.
New Vessel Inspection Questionnaire Chapter 13 This section is to be completed if the vessel has an Ice Class Notation or has a valid winterisation certificate.
Key steps to the risk assessment process Identification of potential hazards and development of hypothetical risk scenarios Assessment of the level of risk Implementation of preventive or mitigating steps to reduce risk to an acceptable level Evaluation of the probability and consequences of each scenario Refinement of requirements in accordance with prevailing ice and weather conditions and requirements of flag states and authorities LOGO
Ref: OCIMF publication Shipping Operations in the Arctic Region Ice class notation; winterisation class notation ice certificate appropriateness of insurance coverage in place due to breach of the International Navigating Limits (INL). Ascertain limitations that may be described in individual charter parties, if applicable, or the ship s insurance double hull sufficient engine power available for use operational duration in propulsion machinery critical range (with particular reference to the harmonic constant of LNG membrane tankers) increased reserve bunkers, lubricants and stores, taking into account the effect of heavy ice on fuel consumption viscosity of hydraulic oils used in steering gear, stern tube and deck machinery compliance with items or procedures and precautions in place, as listed under Section 4.2.3 Vetting Assurance for Arctic Trading use of Ice Advisors (particularly if the ice navigation experience of the bridge team is limited) assessment of ice and weather forecast services convoy strategy, including ship s position in convoy
Ref: OCIMF publication Shipping Operations in the Arctic Region availability of icebreaker escort navigational risks in ice, including besetment crew experience and training increased manning levels (particularly bridge team) protection of crew against wildlife, e.g. polar bears additional Under Keel Clearance (UKC) to allow for ice accretion impact on draft and trim and reliability of survey information availability of ice management at the loading and/or discharge facility evacuation procedures into water, onto ice, or into a combination of the two maximum towing speeds and towing loads where applicable procedures for checking the integrity of hull structures description and operation of fire detection and fire extinguishing equipment in an Arctic environment any operating limitation of the ship and essential systems in anticipated ice conditions and temperatures.
Bridge Equipment Heated wheelhouse windows provision of equipment to assist with ice detection, e.g. high definition radars, infra red cameras searchlights number, position, type, method of control, power and suitability for operation in ice and snow enclosed bridge wings two speed/distance devices working on different principles, showing speed either over the ground or through the water provision of a satellite compass or equivalent system - conventional gyro compasses being unreliable at high latitudes two independent echo sounding devices to display/record depth under the keel equipment to continuously monitor ice conditions ice and weather information charts satellite navigation system (GPS and/or GLONASS).
Lifesaving and Emergency Equipment Lifeboats to be of totally enclosed design, or partially enclosed depending upon the anticipated climatic conditions for the voyage, with engines capable of being started in sub-zero temperatures Lifeboats to be provided with heating and doors to be trace heated Personal Survival Kits (PSK) provided for the number of persons onboard, when the mean daily temperature is less than 0 C Group Survival Kits (GSK) to be provided, for the number of persons onboard plus 10%, where ice may prevent the lowering of survival craft Adequate supplies of protective clothing, including thermal insulating materials for the expected conditions Fire pumps, including the emergency fire pump, should be in heated spaces or protected from freezing. Fire fighting equipment to remain operable under all anticipated conditions.
Courtesy of Nuka research and planning group OIL SPILL RECOVERY
(Cortesy of: WWF International Arctic Program, Oslo, Norway). Typical on-water dispersant response system Typical on-water in-situ burning system Typical on-water mechanical response system
USEFUL LINKS http://www.arcticlio.com/nsr_iceclasscriteria http://www.rosatomflot.ru/?lang=en http://www.ccg-gcc.gc.ca/icebreaking/ice-navigation-canadian- Waters/Regulations-and-Guidelines www.ocimf.com www.fni.no/insrop www.iacs.org.uk www.imo.com http://portal.liikennevirasto.fi/sivu/www/baltice/dvd (Ice Training Movie) Precautions in Navigating in Cold Climate CAMSS (http://camss.jblfmu.edu.ph/index.php/my-articles/41-iv-precautions-innavigating-in-cold-climate)
Questions? Tanker Vetting Service +44 207 6917671 tvs@interbravo.com www.tankervet.com