Improving and updating Arctic design standards for material, equipment and offshore structures for the petroleum, petrochemical and natural gas industries.
Seventy representatives from seven countries met for two days in St. John’s, Newfoundland and Labrador in early October 2013 to further the creation of standards for resource development in the Arctic.
The countries represented included Canada, U.K., France, Italy, Norway, Netherlands, and Russian Federation. It was the third annual meeting of the International Organization for Standardization’s (ISO’s) Technical Committee on Arctic Operations (ISO TC 67 SC8) which focused on advancements in standards with regard to (1) ice management (led by Canada), (2) escape, evacuation and rescue (Russia), (3) environmental monitoring (Russia), (4) working environment (Norway), (5) land extension and Arctic islands (Netherlands), (6) Arctic materials (Russia), and (7) physical environment (Norway). This technical committee is a follow-up to ISO 19906, which established Arctic design standards for material, equipment, and offshore structures for the petroleum, petrochemical and natural gas industries.
Out in Front
Recalling his first involvement in an ice management program in the Arctic in 2000-2001, Stephen Green commented on the current push to develop operations standards. He is Canadian chair of the ISO Canadian Mirror technical committee and general manager of Provincial Aerospace’s Environmental Services Division in St. John’s. “Now, with better technology,” Green said, “We are in a position to more effectively utilize oil and gas reserves, and with the reduction in Arctic ice, there is a commercial opportunity for shipping using the northern sea routes. The Arctic train is leaving the station,” he observed, “and you can’t stop it. You have three choices: You can either be on the train and influence its course, you can stay behind at the station, or you can be under the train.” He added that the technical committee’s focus is to be proactive and work together to develop standards for the protection of people, the environment, and assets. “Even if Canada decides not to drill in the Arctic,” Green said, “there’s drilling in western Greenland.
We have an obligation to make sure that risk is minimized. When someone is drilling outside your borders, it becomes a global issue.”
The International Oil and Gas Producers Association (OGP) has championed the development of Arctic standards since the committee was struck in 2011, noted Green. Industry representatives at the meetings included individuals from OGP, Husky Energy, Statoil, BP, Chevron, Shell, Gazprom (Russia), ENI (Italy), and TOTAL SA (France). Representatives from Petroleum Research Newfoundland & Labrador, Canada-Newfoundland and Labrador Offshore Petroleum Board, BN Petrole AFNOR (France), and the Petroleum Safety Authority (Norway) also participated in the meetings, as did the Canadian Standards Association and Standards Norway.
The technical committee convenes plenary meetings twice a year. The first meeting was in Moscow in November 2012, the second in Rotterdam in April 2013, and the next meeting will be in Paris in April 2014. The work groups continue to collaborate between meetings.
Progress & Planning
On October 2, the work groups with representatives from each country reviewed their progress to date, outlined the work that needs to be completed, and began to develop work plans. Votes were cast in a plenary session on October 3, with each country having one vote. “Bringing together international experts face to face is an essential part of the international standards development process,” said Paul Steenhof, project manager for CSA Group (Canadian Standards Association). “By meeting together, we’re able to start developing the work plans. This often occurs through a negotiation process where face-to-face time is critical.” Once a New Work Item has been accepted by the Subcommittee, the standard for that item is typically scheduled to be completed in three years, said Steenhof. If a four-year development track is required, ISO is notified.
The Ice Management standard, for example, is set to be finalized by the end of June, 2016. Stephen Green is vice-chair of the ice management work group (Robin Browne of Chevron Canada is chair), which encompasses ice, currents, meteorology, and icebreaking and ice management operations utilizing remote sensing, aircraft sensor, and radar data. Their work will culminate in the creation of a manual that will include checklists that oil companies will use in the development of their ice management plans.
António Simões Ré who is Canadian vice-chair of the ISO technical committee and also working group lead of the escape, evacuation, and rescue work group, likened the decision making process to that of the United Nations. “Countries have different approaches to legislation,” he said. “For example, traditionally, the Russians tend to be more prescriptive while Canadians are more oriented towards performance-based, so you have to work through that.” Simões Ré, who is a senior research engineer at the National Research Council of Canada’s Ocean and Coastal Rivers Engineering facility in St. John’s, noted that the biggest challenge for his work group is addressing the requirements of both onshore and offshore operations. Whereas winter conditions are severe in the offshore areas, onshore operations may benefit from temporary infrastructure such as ice roads which facilitate evacuation. He doesn’t think the hazards and challenges of working at the different latitudes in the North can be addressed by improving on existing technologies.
“A step change is needed,” said Simões Ré. “We need new ways of doing things, due to the remoteness and lack of infrastructure. The solutions will need to be more self-sufficient and robust.” He foresees either the development of designs that are fitted for all hazards and conditions that work in all seasons—but that do not do anything exceptionally well—or multiple types of evacuation technology that will be tailored for each season. While Arctic operations won’t provide a high-volume market for new technologies, Simões Ré sees this as an opportunity for companies to showcase their design capabilities, which will likely lead to applications in less challenging environments.
St. John’s was chosen as the venue for the meetings in Canada due to the high concentration of harsh-environment expertise residents here. “This has been an opportunity for Newfoundland and Labrador to truly become the Arctic gateway,” said Green. “If we can survive on the Grand Banks, it’s a great testing ground for the Arctic.” He added that Newfoundland and Labrador has the highest per capita involvement on the technical committee internationally.
Companies located in the province that were represented at the meetings include: Provincial Aerospace, AMEC Environment & Infrastructure, AKAC Inc., Iceberg Logistics Inc., Rutter Inc., Oceans Ltd., Oceanic Consulting, Deltaradar, and Virtual Marine Technology. OceansAdvance, the organization that represents the ocean technology cluster in the province, coordinated the event. “The entry of the International Organization for Standardization into the Arctic equation can be seen as a strong affirmation that the region is on the cusp of major development,” said Les O’Reilly, executive director of OceansAdvance, “especially across the oil and gas industry, including the ocean technology sector.”
The National Research Council of Canada (NRC) on the Memorial University campus hosted the event. Financial and logistical support for the October meetings was provided by NRC. Atlantic Canada Opportunities Agency and the Government of Newfoundland and Labrador’s Department of Innovation, Business and Rural Development provided financial support, and the City of St. John’s provided logistical support.
Bottom Line: Standards + Cooperation = Safety
Characterizing Canada’s effort with regard to the technical committee, Green said, “When it comes to the Arctic, we have the federal and provincial governments and the private sector working together. We’re all on the same oar, which does not happen in a lot of countries.” Steenhof said the Arctic is “a huge priority”—not only because of its high concentration of natural resources, but also because of the necessity to ensure sustainable economic development as well as environmental protection—noting a recent protest by Greenpeace in the Russian Arctic.
“I attended a meeting last week with senior representatives of oil and gas producers,” he added, “and they emphasized the need for safe operations in the Arctic. Operational standards are of critical importance in this regard—to the oil companies in particular. They need the social license to operate in the Arctic, and standards help them achieve that.”
(As published in the January/February 2014 edition of Marine Technology Reporter - www.seadiscovery.com)
designs that are fitted for all hazards and conditions that work in all seasons—but that do not do anything exceptionally well—or multiple types of evacuation technology that will be tailored for each season. While Arctic operations won’t provide a high-volume market for new technologies, Simões Ré sees this
Safe, fast and efficient vessel evacuation has long been a top concern of the marine industry, a fervor sure to be renewed with vigor in the wake of last month's terrorist activities in the U.S. and heightened securities being formulated for all transportation industries. New research being carried
Trials measuring the ship evacuation performance of passengers in conditions including smoke and rolling motion are being conducted as part of a research project led by British Maritime Technology Ltd. (BMT) and co-funded by the European Union. The goal: produce a FIRE-EXIT simulation tool that will
regarding a quick and easy escape during emergency situations. Current systems require all persons onboard to assemble as the same deck level for evacuation for lifeboats, marine evacuation systems (MES) or inflatable life rafts. In essence, there is a potential problem in the pressure created by such larg
. part of the Eureka R&D project, which is planned to be completed by September 2004, covers issues connected with fire and structural safety, evacuation, reduction of emissions into the air and minimization of releases to the sea. Besides the general management, Fincantieri will be in charge of
will be available onboard all Celebrity newbuilds - steadfast in his quest for eternal vigilance. MR/EN: How would you improve upon the current evacuation procedures on cruise ships? Demetrios Kaparis: I would add at least eight separate evacuation towers ensuring correct integrity of main bulkheads
on the future battlefield. Information dominance will fuel the speed of the conflict not only allowing but also requiring the more rapid medical evacuation of casualties to higherlevel medical treatment for definitive care without sacrificing quality of care. At the same time enhancement of the "Golden
consequences of a disaster. In this context, ongoing efforts are being made to further the tightening-up of the standards and procedures governing evacuation and safety on board ships. With the opening of a new research and training centre for fire and evacuation safety, Beele Engineering of Aalten
Troy on his shoulders. The story of Aeneas has inspired the name of a new computer tool developed in Germany for simulating and optimizing passenger evacuation from ships. Aeneas offers shipyards and shipowners a means of performing fast and reliable analysis of the evacuation process, providing increased
turbine platform, and an aluminum access gangway arranged with a telescopic frame which facilitates the transfer of equipment to the platform. A back-up evacuation process is arranged by using the workboat to transfer technicians from the turbine access ladder in an emergency. The vessel has a small pallet lift
manual and installed damage control capability. Based on this limitation to immediately mitigate fire progression in the deckhouse, the ability for evacuation capability especially since all life boats are located on the deckhouse levels is also restricted. The average breach or flashover time from primary
MR Professional www.MaritimeProfessional.com Technology Associates, Inc. Bringing Engineering to Successful Fruition ? Naval Architecture Services ? Marine Engineering ? Design Services ?ŽY?l??ÐOŽYEwsYs?l?AOŽY ? Regulatory Liaison ?/Y?ÐGÐOŽY?AYE^??|G?
This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers’ guide, it includes the names and addresses of the world’s leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and
P PRODUCTS NEW FROM NORSHIPPING MIROS Speed Through Water OSM Maritime’s OSM ON Miros launched Miros Speed Through Water, a OSM Maritime dry-mounted, radar-based system. “Access to ac- introduces OSM curate speed through water data will enable im- ON, which uses provements in the application of ship
P PRODUCTS NEW FROM NORSHIPPING Shell Brings 58% Cost Savings Shell Marine’s medium-speed engine oil Shell Gadinia proved its value with PT Indo Container Line (ICON Line), which con? rmed that reduced lubricant consumption led to longer oil-drain intervals and costs down by 58%. Calculations made
P PRODUCTS NEW FROM NORSHIPPING Wärtsilä Unveils Navi-Planner Wärtsilä unveiled its new Navi-Planner voyage planning and optimization solution, developed by Transas, a Wärtsilä company. The new Navi- Planner makes use of the connected ECDIS. The new connectivity allows tedious onboard voyage planning
T TRADE SHOW NORSHIPPING 2019 was for a 14,000 TEU container ship. closely behind, there was a palpable by arti? cial intelligence and underlying data infrastructure”, Kongsberg Vessel Each vessel design was modi? ed from a tension from maritime stakeholders at- algorithms. Insight is a combination
T TRADE SHOW NORSHIPPING 2019 lished by the UN Global Compact, a UN sponsored group to assist companies in aligning their operations with UN principles, the strategy laid out 17 “Global Goals” divided into the categories of a healthy, produc- tive, and well-governed oceans. “All the 17 goals are deeply
T TRADE SHOW NORSHIPPING 2019 sels. Once the Yara Birkeland and ACS stated that “the ship is not depending on ing satellite communications company gration for autonomous marine compo- are placed into operation, the command interfacing with the shore control”. Rath- INMARSAT, Monohakobi Technology nents.
T TRADE SHOW NORSHIPPING 2019 Photo: Greg Trauthwein NorShipping: A “Koselig” Event By Joseph DiRenzo, PE a gathering of competitors keen on siz- helmsen’s main of? ce in Lyskaer. ing one another up and more of a gather- Tom Eystø, CEO of Masstery, said the AUTOMATION KOSELIG ing of old colleagues and
T TECH FILES ROBOTICS & DRONES ‘Blade Crawlers’ Could help to keep offshore wind farms generating Drones and crawling robots out? tted photos and looking for visible damage, tions that may signal larger, subsurface spot so that the location of subsurface with special scanning technology could like
T TECH FILES FUTURE FUELS Rendering of a bulk carrier for the trans- portation of lique? ed hydrogen by Moss Maritime, Wilhelmsen Ship Management, Equinor, and DNV-GL. Photo credit: Moss Maritime. fjords, Svalbard, the austere arctic island ing capability. CAPEX and OPEX” said Mr. Skogan. A
T TECH FILES FUTURE FUELS Hydrogen: The rise of bulk Hydrogen in Norway By Joseph DiRenzo, PE Imagine a power distribution network where excess renewable energy from hydropower, wind, solar, and nuclear energy is converted to hydrogen and used as transportation fuel in the mari- time industry. With the
N BY THE NUMBERS $60B The estimated annual potential cost of the move to low-sulfur fuel. “The switch to low-sulfur fuel will require operational and engineering actions, which, if not done properly, can have a wide-ranging impact. The switch will also have wider implications for the fuel supply chain
N BY THE NUMBERS SHIPPING LOSSES DROP, NEW DANGERS EMERGE As the maritime industry digests a host Emissions Compliance of new emission and fuel regulations, in On the regulatory side, emissions com- tandem with a fast-evolving technologi- pliance, most immediately in regards to cal evolution that
A CAPABLE USCG INVESTING IN SHIPS & BOATS “The Coast Guard is building ships. We’re planning to build 25 Offshore Patrol Cutters, we’re still building Fast Re- “I want a Ready, Responsive and Relevant sponse Cutters, we’re building National Security Cutters, we’re positioned to start building Waterways
Offshore Wind One-stop power conversion With the United States and China about to start their respective offshore wind build-ups, grid operators wondering about the ef? ciency of their turbines or the emissions-areas compliance of their wind-service vessels will be warmed to know there’s someone they can
S SOFTWARE: THOUGHT LEADERSHIP Reclaim your ‘in’ box s the most universal method nied a connection. B FLEET ARE of electronic communication After a connection is established with MONITORING yet devised, e-mail is ines- a reputable mail relay server, each in- FOR RED Acapable – even at sea. Yet its
S SOFTWARE: THOUGHT LEADERSHIP Compass leads the way As YILPORT Rolls Out the Navis’ Compass Visual Work? ow Management Application, the collaborative tool promises improved planning and greater visibility across ? ve terminals. And, that’s just the beginning. By Joseph Keefe n May, Navis announced that
D DESIGN: BACK TO THE DRAWING BOARD Figure 2: Sketch of WISES, the 100+ Knot Vessel Soviets made a signifcant investment in this concept, but it stalled during Glas- nost. Interestingly, new technologies such as composites, digital fight control, and much better engines, could move this concept ahead
D DESIGN: BACK TO THE DRAWING BOARD Rik van Hemmen Rik van Hemmen is the President of Martin & Ottaway, a marine consulting frm that specializes in the resolution of technical, opera- tional and fnancial issues in maritime. By training he is an Aerospace and Ocean engineer and has spent the majority of his
I INSIGHTS: GHG EMISSIONS can quickly change the paradigm and improved vessel utilization, less addi- have vessels speed up to meet supply tional capacity would be required. Like- chain demands. wise, digital technology and improved It is results such as these which likely connectivity will support next
I INSIGHTS: GHG EMISSIONS Gurinder Singh Gurinder Singh is Director of Global Sustainability, at ABS. Course to Low Carbon Shipping n a collective call to action for the decarbonization of shipping last year, 34 signatory CEOs from the Iindustry made clear that efforts to signi? cantly lower the
ar- national Electrotechnical Commission required. Maritime Medical Assistance Worldwide • Medical services for crew members in the Ports of Call • Evacuation and repatriation services for crew members and passengers, including doctor’s escorts on commercial flights/air ambulances • Home country treatment
I INSIGHTS: GOVERNMENT UPDATE Dennis L. Bryant Dennis Bryant is with Bryant’s Maritime Consulting, and a regular contributor to Maritime Reporter & Engineering News as well as online at MaritimeLogisticsProfessional.com. firstname.lastname@example.org Maritime’s Cyber Alert or some years now, the mari- time