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DNV serving the energy industry | CONTENTS |

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SERVICES OVERVIEW
u Operating in the Arctic with confidence 6

OFFSHORE CLASSIFICATION
u Assuring safe and responsible operations in the Arctic 8

SUBSEA TECHNOLOGY
u Arctic pipelines: the backbone of hydrocarbon transportation 10

TRANSPORTATION SOLUTIONS
u Ensuring safe operation of ships in Arctic climates 12

ICE AND STRUCTURES

u Safe and economical design for ice loads 14

RESEARCH AND INNOVATION

u Building new knowledge for Arctic developments 16
 | ARCTIC OPERATIONS AND TECHNOLOGY |

Global demand for energy is driving a surge of activity in the Arctic, one
DNV SERVICES TO THE ENERGY INDUSTRY of the great frontiers of our time. To harvest the region’s resources, industry
u Enterprise Risk Management must tackle its extreme climate, with constant hazards from ice, cold and
u SHE Risk Management
u Technology Qualification darkness. The potential reward is balanced by tremendous environmen-
u Verification

u Offshore Classification
tal risks to the region’s delicate and complex ecological system. The
u Asset Risk Management consequences of failure could be immense. Added to this are significant
u Training

u IT Risk Management
human and asset risks. Safe solutions are therefore required for energy
u Certification
production, transportation and emergency response in the Arctic.

| ARCTIC OPERATIONS AND TECHNOLOGY | Meeting the challenge of a new frontier

TARGET SEGMENTS DNV is a pioneer in risk management in the polar regions, dating back
Through these services, our teams of highly qualified to vessel classification during the early days of Arctic and Antarctic
professionals deliver cutting-edge solutions to customers
across the industry:
scientific exploration. We remain committed to leadership in this sector,
u Deep and ultra-deepwater field development with a comprehensive range of services, including offshore classification,
u Floating offshore installations

u Fixed offshore installations

transportation solutions, subsea technology and ice load design. We
u Offshore and onshore pipelines

u Natural Gas/LNG
help the industry manage the risk of producing and transporting oil and
u Refining and petrochemicals gas in the Arctic, successfully, responsibly and with confidence.
u Power generation and transmission

u Wind, wave and tidal energy

u Arctic operations and technology

u Operations excellence

u Carbon capture and storage

PAGE 4 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology | ARCTIC OPERATIONS AND TECHNOLOGY |
| Transportation Solutions | Ice and Structures | Research and Innovation |

THE BUSINESS LIFE CYCLE

DNV – assisting companies in the

energy industry along the entire
life cycle to safeguard and improve
business performance

PROJECT
PHASES:

STRATEGY FEASIBILITY DESIGN CONSTRUCTION INSTALLATION & OPERATION & DECOMMISSIONING

& CONCEPT COMMISSIONING LIFE EXTENSION
SELECTION

DNV ENERGY
DELIVERIES: ENTERPRISE RISK MANAGEMENT

SHE RISK MANAGEMENT

TECHNOLOGY QUALIFICATION

VERIFICATION

OFFSHORE CLASSIFICATION

ASSET RISK MANAGEMENT

PAGE 6 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
SERVICES OVERVIEW
Operating in the Arctic
with confidence
Energy and transportation activity in the Arctic require taking on
considerable operational and environmental challenges. DNV helps
you to operate with confidence under these extreme conditions.
DNV has a long history working with ships
and structures in ice. The first requirements
for additional ice strengthening were set in
1881. Fridtjof Nansen’s famous Arctic expedi-
tion ship Fram, built in 1892, was classed to
DNV rules.
In the years that have followed, DNV has
become the leading classification society for
vessels operating in ice. We assess the various
risk elements known from ship operations
worldwide, along with the additional risks
for Arctic conditions.
The design of pipelines subject to Arctic condi-
tions is a developing discipline and DNV is
currently engaged in developing new design
guidelines and recommended practices. We
are developing a strong capability for research
into Arctic technology.
CASE:
ARCTIC LNG
LNG TRANSFER
AND SHIPPING
ARCTIC CHALLENGES
The Arctic regions hold 25 percent or more
of the remaining oil and gas reserves world-
wide. This situation, along with increasing
demand for hydrocarbons and declining
reserves elsewhere, has made the Arctic a
priority for many oil and gas companies.
The Arctic poses numerous challenges, such as:
u In many areas, a threat to both ships and
platforms from the near-constant presence
of sea ice and icebergs
u Problems from superstructure icing, in
terms of operating equipment and
personnel movement
u Significant problems in pipeline transport,
power supply, search and rescue, and
other operations, as a result of long
distances to shore
u Difficult working conditions for crews
because of extreme cold, darkness and
isolation
| |
Extreme conditions, with ice and very low tem-
peratures put stricter than normal demands on
ships, equipment and crew. The Arctic region
is defined as particularly sensitive: a vision of
zero discharge is commonly accepted. Various
organisations and authorities are preparing for
increased activity in the Arctic, operating to
these highly demanding standards.
Bergesen Worldwide Gas, Rolls-Royce Marine,
Framo Engineering, DNV, MARINTEK, Gazprom
and Gazflot have formed a joint project to
develop safe and cost effective operational
procedures for ship-to-ship transfer of liquefied
natural gas (LNG) in open Arctic waters. The
transport chain includes transport of LNG pro-
Our multi-
disciplinary
project teams
help you solve
the challenges
of the Arctic.
u Providing adequate oil spill equipment,
production equipment and emergency
response measures in icy, inaccessible areas
u Vulnerability to climate change, which
can create more severe physical, environ-
mental, social and economic conse-
quences in the Arctic than other areas
u Uncertainties posed by climate change
making it difficult, for example, to judge
whether ships and platforms should be
designed for warmer conditions, or
extreme variations and worse conditions
DIVERSIFIED DNV SERVICES
DNV offers a wide variety of services in its
traditional areas of Energy, Maritime and
Research. These are augmented by the
strong capabilities of other departments
within DNV.
DNV has become the leading classification
society for vessels working in ice and is con-
tinuously increasing its market share both
duced onshore in Northwest Russia, by shuttle
tankers strengthened for ice conditions, transfer
to conventional large LNG vessels in ice-free
waters, and then transport to customers.
The project involves the investigation of several
technical and operational challenges. It assesses
challenges in each phase of a ship-to-ship (STS)
operation, from the initial approach through
mooring/cargo transfer/unmooring and finally
separation of the vessels. Each of the phases
will have operational limits. Part of this project
will be used to investigate how these limits
vary as functions of vessel characteristics,
transfer system design, mooring systems and
cargo hose design.
| ARCTIC OPERATIONS AND TECHNOLOGY |
We are developing new
Risk management is vital in guidelines for Arctic
extreme conditions. operations.
for maritime and offshore cold climate classifi- The full range of our services for Arctic oil are fulfilling our vision, by helping the
cation activities. This position is largely due and gas projects includes: industry in its efforts to develop the Arctic
to DNV’s independence and experience in u Concept and feasibility studies region safely and responsibly.
harsh environments. u Environmental studies and assessments
u Health and safety risk assessments
Over the past 20 years, DNV has addressed
u Regulatory reviews and assessments
winterisation of offshore units working in
u Technology qualification
the high north, as the operating envelope is
u Material selection for low temperatures
extended for colder and more ice-bound
u Geotechnical engineering and founda-
environments.
tion design
With respect to pipelines and subsea equip-
u Business and project risk
ment for cold regions, DNV’s combination
THE FUTURE
of innovation and experience has been used
to address and qualify technology gaps in The Arctic offshore regions offer both tre-
exploration, construction, installation, opera- mendous challenges and opportunities.
tions and maintenance. DNV’s vision is to make global impact for a
safe and sustainable future. The Arctic is
DNV has recently developed a strong research part of this ‘big picture’.
and innovation capability in Arctic techno-
DNV is engaged in developing new methodo-
logy. Current study topics include human
performance in cold climates, emergency logies, understanding the Arctic risk agenda,
evacuation, extreme ice features and safe and working hard to manage risks and
ship operations. improve safety. Through these activities, we
|
CRITICAL ISSUE:
Increased oil and gas transport from difficult
environments.
SOLUTION:
Joint Industry Project (JIP).
KEY DELIVERABLES:
Common guidelines for STS operations.
VALUE TO CLIENT:
Safe, cost efficient energy production and
transportation.
PAGE 8 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
OFFSHORE CLASSIFICATION
Assuring safe and responsible
operations in the Arctic
The Arctic is a highly demanding operating environment. DNV is a
pioneer in offshore cold climate classification and continues to lead
this evolving field.
LONG HISTORY IN ARCTIC
ENVIRONMENTS
Not surprisingly, given our Norwegian roots,
DNV has a long history working with ships
and structures in ice. The first requirements
for additional ice strengthening were set in
1881. The famous Arctic expedition ship
Fram was classed to DNV rules when it was
built for scientist and explorer Fridtjof
Nansen in 1892. The ship, an innovative
design by British naval architect Colin Archer,
was later used in 1911 for Roald Amundsen’s
pioneering expedition to the South Pole.
In the years that have followed the Fram expe-
ditions, DNV has become the leading classifi-
cation society for vessels working in ice and is
continuously increasing its market share both
for maritime and offshore cold climate classifi-
cation activities. This position is largely due to
DNV’s independence, experience in harsh
environments, and for more than a century,
unchanging commitment to ‘safeguard life,
property and the environment’.
CASE:
FRAM
WORLD’S STRONGEST
WOODEN ARCTIC
VESSEL
ASSURING CONFIDENCE
IN OPERATIONS
Today, there is increasing focus on oil and
gas activities in cold climate regions, where
environmental conditions pose technological
and operating challenges for offshore installa-
tions and crews. Many of these regions are
considered to be pristine and vulnerable
ecosystems. The world expects high standards
of health, safety, environmental performance
and reliability and is watching carefully to
make sure that they are achieved. DNV
works closely with operators, owners, and
contractors of offshore facilities to ensure
that requirements for safe and environmen-
tally responsible operations are established
and fulfilled.
Over the past 20 years, DNV has addressed
winterisation of offshore units working in
the high north, as the operating envelope is
extended for colder and more ice-bound
environments. Both we and our clients
understand that although existing projects
| |
Fram, a three-masted schooner powered by a
steam engine, was launched in 1892. Fram
was reputed to be the strongest wooden ship
ever built and the one that sailed closest to
both poles.
The vessel was built by the famous ship con-
structor, Colin Archer from Larvik, Norway.
Guided by DNV classification rules, Archer
designed and built Fram to withstand the
effects of high ice pressures on the hull, on its
way to the North Pole.
On its first expedition with scientist Fridtjof
Nansen, the ship demonstrated its capabilities
in the ice.
DNV is a pioneer in cold
climate classification.
provide the building blocks that bring Arctic
development within reach, significant risks
remain that require additional cross-party
understanding, high investment, and often,
technology development.
A FULL RANGE OF SERVICES
Some of the services that DNV Offshore
Classification offers in support of offshore
cold climate operations include:
u Long term specialist experience with
cold climate applications, including
new-build classification, upgrade and
reclassification, and damage assessment
u Main and additional class notations for
ice interaction, winterisation and envi-
ronmental performance, similar to those
offered for Arctic and ice-class shipping
u Classification in principle, from early
concept stage, for innovative offshore
exploration and production solutions
u Tailored class notations for special equip-
ment and offshore marine operations
Where other ships had been smashed to pieces
by ice pressures, the innovative design of the
ship’s hull raised it above the ice. Fram came
through with flying colours and returned to
Norway in 1896.
Two years later, the vessel was refitted and
headed out on yet another expedition. The
initial objective was Roald Amundsen’s journey
towards the North Pole, but instead the destina-
tion turned out to be the South Pole. Once
again, Fram withstood the strains and hard-
ships of the polar oceans. The vessel safely and
successfully carried Roald Amundsen and his
crew to the Antarctic and back.
| ARCTIC OPERATIONS AND TECHNOLOGY |
Arctic operators
must meet
demanding
We help you operate safely environmental
in Arctic conditions. expectations.
u Guidelines for use of DNV offshore clients and societies to also adapt to an evolving
standards in Arctic environments classification scope. We are fully committed to
u Specialist advice and assistance for risk this need and to working with our clients to
sensitive aspects in ice, such as mooring execute it.
system design, ice management, global and
local ice loading, escape and evacuation
With respect to offshore exploration and pro-
duction in Arctic environments, DNV believes
that classification is tremendously valuable in
managing risk for owners, operators, yards,
maritime authorities and other stakeholders.
However, we are never complacent about the
challenges of achieving safe design and opera-
tion in these environments. We believe that to
give confidence in safety, evolving classification
must also consider new safety-critical areas such
as operating philosophy, human factors, ice
management and disconnection systems.
Therefore, while DNV delivers the highest
levels of standardised service, we expect that
responsibly managing safety in non-traditional
operating environments requires classification
|
CRITICAL ISSUE:
Building wooden vessel to withstand polar ice.
SOLUTION:
Developed world’s strongest wooden vessel.
KEY DELIVERABLES:
Classification of the vessel.
VALUE TO CLIENT:
Client reached the South Pole ahead of the
competition.
PAGE 10 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
SUBSEA TECHNOLOGY
Arctic pipelines: the
backbone of hydrocarbon
transportation
Designing and installing Arctic pipelines is an extremely complex process,
with significant consequences of failure. We help clients execute it safely.
Although the first Arctic pipelines were
designed, installed and operated more than
30 years ago, the design of pipelines subject
to Arctic conditions is a developing disci-
pline and the need for industry standards is
critical. This requires a combination of
innovation and experience to address and
qualify technology gaps in exploration, con-
struction, installation and operations, as
well as maintenance of Arctic subsea equip-
ment and pipelines.
CASE:
ARCTIC PIPELINE JIP
DNV CODES AND
STANDARDS
UNIQUE CHALLENGES
Oil and gas developments in offshore Arctic
and sub-Arctic regions involve unique chal-
lenges. Individual solutions and facilities
may be needed that are both economical to
build and safe to operate.
Some issues can be addressed through
expanding the scope of applicability of exist-
ing DNV pipeline standards. One example is
strudel scour, a seasonal phenomenon of river
water flow over frozen shore-fast ice. The
velocity and volume of water under the ice can
scour holes into the seafloor, generating long
free spans of pipeline. The resulting vortex
induced pipeline vibrations can be evaluated
by traditional free span design methodology.
In ice-infested areas of moderate water
depth, ice scour from ridges and stamukhi
(also known as ice bergs) impact the design
of seabed infrastructure, including well-
heads, trees, flow lines, umbilicals, and in
particular, pipelines.
| |
DNV has a long tradition in offshore pipe-
lines related services, dating back to the
start of the oil age in the North Sea. The first
DNV rules for submarine pipelines were
launched in 1976.
The most recent version of DNV-OS-F101
was issued in 2008. This standard reflects
state-of-the-art technology for the pipeline
industry, from design to operations, while
still in compliance with ISO 13623.
DNV-OS-F101 is an industry standard sup-
ported by a large number of Recommended
Practices (RPs).
We solve complex
pipeline challenges
through innovation
and experience.
The design of Arctic pipelines is
a developing discipline.
Additional problems include Arctic pipeline
construction and installation issues for
trenching, well intersection evaluations, as
well as Arctic pipeline operations, including
leak detection and monitoring and pipeline
repair. Flow assurance and long tie back dis-
tances may also add complexities.
SHORE APPROACHES
The design of shore approaches is much more
problematic in areas with sea ice, than in other
locations. The reasons can include near-shore
environmental sensitivity, coastal regression,
permafrost, and deep burial required to prevent
damage from ice gouging in the shallow water
areas. Most of the land surrounding the Arctic
Ocean is underlain by permafrost. Permafrost
is a significant issue for pipeline design: heat
input from a buried warm oil pipeline can
cause subsidence of ice- rich permafrost, thus
overstressing the line. This is a well known
issue for land pipelines, but there is somewhat
limited experience with it in offshore
environments.
The RPs are the outcome of dedicated Joint
Industry Projects (JIPs) defined and sup-
ported by the industry. A large number of
RPs are available on a number of topics such
as free spanning pipelines, pipeline protection,
bottom stability, trawl impact, corroded
pipelines and subsea repair. Several more are
in progress.
For Arctic pipelines, no industry practice
exists, although research and development
is ongoing and company specifications are
being developed.
ICE SCOUR
In shallow, ice infested waters in the Arctic
region, subsea equipment and pipelines areas
are subjected to gouging ice keel features
from ice ridges, stamukhi and ice-bergs.
While, in many cases, it is relatively simple to
safely design an extreme burial depth or deep
glory hole, the design may be extremely costly,
impractical or impossible to construct, due to
complications with permafrost, trenching
equipments or confined operational envelope
for example.
A probabilistic approach is often proposed as
a tool to determine an economical minimum
burial depth with acceptable risk for pipe-
lines. However, it is difficult to assess the
prevailing uncertainty related to ice scour
events, the interaction process between the
ice keel, the seabed and the pipeline and
eventually, the ultimate strain capacity in
the pipeline.
|
CRITICAL ISSUE:
A Recommended Practice for Arctic pipelines.
SOLUTION:
JIP to assess, discuss and qualify methodology.
KEY DELIVERABLES:
Guidelines for good industry practices.
VALUE TO CLIENT:
Access to best industry-accepted design
approach.
| ARCTIC OPERATIONS AND TECHNOLOGY |
Arctic conditions pose unique
challenges in material selection.
Complex integrated models are needed and This, in combination with very low tempera-
pipe-soil interaction models for gouge events tures, must be considered when material and
are currently being developed by a number weld procedures are selected and qualified
of parties, with the objective of developing for strain-based design purposes.
design procedures and qualifying 3D geo-
technical models. Control of structural integrity in the installa-
tion and operation of oil and gas pipelines is
MATERIAL ISSUES critical, especially in Arctic areas where the
Subsea pipelines in Arctic conditions are not environment is especially vulnerable. The
necessarily in ‘extreme cold’ environments. risk of fractures occurring due to presence
The minimum seabed temperature is often of defects or cracks must be tightly controlled,
greater than 4°C, which is comparable to and appropriate safety levels must be
typical deep ocean temperatures. In contrast, assured. Therefore the maximum allowable
the landfall area and onshore pipelines might flaw sizes are often very small for Arctic pipe-
experience temperatures of -40°C or lower. lines exposed to high strains. In some cases,
they can be similar to acceptance criteria for
Historically, most pipeline installations world- steel catenary risers.
wide have utilised traditional stress-based
design principles. These design applications
pose limited challenges in terms of pipe mate-
rial property requirements and weld procedure
qualification requirements. However, both
onshore and offshore pipelines operating in
Arctic areas may be exposed to high strains.
PAGE 12 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
TRANSPORTATION SOLUTIONS
Ensuring safe operation
of ships in Arctic climates
In Arctic environments, the challenge of vessel operations takes on new
dimensions. DNV’s ice classification and winterisation services help to
ensure safe operations.
Stricter international rules and regulations,
as well as advances in tanker design and
operation, have significantly improved the
tanker industry’s safety record. The chal-
lenge is to continue this positive trend, as
oil and gas transportation extends into
Arctic areas.
NEW OPERATING RISKS
DNV focuses on the added risk in moving ship
operations from worldwide trade into Arctic
and Baltic areas. We examine the various risk
elements known from ship operation world-
wide and analyse the additional risk for
these elements. We then put a focus on the
identified risk elements, in order to find
methods of mitigating the different risk ele-
ments. If the probability of incidents is
assumed the same in cold areas as in tempered
climate, the risk will be larger, because the
consequences of a potential incident in cold
areas may be far more severe.
CASE:
ICE LOAD
MONITORING
INFORMING THE
BRIDGE OF HULL
ICE LOADS
ADDITIONAL REQUIREMENTS
Our basic rules cover the necessary strength
for the hull and propulsion system for given
ice conditions. However, additional require-
ments may need to be met, in order to obtain
clearance to operate vessels in certain specific
ice conditions and geographic locations.
The skill and experience of the crew has a
direct impact on the safety level of the opera-
tion in cold climate. Human performance is
claimed to be the most important risk factor
when moving oil and gas transportation from
worldwide into cold climate operation.
Most ship operations are more difficult to
execute correctly in ice and low temperatures.
In such conditions, experienced crew are
required in order to maintain the same
safety level as expected in typical worldwide
operations.
| |
One of the identified risks when navigating
through ice-infested waters, is operating the
ship within certain safety limits, to avoid
damage to hull or machinery. We have
developed a system to monitor actual ice
loads acting on the hull and present the
response as a ‘utilisation factor’ on a display
on the bridge.
The ice loads are measured by fibre optic
strain sensors. Together with navigational
and machinery data, the information is dis-
played at bridge or stored on a computer.
Cold
climates
increase
operating
risks.
Our classification rules are
tailored to ice conditions
and operational purposes.
SPECIAL CONSIDERATIONS
When dealing with extreme cold climates
such as the Arctic, special considerations for
safety, environment and operation are
required. The following aspects of operations
must be examined:
u Crew training to react and function effi-
ciently in low temperature environments
u Fitness for purpose of vessel design and
steel quality
u Cargo handling routines
u Safety functions
u Fire fighting contingencies
u Life boat arrangement
u Emergency towing arrangements
ICE CLASSIFICATION RULES
DNV has a complete set of ice classification
rules for both the Baltic and the Arctic. The
DNV Baltic Rules, which includes the rules
issued by Finnish and Swedish authorities
The system also utilises satellite-based ice
information displayed on the electronic dis-
plays for route planning.
| ARCTIC OPERATIONS AND TECHNOLOGY |
We help minimise
crew-related risks.
(FMA), are intended for ships operating The Winterised notation is divided into To ensure quality of sleep and acceptable
either in first year ice in broken channels three different levels, depending on area of comfort onboard, DNV has a Comfort Class
prepared by an icebreaker, or in open water operation. notation, certifying that the ship fulfils require-
with small ice floes. For the Arctic regions, ments for noise, vibration and climate.
DNV has developed a set of rules with different Winterised Basic: For ships operating in cold
requirements, depending on operation pur- climate for limited periods. It also applies to
pose and ice conditions. ships operating in open waters at low tempera-
tures where risk of icing is present.
In March 2008, the new International
Association of Classification Societies (IACS) Winterised: For ships that already hold
common rules for polar ships came into Baltic classification and are operating in
force. This is a common set of rules for hull cold climates for longer periods.
and machinery for ships to be operated in
Winterised Arctic: For vessels operating in
Arctic waters.
harsh Arctic environment for longer periods
of time.
WINTERISATION
In addition to the requirements for hull and HUMAN FATIGUE
propulsion, DNV has developed an additional
Extreme low temperatures, limited daylight
set of notations called Winterised. These nota-
during winter periods, as well as noise and
tions include requirements to maintain vessel
vibrations from navigating in ice may lead
operability in ice and at low temperatures, as
to reduced rest quality when the crew is off
well as safe operation of the ship.
duty. The resulting exhaustion may lead to
increased risk levels for accidents.
|
CRITICAL ISSUE:
Operating within ice load design limits.
SOLUTION:
Ice Load Monitoring (ILM) system.
KEY DELIVERABLES:
Fibre optic sensors, software and display on bridge.
VALUE TO CLIENT:
Reduced risk of hull damage.
PAGE 14 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
ICE AND STRUCTURES
Safe and economical
design for ice loads
The question of global design ice loads is a critical issue for operators,
designers and regulators working in the Arctic. It has significant
implications for the economic viability of Arctic offshore.
Offshore petroleum exploration in Arctic
regions is in its fourth decade, yet there is
still a remarkable divergence in the calcula-
tion of design ice loads for Arctic offshore
platforms. In addition, impacts from ice may
generate high local ice pressures, causing
damage or failure of small but critical areas
of structures and/or ships.
The question of global design ice loads is a
critical issue facing Arctic operators, designers
and regulators. The issue transcends any
disagreements that may exist across the
industry on loads from waves, winds, currents
or design methodologies.
The issue also has severe implications on the
economic feasibility of Arctic offshore produc-
tion, as well as future exploration activity. This
is ever more so, as recent license rounds have
renewed interest in the design of structures
and facilities to explore and produce hydro-
carbons in Greenland, the US and Canadian
Beaufort Sea, the southern Barents Sea off
CASE:
ARCTIC JACKUP
ICE LOADS
northern Norway and the Chukchi Sea
between Alaska and Siberia.
THE PHYSICAL ENVIRONMENT
DNV has carried out extensive reviews of ice
data around the world. We maintain relation-
ships with various research institutes which
collect and analyse the data. Information on
winds and currents is also needed for design
and we have reviewed some of this data.
GLOBAL LOADS
Ice loads depend on geographical location,
season, ice feature type, interaction scenario
and structural configuration. Structures must
be designed for rare or frequent environmen-
tal events, including interactions with sea ice
(first-year or multi-year) and icebergs.
Research on ice loads over the past several dec-
ades has improved understanding of these
loads, especially for level ice conditions.
However, comparative studies show that pre-
dicted loads for ice regimes vary significantly.
| |
To minimise and resist ice loads, StatoilHydro
has proposed a drilling platform that uses a
strong central leg, along with a combined
template and platform docking foundation.
The foundation will be piled to the sea floor.
The barge-deck will be jacked up, bringing
the column top in line with the main deck.
The governing ice loads are based on the
action of first-year ice ridges. The 100-year ice
loads obtained by the probabilistic approach
were compared with deterministic model
results. Sensitivity calculations illustrated the
relative impact of various design parameters.
Ice impacts are a
threat to vessels.
For safety, these large uncertainties may be
met by conservative assumptions regarding
ice loads, as well as significantly higher con-
struction and operational costs in regions
where ice ridge loads are governing. A better
understanding of all types of ice features,
and the factors that affect ice loads, can
help reduce these uncertainties.
DNV has undertaken projects which have
concentrated on critical assessments of avail-
able loading models and code provisions.
More field and laboratory have now become
available. The best approach now appears
to be a close comparison of that data with
model predictions.
LOCAL LOADS
Designing ships and structures in ice environ-
ments requires knowledge of local pressure
effects. Local pressures affect areas from
1m2 to 100m2 and determine the design of
wall thickness and framing.
The probabilistic approach involves a simulated
interaction event for each floe and ridge
encountered by the structure. For each of the
floes analyzed for the year, the critical floe load
is the lowest of the environmental driving
loads and the highest ridge failure loads for
the floe. The annual load is then taken as the
maximum of these critical floe loads for the
year being considered. This procedure is
repeated for 10,000 years.
We develop frameworks
for modeling for ice loads.
DNV has begun a review of design guide-
lines for local pressures, with a view to
updating class rules and providing the best
design practices for our clients.
PROBABILISTIC MODELING
There are two main approaches to calculating
extreme ice loads on Arctic and offshore
structures: deterministic and probabilistic.
In the deterministic approach, a particular
combination of ice, environmental and
structural parameters is chosen and the
associated load is calculated.
However, considerable difficulty arises in the
selection of multiple ice and environmental
parameters, particularly with respect to ice
thickness, velocity and strength. In areas such
as the Barents Sea, the problem is com-
pounded by the fact that ice may or may not
appear. Should an extreme ice thickness,
which occurs perhaps once every century, be
combined with mean ice velocity and
|
CRITICAL ISSUE:
Confirm feasibility of ice load design.
SOLUTION:
Probabilistic assessment of design variables.
KEY DELIVERABLES:
Comparison of approaches.
VALUE TO CLIENT:
Confidence in loading calculations.
| ARCTIC OPERATIONS AND TECHNOLOGY |
Knowledge of local ice
conditions is important.
strength? Will the resulting estimate be con- DNV’s Recommended Practices (RPs) provide
servative? What if only limited data is available? proven technology and sound engineering
Are the loading algorithms reliable? practice, as well as guidance for higher level
DNV Offshore Service Specifications and
DNV has focused on developing a suitable Standards. An RP on ice loading is currently
framework for a probabilistic approach: for- under study. It will follow the provisions of the
mulating design ice loads using appropriate ISO standard, building on the limit state
distributions of ice and related parameters. design guidelines in existing DNV standards.
We have applied methods of incorporating
model uncertainty and provisions for climate
change effects.
CODES AND STANDARDS
Recently, several factors have encouraged the
development of a new, global code for Arctic
offshore structures. The formation of an
international working group and subsequent
development of an International Standard
will harmonise and update existing regional
and national codes. Countries participating
in the working group have agreed to review
the new ISO Standard as a replacement for
their present codes.
TRANSIT POSITIONED CONTACT WITH DECK JACKED UP
ABOVE TEMPLATE FOUNDATION
PAGE 16 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology
| Transportation Solutions | Ice and Structures | Research and Innovation |
RESEARCH AND INNOVATION
Building new knowledge for
Arctic developments
With the world’s attention turning to the Arctic region, knowledge
development is important. DNV Research & Innovation is exploring
several areas of Arctic technology.
DNV Research & Innovation explores and tests
new technologies, and builds new knowledge
within selected technology areas. One of the
major strategic research programmes is
Arctic Technology, an area that is gaining
attention as result of new oil and gas develop-
ment plans for the Arctic, particularly in
Russia. The focus areas of our current
research activities include:
u Human response
u Emergency evacuation
u Extreme ice features
u Safe ship operations
u Environmental response
CASE:
BARENTS 2020
HARMONISING
NORWEGIAN
AND RUSSIAN
HSE STANDARDS
HUMAN RESPONSE
A key research area is the integration of
human response measures in Arctic opera-
tions. Arctic operations will mean extreme
cold, noise, vibrations, and isolation for crews
on ships and platforms. Research is needed
into the challenges, effects and increases in
risk posed by fatigue and related factors.
Initial DNV studies have concentrated on
the effect of wind chill in particular and the
various national regulations on working
practices for low temperatures. Cold expo-
sure can have detrimental physiological and
psychological effects on humans, which are
collectively termed ‘cold stress’.
EMERGENCY EVACUATION
Oil and gas companies have labeled Escape,
Evacuation and Rescue (EER) as a ‘show-
stopper’ for Arctic developments.
EER is a relatively mature science for areas
such as the North Sea, where initiatives for
improvement have followed disasters in
| |
The Norwegian Ministry of Foreign Affairs has
invited DNV to lead a project to harmonise
industry standards for health, safety and the
environment in the Barents Sea. Both Russian
and Norwegian participants will be involved.
The standards will contribute to an expected
level of safety at least as high as that used in
North Sea operations and one which also takes
into account the demanding conditions in the
‘High North’. The project, with a budget of
NOK 27 million, is the first to be realised under
the ‘Barents 2020’ initiative.
DNV is investigating
environmental response systems.
recent years. In these areas, the overall risks
from EER are now expected to be low and
tolerable. Many offshore units and develop-
ments in cold regions continue to use tradi-
tional EER systems.
However, many experts and studies have con-
cluded that EER systems developed for tem-
perate areas may not function equally well in
Arctic areas. Therefore, the risk to personnel
needing to leave an installation in an emer-
gency can be higher. To date, no consensus
has been developed on a broadly accepted
low risk evacuation and rescue solution.
We have researched performance based stand-
ards and completed background reports
which identify the challenges associated with
EER in the Arctic, the current technologies in
place or being developed, and the technology
gaps that require additional resources.
DNV Research and Innovation has also com-
menced a research study on a new design for
escape and rescue vehicle for the Arctic.
The first phase of the project consists of meet-
ings with key stakeholders on ice and
metocean issues. Performance indicators and
safety levels in the North Sea will be discussed
in detail. Relevant Norwegian and international
standards will be reviewed, and the differences
between Barents Sea and North Sea practices
will be highlighted.
Subsequent phases of the project will
consists of working group discussions and
recommendations for possible changes and
amendments.
| ARCTIC OPERATIONS AND TECHNOLOGY |
Safe ship operations are
critical in the Arctic.
We reduce uncertainty
by predicting the
effects of ice features.
EXTREME ICE FEATURES We recently completed a field programme, DNV Research and Innovation is participating
We are working on predicting the effects of carried out on board Norway’s largest Coast in a DNV-managed project to assess and pro-
extreme ice features on ships, platforms and Guard ship – the KV Svalbard. A monitoring pose appropriate and harmonised HSE
pipelines. Another related research area is and decision support system had been industry standards for petroleum activities in
the simulation of an ice detection and man- installed on the vessel several years ago as the Barents Sea, including associated maritime
agement system to predict disconnect prob- part of the ILM (Ice Load Measurement) activities. As the oil and gas industry may
research programme. The instrumentation work in both Russian and Norwegian waters,
abilities and downtimes for drill ships and
system was utilised to measure key load and it will be important that regulations and
floating production units.
ice parameters in slow-moving ice to simulate standards are harmonised between both
Another of our current research projects is station-keeping operations for drill ships regions as much as possible.
the development of a framework for formu- and floating production units.
lating design ice loads using probabilistic
methods, with particular attention being An associated model development pro-
paid to data and model uncertainty and the gramme related the output of the field pro-
potential effects of climate change. gramme to other types of ships and other
ice conditions.
SAFE SHIP OPERATIONS
ENVIRONMENTAL RESPONSE
For different vessel types, ice classes, ice
Decision support systems for environmental
conditions, operational assumptions and
response and management in the Arctic are
other considerations, we are researching the
of particular significance. Research is needed
development guidelines for safe speed in
ice, down time estimates, and operational to examine risk acceptance levels, decision
limitations. support and management systems.
|
CRITICAL ISSUE:
Harmonised HSE standards.
SOLUTION:
Facilitating stakeholders discussions.
KEY DELIVERABLES:
Reports on working group discussions.
VALUE TO CLIENT:
Independent expert advice.
PAGE 18 | DNV ENERGY | Services Overview | Offshore Classification | Subsea Technology | ARCTIC OPERATIONS AND TECHNOLOGY |
| Transportation Solutions | Ice and Structures | Research and Innovation |

DNV locations
DNV serves the energy industry from more than 40 primary
locations worldwide. In addition, we draw on DNV’s entire
worldwide network of 300 offices in 100 countries.

Trondheim
Bergen
Stavanger Oslo
Aberdeen Sandefjord
Esbjerg Copenhagen
Manchester Moscow
London Antwerp
Paris Essen Calgary
Astana
Seattle St. John’s
Halifax
Tanggu
Boston
Tripoli Columbus
Kuwait Shanghai

Doha Houston
Abu Dhabi
Muscat

Mumbai

Ho Chi Minh City

Vung Tau Trinidad
Lagos
Kuala Lumpur
Singapore

Jakarta
Luanda

Salvador

Rio de Janeiro Macaé

São Paulo
Porto Alegre
Buenos Aires