Polar Code and Winterization 1015 - Safer Smarter Greener · DNV GL © 17 October 2018 SAFER,...

DNV GL © 17 October 2018 SAFER, SMARTER, GREENERDNV GL ©

Yanran Wang, Won Ho Lee

17 October 2018

Polar Code and Winterization

DNV GL Annual Technology Seminar

DNV GL © 17 October 2018

Welcome

Ballast Water Management Plan for D-2 Treatment

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

Senior Engineer

Maritime Advisory

Won Ho Lee

Principal Engineer

Hull & Structures

Introduction

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

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

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

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.

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)

Geographical demarcation of the Arctic

North of latitude 60°N

Include waters around the southern exposure of Greenland

Exclude area around Iceland, the Norwegian mainland, Russia’s Kola Peninsula, the White Sea, the Sea of Okhotsk, and Alaska’s Prince William Sound

Geographical demarcation of the Antarctic

South of latitude 60°S

Ship category

Ship category is defined by:

� Ship types

� Polar Service Temperature (PST)

� Ice class

It is always the responsibility of the Master to ensure that the vessel is operated within

these limits!

Intended to operate in low air temperature

Those which are not

Category A: at least medium first-year ice (0.7-1.2m)

Category B: at least thin first-year ice (0.3-0.7m)

Category C: open water or less severe than A & B

Tanker

Passenger ship

A temperature specified for ship intended to operate in

Polar Service Temperature (PST)

–15°• LMDLT

–25°• PST = LMDLT-10°

� 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.

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.

Example – Bjørnøya, Norway (1998-2012)

PST ≤ LMDLT – 10°C

Data source: Norwegian Meteorological Institute

Structure of the Code

� Preamble

� Introduction (goal, definitions, sources of hazards)

� Part I:

• Part I-A: Mandatory provisions on safety measures in accordance with

the relevant SOLAS chapter

• Part I-B: Recommendations on safety

� Part II:

• Part II-A: Mandatory provisions on pollution prevention in accordance

with relevant MARPOL Annexes

• Part II-B: Recommendations on pollution prevention

included through

a new chapter XIV

in SOLAS

included in

MARPOL

Annexes I, II, IV

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

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

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

The road map for implementing Polar Code requirement

Passage planning

Polar Water Operational Manual

Development

Structure & Procedure

Preparation

Crew Training

Admin/RO approval & survey

Polar Code Certificate

Operational Assessment

PART I-A SAFETY MEASURES

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

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

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

Definition

� Ice breaking / Ice breaker

� Ice ramming

� Ice beaching

� Ice compression

� Crushing strength

� Flexural strength

Baltic Ice Class

� Design ice condition for ice strengthening:

- Level ice thickness not exceeding ho.

- Design height (h) of the area actually under ice pressure.

� Design condition for propulsion: Minimum speed of 5 knots in brash ice channels

� Max nom. ice pressure: 5.6 MPa

ICE Class ho (m) h (m)

ICE-1A*

ICE-1A

ICE-1B

ICE-1C

Hull Area of Ice Strengthening

Requirements to:

- Plating and stiffeners in icebelt

- Girders and stringers in icebelt

- Appendages

- Machinery components

Midbody regionBow region

Stern region

Upper bow ice belt

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)

Class notation Ice thickness Design Impact limits Ice condition Material

Ice(E)

Ice(C)

Basic Ice strengthening

No ramming

Very light ice condition

Not required

Ice(1C)

Ice(1B)

Ice(1A)

Ice(1A*)

(Ice-1A*F)

Baltic Ice Classes

First year ice and broken channel

ICE-05

ICE-10

ICE-15

Vessels for Arctic and

ice breaking service

First year ice with pressure ridges

POLAR-10

POLAR-20

POLAR-30

Accidental ramming

Multi year ice with glacial inclusions

DAT(-30) is mandatory, as minimum.

Icebreaker Ice breaking (main purpose)

Repeated ramming

DNVGL ICE Class Notations

Heavy ice

PC(1) – PC(7)

Polar Class Description

PC(1) to PC(7) may be assigned additional

notation Icebreaker

Polar Class Rules

� Two glancing impact load scenarios:

– Ramming scenario

– Glancing impacting scenario, dimensioning for the structural design of the bow

(used as basis for the remaining part of the hull)

Polar Class Rules – Design Ice Load

Normal frame angle

(vertical side = 0)

Bow shape

Design Pressure Formulation

� Load defined as rectangular ice pressure area (patch load)

� For bow area, the height and width of the load area related to bow shape

� For non-bow regions, ice is assumed to fail by crushing and the ratio of length over height (aspect ratio, AR) is set 3.6

Ice Glancing Impact, Bow Area

Ice load characteristics of bow area

- Bow shape coefficient (fa)

- Total glancing impact force (F)

- Line load (Q)

- Pressure (P)

F = fa * CFc * D0.64 [MN}

Design patch load parameters:

� wBOW = F / Q

� bBOW = Q / P

� Pave = F / (w x b)

Design Patch Load Area

Rectangular

patch load

Transverse frame

Longitudinal frame

Hull Area of Ice Strengthening

Bow area

intermediate

Mid-body areaStern area

BottomLower

Ice belt

Hull Area Factors

� Dependent on class notations and operational mode

� Bow region fixed as 1.0

� Separate hull factor for ships with

o thruster/podded propulsion

o astern operation

o ice breaker

Ice Compression Load Amidships

� All ships to withstand line loads at waterline level on both sides of the hull (assumed

trapped)

� Design line loads for vertical side shell:

– Q = 950 (CFm)1.5

� Combined with static sea pressure Polar class CFm

PC(1) 3.0

PC(2) 2.5

PC(3) 2.0

PC(4) 1.6

PC(5) 1.2

PC(6) 0.7

PC(7) 0.5

Important Design Parameters

Design parameters to be decided:

� Design loads/Ice thickness for Operation and Transit

� Structural arrangement:

� Hull forms (open water and ice going)

� Stiffening arrangement (longitudinal or transverse system)

� Stiffener spacing (weight control and productivity)

� Material yield strength (weight control)

Example – Plate

� L = 220 m

� Disp = 95,000 ton (at UIWL)

� Sigy = 355 MPa

Longitudinally framed platingTransversely framed plating

Example – Plate

� L = 220 m

� Disp = 95,000 ton (at UIWL)

� Sigy = 355 MPa

Stiffening Arrangement

Vareide Drilling Comp. Inc.

DNV Explorer

Stern Mid body BowBow int.

Ice belt

Bottom

Longitudinal

(except bilge area)Trans.

Trans.

Long. / Trans.

Where to be a Direct Calculation?

� Not applicable for shell plating and local frames

� Load carrying stringers and web frames forming a part of grillage system

� Direct calculation may be used for the scantling control of the support structures for

local frames (ex. top stiffeners, brackets)

� Design patch load only

� Linear or non-linear analysis

– Buckling criteria (by class society)

– Nominal shear stresses (yield/ 3)

– Nominal von-Mises stresses (=1.15 *yield)

Direct Calculation

Load Cases - Example

Load ICE patch load only (anywhere within ice belt) Static sea pressure + line load

(net scantling)

� LC1-A (ordinary frame)

� LC1-B (TBHD)

� LC1-C (Stringer)

� LC2-A: ordinary web frame

�LC2-B: transverse bulkhead

Yield Check

Stiffener web: not used for evaluation

Top stiffener to be checked

PC - Corrosion/Abrasion Protection

� Min. corrosion/abrasion ts = 1.0 mm for all internal structures

within ice-strengthened hull areas (plate, stiffener web and flange)

� Steel renewal is required when the gauged thickness is less than

t_net+0.5 (mm)

Material Selection – Temperature for hull

Design temperature = -20°C

Service temperature = -20°C

Service temperature = 0°C

Polar Class – Hull Materials

� IACS UR I6 – minimum material grades (B/AH) for ships with ice strengthening

� All weather exposed plating of hull structures and appendages above 0.3m above the lower ice

water line

� Applies to all inboard contiguous members within 600 mm of the exposed plating

Polar Class - Steel Grade Selection

Welding

� Weld connection of local frames (stiffeners), load carrying stringers and web frames supporting

local frames:

– Weld factor, fweld = 0.31 rw, min. 0.26 for middle 60% of span

= 0.52 rw, min. 0.43 at ends

� Weld throat thickness need not be greater than 0.5 x t (as built) of the abutting plate

IACS UR

DNV GL

ICE Class Notations for Column-stabilized units

� ICE-L: Baltic ice class / PC(6) or PC(7)

� Displacement at transit condition

� Min. machinery output (kW) (towing power for non-propulsion unit)

Column Stabilized Unit

� Bow region

1) distance from the stem to a line parallel to and 0.04L aft of the forward borderline of the part of the

pontoon where the waterline run parallel to the centreline (overlap: max.5m)

2) Shall not be taken less than the distance from the stem to the first point of the column footing

where the tangential at the point is running parallel with the centreline of the pontoon

Special arrangement of min. bracing air clearance (H):

- 1.8m for ICE-1A(T)

- 1.5m for ICE-1B(T)

- 1.2m for ICE-1C(T)

Chapter 1: General

Chapter 4. Subdivision and stability

� Goal

Ensure adequate subdivision and stability in both

intact and damaged conditions.

� Functional requirements

– Ships shall have sufficient stability in intact conditions

when subject to ice accretion

– Ships of category A and B, constructed on or after 1

Jan 2017, shall have sufficient residual stability to

sustain ice-related damages

30kg/m2 on exposed weather decks and gangways

7.5kg/m2 for the projected lateral area of each side

above the water plane

Chapter 1: General

Chapter 5. Watertight and Weathertight Integrity

� Goal

To provide measures to maintain watertight and weathertight integrity

� Functional requirements

All closing appliances and doors relevant to watertight and weathertight integrity of the

ship shall be operable

� Regulations

– Where ice accretion is likely, means shall be provided to remove or prevent ice and snow

accretion around hatches and doors

– For ships intended to operate in low air temperature, if the hatches or doors are

hydraulically operated, means shall be provided to prevent freezing or excessive viscosity of

liquids

– Watertight and weathertight doors, hatches and closing devices which are not within habitable

environment and require access while at sea shall be designed to be operated by personnel

wearing heavy winter clothing including thick mittens

Chapter 1: General

Chapter 6. Machinery installations

� Goal

Ensure that machinery installations are capable

of delivering the required functionality

necessary for safe operation of ships

� machinery installations and associated equipment shall be protected against the effect of ice

accretion and/or snow accumulation

Ice accumulation can occur to:- Atmospheric water

SnowRainFog

- Water spray from the seaHigh wind speedLow air & water temperature

� machinery installations and associated equipment shall be protected against ice ingestion from

sea water

John I

http://www.bst-tsb.gc.ca/eng/rapports-

reports/marine/2014/m14a0051/m14a0051.asp

� machinery installations and associated equipment shall be protected against freezing and

increased viscosity of liquids

� exposed machinery and electrical installation and appliances shall function at PST

� means shall be provided to ensure that combustion air for internal combustion engines driving

essential machinery is maintained at a temperature in compliance with the criteria provided by

the engine manufacturer

� For low air temperature operation, materials of exposed machinery and foundations shall be

approved

� Scantlings of propeller blades, propulsion line, steering equipment and other appendages shall be

approved by Administration or RO taking into account standards acceptable to the Organization or

other standards offering an equivalent level of safety for Category A and B ships.

� For Category C ship, … taking into account acceptable standards adequate with the ice types and

concentration encountered in the area of operation

Chapter 1: General

Chapter 7. Fire Safety/Protection

� Goal

To ensure that fire safety systems and appliances are effective and operable, and that means of

escape remain available to ensure safe escape to the lifeboat and life-rafts under expected

environmental conditions

� All components of fire safety systems and appliances if installed in exposed positions shall be

protected from ice accretion and snow accumulation.

� Local equipment and machinery controls shall be arranged so as to avoid freezing, snow

accumulation and ice accretion and their location to remain accessible at all time.

� The design of fire safety systems and appliances shall take into consideration the need for

persons to wear bulky and cumbersome cold weather gear, where appropriate

� Means shall be provided to remove or prevent ice and snow accretion from accesses

� Extinguishing media shall be suitable for intended operation

� If ship intends to operate in low air temperature, all components of fire safety systems and

appliances shall be designed to ensure availability and effectiveness at PST

� Materials used in exposed fire safety systems shall be suitable for operation at PST

� Regulations

– Isolating and pressure/vacuum valves in exposed locations shall be protected from ice

accretion and remain accessible at all times.

– All two-way portable radio communication equipment shall be operable at PST.

– Firefighter’s outfits shall be stored in warm locations on the ship

– Fire pumps (emergency fire pumps, water mist and water spray pumps) shall be located in

compartments maintained above freezing。

– The fire main is to be arranged so that exposed sections can be isolated and means of draining

of exposed sections shall be provided. Fire hoses and nozzles need not be connected to the fire

main at all times, and may be stored in protected locations near the hydrants.

Chapter 1: General

Chapter 8. Life Saving Appliances

� Goal

Provide for safe escape, evacuation and survival.

� Regulations - Escape

– Means to remove or prevent ice and snow accretion from escape routes, muster stations,

embarkation areas, survival craft, its launching appliances and access to survival craft

– Room on escape way for people wearing bulky polar survival clothing (NB)

� Regulations - Evacuation

– Means to ensure safe evacuation of persons, including safe deployment of survival equipment,

when operating in ice-covered waters, or directly onto the ice

– Power for evacuation equipment from other sources than ship’s main source of power

� Regulations - Survival

– for passenger ships, a proper sized immersion suit or a thermal protective aid shall be provided

for each person on board

– immersion suits shall be of the insulated type

– search lights for life boats for ships operating extended periods of darkness

– lifeboats partially or totally enclosed type

– personal survival equipment and group survival equipment

Example personal survival equipment

� Protective clothing (hat, gloves, socks, face and neck protection, etc.)

� Thermal protective aid

� Sunglasses

� Whistle

� Drinking mug

� Penknife

� Polar survival guidance

� Emergency food

� Carrying bag

https://hansenprotection.com/polarcode/index.html

Example group survival equipment

� Shelter

� Thermal protective aids or similar

� Sleeping bags

� Foam sleeping mats or similar

� Shovels

� Sanitation (e.g. toilet paper)

� Stove and fuel

� Emergency food

� Flashlights

� Waterproof and windproof matches

� Whistle

� Signal mirror

� Water containers & water purification tablets

� Spare set of personal survival equipment

� Group survival equipment container (waterproof and

floatable)

https://www.viking-life.com/en/survival-kits-and-life-saving-appliances/polar-products/polar-solutions/5094-1069178-viking-group-survival-kit-gsk-one-size

� Regulations - Survival

– Adequate emergency rations shall be provided, for the maximum expected time of rescue

Chapter 1: General

Chapter 9. Safety of Navigation

� Regulations – Nautical information

– Ships shall have means of receiving and displaying current information on ice conditions in the

area of operation

� Regulations – Navigational equipment functionality

– For ice strengthened ships constructed on or after 1 January 2017 two independent echo-

sounding devices or one echo-sounding device with two separate independent transducers

required

– Clear view astern if possible

– Provide means to prevent the accumulation of ice on antennas required for navigation and

communication

– ships with ice strengthening:

�where equipment required by SOLAS chapter V or this chapter have sensors that project

below the hull, such sensors shall be protected against ice

�in category A and B ships constructed on or after 1 January 2017, the bridge wings shall be

enclosed or designed to protect navigational equipment and operating personnel

– Ships shall have two non-magnetic means to determine and display their heading. Both means

shall be independent and shall be connected to the ship's main and emergency source of power

– Ships proceeding to latitudes over 80 degrees shall be fitted with at least one GNSS compass

– Two remotely rotatable, narrow-beam search lights controllable from the bridge to provide lighting

over an arc of 360 degrees, or other means to visually detect ice (Exception for operations in 24 h

day light)

– “Brake light” for icebreaker assisted operations, manually initiated flashing red light visible from

astern to indicate when the ship is stopped

Chapter 1: General

Chapter 10. Communication

� Goal

Effective communication for ships and survival craft during normal operation and in emergency

situations

� Regulations – Ship communication

– Communication equipment for ship-to-ship and ship-to-shore communication considering

high latitudes and the anticipated low temperature

– Two-way on-scene and SAR coordination communication capability in

ships shall include:

�voice and/or data communications with relevant rescue coordination

centres

�equipment for voice communications with aircraft

� Communication equipment shall provide for two-way voice and data

communication with a Telemedical Assistance Service

Chapter 10. Communication

� Regulations – Survival craft and rescue boat communications capabilities

– for distress alerting, carry one device for transmitting ship to shore alerts

– EPIRB

– in order to be located, carry one device for transmitting signals for location

– SART

– for on-scene communications, carry one device for transmitting and receiving

– VHF

� ships intended to operate in low air temperature all other survival craft shall:

– in order to be located, carry one device for transmitting signals for location

– SART

– For on-scene communications, carry one device for transmitting and receiving

� Recognizing the limitations arising from battery life, procedures shall be

developed and implemented such that mandatory communication equipment for

use in survival craft, including liferafts, and rescue boats are available for

operation during the maximum expected time of rescue.

Chapter 1: General

Chapter 11. Voyage Planning

� Goal

To ensure that the Company, Master and Crew are provided with sufficient information to ensure

safety for the ship and persons on board and, as appropriate, environmental protection.

� Requirement

– The voyage plan shall take into account the potential hazards of the intended voyage

– The master shall plan the route through polar waters including:

Procedures required by PWOM

Any limitations related to hydrographic information

Iceberg information along the route

Statistical metocean data including ice and temperatures from former years

Places of refuge

Possible presence of marine mammals

Possible protected areas

Available SAR resources

Polar Operational Limit Assessment Risk Indexing System (POLARIS)

• 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

Chapter 1: General

Chapter 12. Manning and training

� Goal

Ensure that ships operating in polar waters are appropriately manned by adequately qualified,

trained and experienced personnel

Chapter 12. Manning and training

Part II-APOLLUTION PREVENTION MEASURES

Pollution prevention measures

� Chapter 1 Prevention of Pollution from oil

– To provide for means to reduce and to the extent practicable prevent harmful environmental

impacts from oil from ships, taking into account the particular environmental conditions and

resilience capabilities in polar waters.

– Plans, manuals, records and procedures and means shall be provided to avoid environmental

impact

– Ships shall be designed and have plans to minimize the risk of any environmental impact from

oil or oily mixtures in case of an emergency situation, in particular one that may lead to an oil

spill in ice-covered waters.

– In Arctic waters any discharge into the sea of oil or oily mixtures from any ship shall be

prohibited

Pollution prevention measures

� Chapter 2 noxious liquid substances

– No discharge in Arctic Waters

� Chapter 4 sewage from ships

– Limitation for discharge

� Chapter 5 garbage

– Limitation for discharge

Summary

IMO Polar Code will increase the safety of polar navigation

The code includes requirements to:

� Vessel, structure and stability

� Navigation equipment

� Materials (temperature)

� Life boats and life saving equipment

� Fire safety

� Training

� Certification – follow up by flag/port state

Main objective:

- reduce risk to an acceptable level

DNV GL could support you on securing safety and environmental protection.

Maritime Advisory in a nutshell

We help clients to mobilise the full potential of their assets and operations. We offer technical and management support and assist clients in

managing risk through high value advisory services.

Maritime Advisory

Service

Areas ofExpertise

� Hydrodynamics

� Mechanical & Systems Engineering

� Structures

� Noise & Vibration

� Shipping Advisory

� Concept Advisory

� Safety, Risk & Reliability

� Lifecycle Management

� Part of DNV GL Maritime

� ~250 highly skilled staff

� Offices in Norway, Germany, China, Singapore, USA, Japan andAustralia

� Almost 100 services mobilizing the full potential of our client’s assets and operations

� 5% of annual revenue invested into R&D

� Vast computational capacities

DNV GL services to help in Polar Code compliance

� Operational assessment

� Structural analysis for checking ice class equivalency

� Stability analysis considering ice and snow accretion

� Risk analysis of planned voyages in polar areas

� Assistance with developing PWOM

SAFER, SMARTER, GREENER

www.dnvgl.com

The trademarks DNV GL®, DNV®, the Horizon Graphic and Det Norske Veritas®

Yanran Wang

yanran.wang@dnvgl.com

+1 713-380-7034

Polar Code and Winterization 1015 - Safer Smarter Greener · DNV GL © 17 October 2018 SAFER,...

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