DNV cutting edge projects 2012 by DNV GL (old account)

DNV 27 Cutting Edge projects 2012

CUTTING EDGE VIEW

02 CUTTING EDGE

CONTENTS SERVICE DIRECTORS p 6–7

OIL & GAS FRONTIERS p 8–31 10 12 14 16 17 18 20 22 23 24 25 26 28 29 30

The remaining life of offshore assets Pipeline Recommended Practices get updated MARV proves itself to the pipeline industry Submarine pipeline systems The life of a well Measuring risk in real time Blow-Out Prevention (BOP) meets automation Major accident risk revisited Safe operations in the Arctic frontier Onshore pipeline verification arrives Recommendations for risk management of shale gas An offshore oil rig for the future Offshore wind turbine vessels Improving Jack-ups: Rewriting users’ rule experience When hot repairs should go cold

MARITIME & CLASS p 32–51 34 36 38 39 40 42 43 44 46 48 50 51

Bunkering LNG as fuel for ships LNG bunkering in Australian ports feasible LNG case study in Baltic container market Gas carrier research & development Arctic shipping: Updating ice load tools Nauticus Hull – capturing engineering knowledge Nauticus Air – and environmental benchmarking Particulate matter – getting the whole picture A closer look at sulphur scrubbers Propulsion machinery performance investigated Powering ships with DC power Making hybrid ship design easier

FURTHER ON p 52–53

CUTTING EDGE 03

CUTTING EDGE VIEW 2012 EVERY YEAR WE INVITE OUR STAFF TO PROPOSE NEW IDEAS FOR TECHNOLOGY AND SERVICE DEVELOPMENT. That is because we believe that colleagues working closely with our customers all over the world have the keenest appreciation for our customersâ&#x20AC;&#x2122; needs. As a consequence, we can and do address important industry issues as they arise. In 2012, 166 of these project ideas got realized. We think that sharing knowledge is a key driver to success. This Cutting Edge View is meant to be a sample of how we are focusing that knowledge. We have selected 27 projects within the categories, Maritime & Class and Oil & Gas, to present in this publication. We welcome your responses, and invite you to contact us, whether it is to provide input, get more information, or join us in our efforts. Together, we will continue to solve industry challenges and lead the way. Contact ProjectManagementOffice@DNV.com for more information or for an overview of ongoing Joint Industry Project initiatives.

04 CUTTING EDGE

INTRODUCTION MANAGING RISK HAS MANY FACETS Managing risk has many facets. While most of our customer projects focus on managing the risks of building a new ship or safeguarding an existing offshore structure, our Cutting Edge projects are different. They are established on the premise that managing today’s risks is not enough – we also have to manage tomorrow’s risks. Since our customers are constantly moving into new territories with more complex technologies operating in more challenging environments, they are facing an uncertain risk picture. Our Cutting Edge projects are designed to keep us in the forefront of technology development and qualification, enabling us to help our customers identify and manage their risk frontiers. Growing demand for energy, combined with an increased focus on environmentally friendly technologies, drives a constant need for innovation. At DNV, we invest heavily in research and innovation to enhance and develop services, technologies, software, rules and industry standards in the energy and maritime sectors. Many of the technology solutions developed by DNV have helped define internationally recognized standards. Our efforts are implemented worldwide. As a knowledge-based company, our prime assets are the creativity, knowledge, and expertise of more than 10,000 employees from more than 85 nations. A selection of recent projects is presented in the following pages, illustrating the depth and extent of our work. They are based on ideas from creative individuals in our worldwide organization, generated by interaction with, and the involvement of, a number of our key customers. We are excited and proud of the results, and look forward to continuing our work with the industry to lead the way. Happy reading!

Henrik O. Madsen, CEO

CUTTING EDGE: 05

INNOVATION IN DNV F o r a lm o s t 15 0 y e a r s ,D N V h a s b e e n m e e t in g c u s t o m e r s ’a n d s o c ie t y ’s n e e d s ,g r o w in g t h r o u g h it s s t r o n g v is io n ,p u r p o s e a n d v a lu e s .O u r s e r v ic e s a r e t o id e n t if y,a s s e s s a n d m a n a g e r is k s t o c r e a t e a n d p r o t e c t v a lu e f o r o u r c u s t o m e r s a n d s o c ie t y a t la r g e .W e b u ild t h e s e s e r v ic e s o n o u r s t r o n g b a s e o f t e c h n o lo g ie s , o u r c o m p e t e n c ie s ,a n d o u r in d e p e n d e n c e a n d t h ir d p a r t y r o le .D N V h a s e s t a b lis h e d t h o u s a n d s o f in it ia t iv e s f o r in n o v a t io n a n d t e c h n o lo g y d e v e lo p m e n t ,f u lf illin g s p e c if ic a n d a lw a y s f o r w a r d - lo o k in g p u r p o s e s . n The long term perspective DNV Research and Innovation looks into the future, focusing on long term strategic

research programs to acquire new knowledge and competence. n Challenging the industry DNV conducts short-term, intense projects where project teams are taken out of

production to work full-time to answer specific challenges. These “extraordinary innovation projects” are deepdives into real industry challenges, addressed by innovatively combining existing technologies with concepts that can be further matured by the industry. n Increased efficiency DNV’s Platform initiatives are large development programs initiated by DNV management.

These initiatives aim to improve our competitive edge through process and efficiency enhancements and through development of our IT and production systems. n Responding to expressed customer needs DNV’s Cutting Edge portfolio is a “bottom-up” innovation initia-

We invest 6% of our revenue in research and development

6% In 2012 we ran 29 Joint Industry Projects within the Cutting Edge portfolio

29 JIP Number of projects within the categories

tive in which ideas for development projects are collected from creative DNV employees from around the world. The projects in the resulting portfolio aim at developing services that add value to our clients by collaborating with them, and focusing on solving their real-life challenges. n Technology development DNV’s Technology Leadership is centred on its core technical disciplines, and is driven

by our subject matter experts. The objective of the initiative is to maintain and further develop state-of-the-art technology.

This publication showcases a selection from DNV’s 2012 Cutting Edge and Technology Leadership projects. Our goal is to give you a taste of the range of exciting development initiatives carried out by DNV around the world, just in the last year.

Research and innovation

Service development

Challenging concepts

Technology development

Increased efficiency

06 CUTTING EDGE

CLASSIFICATION SERVICES

VERIFICATION SERVICES

IN A WORLD OF INCREASING ENERGY DEMAND, BALANCED BY STRICTER ENVIRONMENTAL CONTROLS AND HIGHER COST, DNV PROVIDES KNOWLEDGE, EXPERIENCE AND SERVICES TO ITS CUSTOMERS.

IN AN EVOLVING MARKET, THE OIL & GAS INDUSTRY FACES MANY RISKS DURING DESIGN AND OPERATIONS OF THEIR FACILITIES. BY OFFERING HIGHLY TECHNICAL COMPETENCE AND DELIVERING RISK BASED VERIFICATION SERVICES, DNV HELPS OUR CUSTOMERS MANAGE THESE RISKS.

We focused in 2012 on assisting the industry in complying with an increasing number of environmental regulatory requirements. By the end of January, 2015, the permitted levels of sulphur in marine fuels, or emissions from ships’ engines, will fall in emission-control areas. To comply with these changes, ship owners need to make some key business decisions: should they opt for vessels that use low-sulphur fuels, should they install exhaust scrubber systems on their ships or should they invest in gas-powered tonnage? The Ballast Water Management Convention is expected to enter into force within the next two years and require all ships and offshore structures to clean their ballast water. This will have a major effect on operations and involve major investments in technology. DNV has become the industry’s preferred technical and advisory partner in ballast water management.

Geir Dugstad Service Director

“

It is not only in the area of environmental protection that we see new regulations coming into effect; in August, 2013, the Maritime Labour Convention (MLC) will enter into force. DNV Development trained MLC inspectors in 2012, in preparation for this new Convention, which aims at providing decent working and living conditions for seafarers onboard ships. DNV has developed a Port State Control App for smartphones. The Port State APP enables customers to undertake pre-PSC checks, using standard checklists. This service will reduce down time, create hassle-free operation without detentions, reduce the cost of delays and minimize unintentional disturbances in daily operations. Our focus on port state has shown results, as our customer are amongst those with the fewest detentions in both the Paris and Tokyo MOUs. We bring our expertise in class services to a global clientele to help them manage their compliance needs and prepare for a bright future, for our customers, the broader industry community, and the world.

We assist our customers to ensure compliance with conventions and regulations.

DNV delivers verification services in all phases of a project: concept, design, operation and de-commissioning. We make our verification services transparent in the DNV Service Specifications, framework and activity. DNV has developed a range of Offshore Standards and Recommended Practices, together with the industry, to set requirements and offer guidelines based on new technology and the state of knowledge. One example is our Offshore Standard for Submarine Pipeline which is the leading international technical standard for pipelines. This offshore standard is supported by a number of Recommended Practices. The DNV Offshore Service Specification for Certification and Verification of Pipelines has been adopted as the industry standard. Lately, DNV has successfully developed service documents also for onshore applications and, in 2012, developed a DNV Service specification for Verification of Onshore Pipelines. Historically, onshore pipeline systems are normally not subject to independent verification. However, there is an increasing need to involve independent verifiers to provide operators

CUTTING EDGE 07

ADVISORY SERVICES with the required level of confidence that their facilities are compliant. In 2012, DNV also set the standard for Shale Gas Risk management by launching a Recommended Practice for the entire life cycle of shale gas extraction based on risk management principles. This addresses public concern about the consequences of shale gas operations. We believe our Recommended Practice will contribute to increasing trust and confidence among all stakeholders. These efforts demonstrate how we bring knowledge forward to address the needs of our customers and the broader industry community.

SAFEGUARDING OUR INDUSTRIES AND MANAGING THEIR RISKS AS THEY MOVE INTO NEW FRONTIERS IS THE GOAL OF ALL THE UNIQUE DEVELOPMENT PROJECTS DNV ACCOMPLISHED THIS PAST YEAR, THE BEST OF WHICH ARE PRESENTED HERE. The maritime industry is rapidly embracing new and more environmentally friendly technology. The risks associated with these opportunities need to be managed, and last year DNV engaged in a number of technology projects focusing on more environmentally friendly fuel, propulsion and ship design. One good example is the project we did on SOx abatement technologies, to use scrubbers to remove sulphur from fuel oil exhaust. We also did several projects focusing on LNG, including on LNG bunkering and on the design of innovative ship concepts using LNG-fuelled engines. When we look further north, sustainable operations become more important, and we engaged together with other industry partners in Joint Industry Projects focusing on Safe Arctic Operations.

“

Astri Gaarde

Sverre Alvik

Service Director

Close collaboration with the industries has been key to the results we have created.

“

Our risk management and technology qualification services for the oil & gas industry are continuously working to make the industry safer, as the industry’s focus is still to regain confidence after the Macondo accident. One project we delivered last year focused on establishing safety indicators giving early warnings when things are not in place. And, as existing installations and pipelines grow older, managing the risk of degradation was another key focus area of our studies last year. We will bring our knowledge from all these development projects into our advisory services, managing the risks of today and tomorrow for our customers and the broader industry community.

Customers are drawing on the extensive experience and technical expertise of our employees.

08 CUTTING EDGE > OIL & GAS FRONTIERS

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O IL & GAS FRONTIERS > CUTTING EDGE 09

OIL & GAS FRONTIERS Changes in the oil & gas industry are taking place at increasingly rapid pace, and projects today will need to be robust against the changing requirements of tomorrow. Within only a few years, the shale revolution has changed and will continue to change the world energy supply and demand profiles. However, environmental risk in addition to trust from authorities and local communities are major issues that must be handled. Another example is projects targeted in the Arctic, seen as the last frontier for the industry. Here, new technologies need to be developed to meet the additional risks. At the same time, global oil & gas infrastructure continues to expand, often around existing hubs, thereby further extending field life often well beyond the initial design life of assets. Therefore, continued safe operation of mature assets against a verified level of integrity is going to be critical, particularly for offshore assets and for wells where life-cycle integrity is more difficult to measure. Reducing the risk of major accidents is intrinsic to the license to operate.

10 CUTTING EDGE > OIL & GAS FRONTIERS

THE REMAINING LIFE OF OFFSHORE ASSETS PROJECT MANAGER ANUPAM GHOSAL

Ageing assets pose challenges to oil & gas when operated past their design life. With the high level of oil & gas prices on the world market, buoyed by the lack of any viable alternative source to satiate growing energy demand, operators are seeking to maintain production from existing facilities for longer than their intended design periods. While they endeavour to do so, the risk to safety, reliability, and the environment need careful consideration. DNV has various services tailored to this ever growing market. However, few docunents addressed the requirements of a fixed offshore asset comprehensively. Driven by the need to capture life extension requirements of all important facilities under one umbrella, DNV has now created a comprehensive methodology for life extension of fixed offshore units.

In his present role, Anupam drives the DNV Verification, Certification and Asset Integrity Management work in the Middle East – India market. He is responsible for the commercial and technical delivery of oil & gas projects. Anupam has more than 21 years’ experience in core energy engineering industries including oil & gas, as well as in business and engineering management, the last three years located at Abu Dhabi for DNV.

A G E ING OFFSHORE TODAY Ageing assets form a substantial world market, as more offshore assets – in all geographic areas – reach or surpasstheir design life-span. Life extension is a top priority. For example, hundreds of Fixed Offshore Platforms (FOUs) in

the Middle East are approaching or have exceeded their design life. North Sea offshore production facilities, built in the ‘70s and ‘80s, had a design life of 25 years and are over 20 years old. The average age of Norway’s offshore installations is near 25 years, past the intended

Illustration of the life extension process

Degradation model 1 Integrity assessment

Before joining DNV, he was responsible for the development of the oil & gas business in the Middle East and Africa regions for Lloyds Register EMEA, where he was involved in several oil & gas and maritime projects. Anupam has technical expertise encompassing safety case verification, design of structure, pressure equipment, lifting equipment, marine equipment and Asset Integrity Management, among other areas.

Degradation model 2 Acceptance level

Original design life

Life extension evaluation Installation

Original service life

Extended service life

Remaining Life, Remaining life assessment, Offshore assets, Fixed offshore platforms, Ageing units, Life extension

New design life

productive lifespan. Similar situations exist in the U.S., Brazil, and in South East Asia. PROJECT WORK This project took ongoing life extension assessment techniques and created a comprehensive Remaining Life Assessment (RLA), unified across the various facilities and elements of offshore assets. The DNV Abu Dhabi office took the lead, coordinating, analyzing and compiling the methodology. The methodology is derived from DNV best practices and other relevance references from outside DNV. Subject matter experts contributed from DNV offices around the globe. REPORT RESULTS The report captures the methodology for the assessment of remaining life for the structure, pipeline, topside and wells of an ageing FOU. The methodology provides the basis for technoeconomical assessments upon which decisions can now be made for the safe extension of FOUs beyond their original design life. The comprehensive RLA also analyzes the status of the installation, its associated facilities and the investment needed to ensure that the extension period is economically efficient. The report proposes that at the start of a life extension assessment, a high level risk assessment of all major components be undertaken to identify critical and focus areas for further detailed assessment. Future cost analysis forms a part of evaluation. A Regulation Gap Analysis is then carried out to identify current regulatory gaps and assess the risks taken when operating with gaps. The critical equipment and facilities identified through as-is condition assessment may need detailed evaluation to

OIL & GAS FRONTIERS > CUTTING EDGE 1 1

arrive at actions and recommendations for life extension. For topside facilities of fixed offshore structures, the methodology suggests appropriate analysis for life extension of static equipment, rotating equipment, electrical and instrumentation components.

RESOURCES

People and organisation

RESULTS

Pla

People and organisation

Continual Improvement

Materials

Information and IT systems

The structures of fixed offshore platforms are constantly exposed to a hostile environment. The approach detailed in the RLA identifies the structural asset reliability, integrity, vulnerability and risks associated with safe operations that need to be managed before it is approved for operating beyond its design life.

LEADERSHIP

Information and IT systems

Integrity Management

The methodology also addresses pipelines, addressing potential problems by using a variety of engineering methods to predict the remaining safe lifespan. These methods include both simple and complex fitness for purpose analyses as well as other care and maintenance elements. Following the Macondo accident, a greater focus on safe drilling and well operations is present in the industry. Traditionally, well integrity management has been conducted independently from integrity management of other assets. Only in recent years have operators started to use systematic integrity management principles. The RLA developed by DNV presents a recommended approach to integrated well integrity management and risk based inspection. The methodology presented captures the practices that DNV has adopted to help global operators maintain production from existing facilities for longer periods, safely and efficiently.

MANAGEMENT SYSTEM, ORGANIZATION, REPORTING

ASSET INTEGRITY MANAGEMENT

SAFETY BARRIERS

Technical integrity:

Operational integrity:

Design integrity:

Understanding of POF for Critical Equipment and implement appropriate Measure

Monitoring and Recording of process parameters in order to maintain the designed operating envelope

Identification of operational risk early in the design phase in order to implement suitable measures in future

Overall framework for an Asset Integrity Management System.

12 CUTTING EDGE > OIL & GAS FRONTIERS

PROJECT MANAGER F E L I X SAINT-VICTOR

PIPELINE RECOMMENDED PRACTICES GET UPDATED Corrosion of submarine pipelines in the North Sea is the most common threat for loss of pressure containment in oil pipeline operations. The industry’s experience shows that pipeline failures are often due to a lack of sound corrosion monitoring systems. Such systems are an important part of an integrity management system, a system that must support management oversight. Two DNV Recommended Practices (RPs) were revised in 2012 in order to do a better job of assisting the industry in integrity management and corrosion assessments, with publication expected in 2013.

Felix is currently involved in the implementation and development of DNV’s Pipeline Integrity Management services at the Operations Technology unit at DNV Høvik. His work includes the development of Recommended Practices for integrity management of submarine pipeline systems, the development of risk based inspection programmes, and integrity assessments. Felix is a Principal Engineer with a specific work interest in asset integrity services including Risk Based Inspection (RBI) of offshore topsides static mechanical equipment and Pipeline Integrity Management. Before joining DNV in 1998, he worked for two years in the Norwegian Army Material Command in projects aimed at assisting them in evaluating operational and maintenance concerns while developing and acquiring complex military systems. Felix is a System Engineer with his Master’s degree from Kungliga Tekniska Högskolan, Sweden (1996).

IT’S CALLED INTEGRITY MANAGEMENT For decades, key performance indicators (KPIs) have been used to ensure the integrity of oil & gas installations. KPIs include such things as the number of failures, violations, and inspections, and are usually expressed in diagrams – trends and ‘traffic lights’. Yet, KPIs have not been applied to submarine pipelines as often as to processing facilities. Potential KPIs related to managing corrosion threats have been one of the subjects of a DNV Joint Industry Project (JIP), with a revision to DNV-RP-F116 “Integrity Management of Submarine Pipeline Systems”. LEADERSHIP PROJECT THINKING Potential KPIs have been identified based on a combined integrity management and barrier concept. In this context, barriers include any kind of measure put in place to prevent a hazardous event, as well as any measure that breaks the chain of events to prevent or minimize consequence escalation should the hazardous event take place. Such measures can be physical and/or non-physical (e.g. organisational). The resulting set of potential KPIs can be used as input when choosing indicators to be

included in existing or planned company KPI systems, and tracked to actual pipeline systems for follow-up. CORROSION IN FOCUS A second element of the work in this area involved revisions to DNV-RP-F101 “Corroded Pipelines”. Another DNV JIP has been contributing with significant input since 2011. The revisions improve guidance on how to account for system effects, how to perform probabilistic

assessments, and include a new assessment methodology for long axial corrosion. The new RP will reduce conservatism in current methods for assessing interacting defects, while permitting pipelines to achieve full compliance with the broader DNV Standard, DNV-OS-F101 ‘Submarine Pipeline Systems’. SHARING FORWARD DNV and its partners will now go forward to craft the final RPs – following numerous workshops held in connection with their development. With further cooperation, constructive discussions and key experts, the last phase will include an external hearing process for all interested parties before new revisions are issued later in 2013. This effort addresses key industry concerns, and is a welcome addition to DNV’s leadership in the continuous improvement of quality, safety and efficient operations.

Barriers to prevent hazardous event

Barriers to control consequences and effects

CONSEQUENCE

CAUSE

OPERATIONAL/ PROCESS CONTROL

PRESSURE CONTAINMENT AND PRIMARY PROTECTION

PIPELINE INTEGRITY CONTROL

PIPELINE INTEGRITY IMPROVEMENT

LOSS OF CONTAINMENT

LEAK DETECTION AND EMERGENCY SHUTDOWN

COMMUNICATION, COMBAT, DIVERSION AND RESCUE

PIPELINE REPAIR SYSTEMS

CONSEQUENCE

OPERATIONAL/ PROCESS CONTROL

CONSEQUENCE

Corrosion, Corrosion monitoring systems, Submarine pipeline corrosion, Key performance indicators, Integrity management, DNV-RP-F101 “Corroded Pipelines”, DNV-RP-F116 “Integrity Management of Submarine Pipeline Systems”, DNV-OS-F101 “Submarine Pipeline Systems”, Joint Industry Project, JIP, Recommended Practice

OIL & GAS FRONTIERS > CUTTING EDGE 13

“To be a surrealist… means barring from your mind all remembrance of what you have seen, and being always on the lookout for what has never been.” RENÉ MAGRITTE, QUOTED IN TIME, APRIL 21, 1947

14 CUTTING EDGE > OIL & GAS FRONTIERS

PROJECT MANAGER G ERRY KOCH

MARV PROVES ITSELF TO THE PIPELINE INDUSTRY MARVTM is a DNV tool used to predict future risk to pipelines. Developed by DNV in 2011, this risk information and management tool was introduced to the global pipeline industry in 2012. Industry feedback was favourable and several pipeline operators agreed to work with DNV to validate the tool using their actual pipeline data. Based on the successful outcome of this validation work, DNV is ready to offer several MARV modules to pipeline operators that will significantly improve their assessment of current and future risks.

Gerry is a Senior Principal Engineer in the Materials and Corrosion Technology Center, and works with DNV R&I to develop MARV TM into a commercially viable risk management tool and to create superusers in the DNV operating units globally. Gerry started as a Senior Metallurgist at Fokker Aircraft working on the development of hybrid aircraft components. In 1980, he began work at Battelle Memorial Institute on materials and corrosion in coal-fired power plants, before he moved to CC Technologies in 1990. He became part of a core team that grew CC Technologies from a small testing laboratory to a company that commanded a significant portion of the North American onshore pipeline research and engineering market. Following their acquisition by DNV in 2005, where Gerry was active in the integration process, he has worked on structural integrity of oil & gas pipelines and upstream equipment.

PIPELINE RISKS Pipelines continue to be the safest way to transport liquids and gas. However, pipeline accidents do occur and pose considerable risk, threatening the public and the environment. With the ageing of both onshore and offshore pipelines, the likelihood of pipeline failure is increasing, and pipelines that were once remote are now often encroached upon by other operations. As a result of the increasing likelihood of pipeline incidents and the potentially severe consequences of these to safety, health and the environment, operating pipelines must be better understood, and risks managed in a more comprehensive and sophisticated manner. MARV™ stands for Multi-Analytic Risk Visualization, and gives pipeline operators the ability to predict and visualize significant current and future risks to pipelines. The tool uses the Bayes theorem in its network model – enabling this prediction, drawing from theoretical models and empirical learning – and provides a robust probabilistic method of assessing risk in conditions of uncertainty. DEALING WITH DATA In order to develop a truly comprehensive risk assessment method, it is critical to use ‘all’

available information about a pipeline. Many types and sources of information exist and not all information is readily available. The types of information regarding a pipeline can be grouped into three (3) main categories: incident databases, time-based data, and geographically based information. The MARV™ tool box can interface with a wide variety of data sources, including unreliable data sources or data that is changing over time. Risk on a pipeline is location dependent. Therefore any risk assessment tool must be able to manage risk by location. Past failure data alone is not sufficient as the environment around pipelines and the operating conditions change with time. Predicting future risk of pipeline failure requires connecting potential causative factors in a quantitative manner to failure processes. Once such data is analyzed, it is integrated into different data sets as input to risk assessment. Risks are then presented in a visually comprehensible manner. In 2012, the MARV™ tool was presented to the global pipeline industry through workshops organized by local DNV units in Houston, Columbus, Tulsa, Abu Dhabi, Rio de Janeiro, London, Aberdeen, Groningen, and Oslo.

MARV, Pipelines, Bayes theorem analysis, Risk modelling, Risk assessment, Pipelines, Joint Industry Project, JIP

Industry feedback was very favourable, and their participation in validation work has made it possible to now offer MARV modules on current and future risks resulting from: n■ internal corrosion n■ external corrosion n■ stress-corrosion cracking, and n■ third-party damage. GOOD VISUALIZATION A good visualization tool is essential in a risk management program. The MARV™ tool is location and time specific, and shows the results of the risk assessment in terms of both risk probability and risk consequences. Further, the tool makes it possible to drill down and discover more detailed information. All numbers and calculations used to assess the risk can be made available, if so desired. From a practical standpoint, technological developments will enable us to receive the information electronically via touch screen interfaces anywhere we go. EXPANSION POTENTIAL Now that the MARV™ pipeline risk tool has been developed to the point that we can offer the tool as a service to pipeline operators, the global market outlook is very promising. The risk tool will continuously be upgraded as the Bayesian network continues to learn from the various inputs. The tool will further take full advantage of continuously improving information and visualization technology. Further plans are to combine advanced sensor technology with MARV™, which will allow for real time risk assessment and data management. And while the MARV™ development has been

OIL & GAS FRONTIERS > CUTTING EDGE 15

focused on pipelines, the concept has a much broader application potential. As was concluded through a Business Model Canvas, MARV™ can have a future application anywhere risk management is used, from pipelines, offshore structures, wind farms, utilities, and grid systems to healthcare, bio risk and

climate change. Hence, once MARV™ for pipelines is fully ready for the pipeline market, it will be transferred to DNV’s operating units, and the MARV™ team will move on to the next phase of MARV™ application, where risk management and risk prediction is crucial.

W OR L D CLASS This is an example of what happens when DNV’s Research and Innovation Materials Group works with stakeholders and DNV’s operating units across the globe.

Oil type

Pipe inclanation

Oil Density

Oil Viscosity Oil Velocity

ID Water Wetting

Lowest point CO2

Fe2+

Temperature

Water Layer Prob...

Water Cut

S...

Pig Run

H2S

Corrosion Rate

Total Velocity

Acidic/ alkiline...

Bend

Diameter Change

T-Piece

GAB

Pr... Protection from...

Sand

Corrosion Inhibi...

Protection from...

Sulfides

Hydrocarbon

Temperature

Geometry Cha... Wax Deposit

Passive Film Slug Flow

Flange or Valve

GAnB pH

Localized Inhibi... Inhibited Corros...

Oxygen

Sand Deposits

Galvanic Cell

...

Shelter Asphalat. D...

Chlorides

Localized Corr...

Favourable Envi...

Erosion SRB Conditions

Deposits Wall Loss from...

Source of Energy

Corrosion Unde...

SRB MIC

Microbiological... +

Wall Loss in... Last Flaw Depth

Sigma

Pipewall Thick...

Flaw Depth

Bursting Press... Operating Pres...

Results of a Bayesian calculation

Pipe Section Fa...

...

Flaw Length

...

SRB presence

16 CUTTING EDGE > OIL & GAS FRONTIERS

SUBMARINE PIPELINE SYSTEMS PROJECT MANAGER S TEINAR LINDBERG BJERKE

Submarine pipeline systems in the oil & gas industry are designed and constructed to withstand remarkable natural conditions. Their safety and reliability are assured in part by meeting standards for pipeline girth welds that include fracture mechanics analysis (ECA). Current standards are based on calculations of the crack driving force using ‘worst case’ inputs. In this project, DNV has started to develop a reliability-based, probabilistic approach – one that will enable operators to determine a correct and uniform safety level for the fracture limit state, considering the design life of pipeline girth welds.

ABOUT THE PROJECT DNV staff in fracture mechanics and structural expertise worked on the idea of improving the current simplified fracture limit state specified in DNV-OS-F101, which is a “worst case” deterministic approach, for several years. In 2012, the background work, a detailed description for a Joint Industry Project was prepared. The JIP will result in continued evaluations in the field, using the methodology developed for performing reliability-based fracture mechanics analyses. “The goal now is to get the word out to potential sponsors about DNV’s intention to update the deterministic fracture limit state with a reliability-based methodology,” states Steinar Bjerke, Project Manager. © DNV/Nina E. Rangøy

Steinar is a Principal Specialist and lead within fracture mechanics including brittle and ductile fracture analyses and fatigue crack growth analyses. He has worked in the Materials Laboratory since beginning at DNV in 2001. Steinar’s work also involves FE analyses, materials testing and probabilistic analyses. Work has focused on pipelines, but fracture evaluations are also undertaken for various components in pressure vessels, ship structures, jack-ups, valves, shackles, mooring sockets, processing plants and wind turbines. Additional work has focused on projects related to technology qualification and component testing. Steinar has worked on several successful and significant Joint Industry Projects. Before joining DNV, Steinar worked at ABB Offshore Systems AS with mechanical design. He holds a Mechanical Engineering degree from the Norwegian University of Science and Technology (NTNU).

In order to develop a reliability-based fracture mechanics assessment approach, the accuracy of fracture mechanics analyses itself had to be significantly improved, in particular for strainbased loading. A reliability based fracture mechanics approach will ensure more consistent results from different ECA providers and make it easier to verify the safety and reliability of other assessment procedures on an ongoing basis.

A BIT OF BACKGROUND The need for this work arose from what some considered unnecessarily conservative weld defect acceptance criteria, but also because some of the assessment procedures used are not in full accordance with DNV-OS-F101. In

most cases, it is believed that the current DNVOS-F101 assessment procedure is unnecessarily conservative and that a reliability-based approach would reduce costs due to fewer repairs of weld defects, less intervention work and easier verification of ECAs by third parties.

INDUSTRY IMPORTANCE Fracture mechanics analyses are increasingly important in monitoring and assessing the integrity of submarine pipeline systems due to more complex and challenging pipeline projects. The intention is to develop a separate DNV Recommended Practice which may be revised more frequently than the DNV pipeline standard. Several research programs related to fracture mechanics analyses are ongoing in the industry, and this JIP will also use these results in developing future standards.

Submarine pipeline systems, Fracture mechanics analysis, ECA, DNV-OS-F101, JIP, Joint industry project, Oil & gas industry pipelines, Pipeline weld analysis, Pipeline structural reliability-based methodology, Recommended Practice, Verification

OIL & GAS FRONTIERS > CUTTING EDGE 17

THE LIFE OF A WELL PROJECT MANAGER J OHAN WILHELM KLÜWER

The overall challenge here was oil well integrity. How could we improve the safety and efficiency of a well, across its long lifecycle, from planning to abandonment? Reliable information is crucial to well integrity management, but the industry faces problems in lack of data consistency, lack of standardization and high complexity. It was time to take a hard look at the life of a well, and to find a better way to handle the many different kinds of information about oil wells. DNV is now in the process of solving the information management problem.

SUPPORTS INTEGRATION LoW is designed to complement, not replace, existing well information systems. The data store is structured using an open and extendable information model – an ontology. This brings an integrated view to the enterprise portfolio of well IT applications and databases, and facilitates stepwise incorporation of data from external sources, across the full range required for well management. The LoW knowledge base function builds on the Skybrary™ aviation incident system, developed and operated by DNV for EUROCONTROL, to provide a user-friendly portal tailored to domain expert tasks and workflows.

Ignition Johan is a Dr. Philos. and a Principal Specialist in the Information Risk Management unit. He is part of a team dedicated to bringing ontologies and Linked Data to the energy industry, primarily oil & gas.

Corrosion Fatigue Barriers

Johan works at the interface between research and industry, drawing on his background in applied philosophical logic as well as hands-on experience with enterprise databases. His current engagements include master data integration and governance for major Engineering, Procurement, and Construction (EPC) clients; and introducing cutting-edge ontology based data access (OBDA) methods to oil & gas exploration. Johan has contributed to several Joint Industry Projects, including Integrated Operations in the High North (IOHN, 2008– 2012) and the on-going Optique JIP, Scalable End-user Access to Big Data (EU FP7 program, 2012–2016).

Reservoir

Topics addressed over a lifecycle

BACKGROUND Operators are required to ensure the integrity of their oil & gas (O&G) wells for authorities, shareholders and the society at large. Yet, direct inspection of most aspects of an O&G well is not feasible. Well integrity is managed with a host of data sources, including design basis, manufacturing records, and the operational history of safety barriers. Excellent information management is thus vital to securing sufficient lifetime integrity.

well safety barriers and offshore incidents. The system utilizes a vendor agnostic Linked Data architecture, enabling stakeholders to achieve a new level of collaboration. LoW combines three services: storage of well information in nonproprietary form to ensure the information can live as long as the O&G facilities themselves; a knowledge base and encyclopedia of the O&G domain; and data search and retrieval.

TIME

BETTER INFORMATION FOR BETTER CONTROL Life of a Well was one of three tightly integrated projects aimed at creating a Next Generation Well Integrity solution. The approach was to pull together a suite of information models and technologies into a single system, and apply it to the problem. DNV is developing the Life of a Well (LoW) system for cradle-to-grave O&G well information management, with initial application to

Life of a Well, Well integrity, Well lifecycle, Well information management, Ontology Based Data Access, Linked Data

INTERFACE FOR THE FUTURE DNV is continuing the work on information management for safer and more efficient O&G wells. The approach demonstrated in the LoW prototype is relevant to O&G stakeholders internationally: operators, service providers, and public bodies. The potential reach of LoW is also substantial. One evident opportunity lies in integrating international well registries with incident databases, making the information available in a non-proprietary interface. The enterprise also stands to benefit from synchronizing core business objects among well applications and work processes.

18 CUTTING EDGE > OIL & GAS FRONTIERS

MEASURING RISK IN REAL TIME PROJECT MANAGER P ETER BOYLE

Peter is the Region UK Business Development leader for Advisory Services. He has broad experience in the application of hazard identification, as well as risk analysis, technical and business risk assessment, safety engineering and regulatory compliance assurance services. These are provided primarily in the upstream and allied marine sector globally. Peter has managed significant multidisciplinary and long term projects covering various DNV services, including SHE, ARM, ERM and TQ services. Peter is routinely involved in new technology, the application of new techniques and the export of such techniques to new market sectors, including aviation, rail, downstream, and marine sectors. His work has extended to all geographical areas, with paper presentations highlighting the application of new services to different sectors and regions. Peter has been with DNV for over 18 years.

Offshore oil installations generally rely on static risk models and assessments. While these may help identify general risk-trend areas and responses, they are not operating in real time to reduce the operational potential for hazards and accidents as an outgrowth of current data. Yet, offshore installations are collecting data associated with actual risk position, often difficult to interpret and use in-place, in real time. This demonstration project did just that, interfacing with existing industry data management systems to create real-time risk assessment information key to industry operators.

THE SOUL PROJECT Everyday, operators of offshore oil installations collect data associated with risk, data difficult for them to use quickly and readily. The industry relies on static Quantitative Risk Assessments (QRAs) and models that remain uninfluenced by daily risk changes. Furthermore, the timeframe needed to build and run conventional

QRA prevents its use in real time decisionmaking. Wouldn’t it be useful to provide actual risk information in real time that could be used to address operational risk-based decisionmaking? This was the aim of the SOUL Project, a demonstration project to show how diverse risk-

MANAGEMENT SYSTEM FACTORS

SAFETY CRITICAL ELEMENT STATUS

FACTORS AFFECTING SECONDARY WELL CONTROL FAILURE – PHYSICAL, PEOPLE, PROCESS

SECONDARY WELL CONTROL FAILURE

ACHIEVEMENT AGAINST PERFORMANCE STANDARDS

ACCIDENT AND INCIDENT HISTORY

MAINTENANCE STATUS

DRILL FLOOR BLOWOUT

FACTORS AFFECTING PRIMARY WELL CONTROL FAILURE – PHYSICAL, PEOPLE, PROCESS

PRIMARY WELL CONTROL FAILURE

related data can be used to yield live risk information. SOUL represents not just an evolution in operational risk management thinking but clears a completely new road. That is Landscaping, Safer Operations Upstream Landscaping (SOUL). It also aims to be something that is ‘virtual’ – it works subtly in the background without the need for costly integration or interference with operator running demands. It also interfaces with existing industry data management systems. HELPING ONE TODAY As a demonstration project, DNV aimed to develop a prototype model, learning from the leadership and innovation work. Project scope was limited to an exploration drilling case, suitable for the upstream oil & gas exploration and production market. Using a Bayesian model, it allows the illustration of many factors, including primary and secondary well control systems, developments leading to blowout, human competence, risk modeling, safety culture, and trends. AND MANY TOMORROW The upstream market is already extremely keen on this type of application, with both academia and leading operators wanting to move toward real-time risk assessments. That’s ‘facing facts’ in the daily life of this industry, which remains under constant operational change in a post-blowout era. DNV is planning to expand on SOUL, with a full range of major accident hazard scenarios and a future Joint Industry Project.

ETC...

Quantitative risk assessment, Real-time risk assessment, Offshore oil installations, Upstream industry risk management, Safer Operations Upstream Landscaping (SOUL), Demonstration project, Joint Industry Project, JIP

OIL & GAS FRONTIERS > CUTTING EDGE 19

“The imaginary is what tends to become real.” ANDRÉ BRETON

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PROJECT MANAGER PEDER ANDREAS VASSET

BLOW-OUT PREVENTION (BOP) MEETS AUTOMATION In the offshore oil drilling industry, the shutting in of a well can only be initiated by human action. This project asked, is this an adequate and robust approach for the future? As drilling operations become more complex, and well control becomes more challenging, DNV decided to take a closer look at current well control systems and philosophies. This project analyzed BOP automation potential, creating a framework for moving forward.

Peder Andreas works as Approval Engineer and Offshore Surveyor in the section for Drilling and Well Intervention. He is working with approval of drilling systems and advanced drilling technologies in addition to component certification of drilling equipment. He also oversees various floating rigs for compliance with DNV Class. He is Project Manager for a novel modular drilling system for compliance to NORSOK. Peder Andreas started at DNV in 2009, and worked for a time as a NB Surveyor at Hyundai Heavy Industries in Ulsan, South Korea, and as a UiO/ SiO Surveyor in Rio de Janeiro, Brazil. Peder Andreas holds a Mechanical Engineer degree from the Norwegian University of Science and Technology (NTNU).

THE HUMAN FACTOR BOP systems have received substantial negative publicity, partly due to the general misconception that the BOP is an emergency solution: if all else fails, the BOP will shut in the well. The truth is that current design criteria for BOPs do not address ‘blowout stoppage’ scenarios. We cannot assume that a BOP designed according to current standards is, in fact, able to stop a blowout. Like all systems, the BOP is doing its job when used in accordance with its operational limitations and specifications. This means that the BOP must be activated before a blowout occurs – in order to prevent it. This DNV project evaluated how human intervention can best be supported by automation in a well control event, in order to ensure that correct actions are taken in time. MAN VS. MACHINE BOP functions have remained unaltered for decades; designs are extrapolated to compensate for more extreme conditions. In deep waters, well ‘kicks’ can be difficult to detect. A highly compressed undetected gas kick that enters the marine drilling riser can expand and replace large volumes of mud as it moves up in the marine riser, causing considerable problems.

Automated drilling operations are expected to increase dramatically in coming years, in part, to allow for entering reservoirs with narrower pressure margins, thus setting a higher bar for responsible well shut-in. Automated BOP functions are considered possible and believed to increase safety. However, the efficiency and reliability of such a system will depend upon early and accurate kick detection. SMART AUTOMATION In this project, a fully automated BOP system was contemplated, one monitoring the drilling process and coming into play when needed. Ideally, the BOP control system should automatically close off the wellbore when manual activation fails or is ignored after kick detection. If correct actions are taken manually, the system remains in a monitoring/advising state and activates no functions. The overall goal is to close off the wellbore before the well is flowing at considerable rates, when rams are moving towards closed position. To ensure this system works as planned, among the factors that must be identified for each operational scenario are which parameters shall be governing for identifying a kick, defin-

ing a kick quantitatively and knowing which actions are correct in any given situation. To do this, the various operational scenarios must be analysed to identify correct well control actions from the governing well control procedure. Based on the above, the system will identify a well control incident and inform the driller as to what has been detected, what is the recommended action and when the system will automatically execute this action. The time limit for response will depend on kick magnitude and development rate, based on real-time feedback from the well. The person responsible for well control remains responsible and obliged to manually activate the BOP as before if a kick is detected. However, in addition, the system can activate functions if manual activation is not performed for any reason, in this way, becoming a backup resource. The driller would have the opportunity to bypass the automated action if it were considered a low risk situation. The quality and reliability of the information flow is imperative. The automated system will depend on real-time data from both topside and from the well, including bottom-hole pressure, temperature and flow rates. TIME FOR TEAMWORK This project was run by DNV Offshore Classification in close cooperation with the Subsea consultancy environment. Team members considered all BOP operational factors, presenting the results as an overall philosophy for automated BOP activation. The results will

BOP, Oil drilling industry, Blow-out prevention systems, Offshore oil drilling, Deep water oil drilling, Automated drilling operations, JIP, Joint industry project, Well control

OIL & GAS FRONTIERS > CUTTING EDGE 21

now be presented to key industry players with the intention to take this work further, through a Joint Industry Project.

This work demonstrates DNV’s leadership role – with foresight, customer focus and a results orientation.

Macondo showed the importance of the BOP. The project seeks to give a direction to the industry by initiating the developments of a system that is believed to increase the overall safety of drilling operations.

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MAJOR ACCIDENT RISK REVISITED

Solveig has worked in DNV Risk Management Solutions since 2010. Her work has focused on safety barrier management, management systems and emergency preparedness analysis for customers in the offshore oil & gas industry. Solveig joined DNV Maritime Solutions in 2009, working on projects related to safety culture, risk management, strategy development and business performance management for customers in the maritime industry. Solveig has a Master of Science degree in Marine Technology from the Norwegian University of Science and Technology (NTNU) in Trondheim, taken in 2009. She specializes in marine systems, focusing on risk analysis and safety management, and wrote her thesis in cooperation with DNV.

An oil drilling rig in the Gulf of Mexico blows up. Why did this have to happen? In this project, DNV staff dissected the elements at play in a major accident risk scenario – in order to better understand how to effectively reduce the risk of major accidents in oil & gas industry field operations. Safety barrier management and human reliability analysis were used to go that one step further, identifying key performance indicators in complex risk scenarios. The framework developed may help the industry reduce risk and prevent a repeat scenario.

THE WAY THINGS WERE What is it that reduces the risk of major accidents in the oil & gas industry? When the Macondo field accident occurred in the Gulf of Mexico, plenty of understanding existed as to ‘occupational accident’ risk. Systems and procedures were in place. Yet, there was little comprehensive understanding in the industry of the organizational and operational factors that could play a part in a major accident. DNV was already strong on the technical aspects, so getting organizational and operational factors in place was an extension of prior research tools and techniques. DNV decided to act.

agement and human reliability analysis. The results were presented internally and externally in 2012, and have already had a positive impact on ongoing barrier management projects.

THE RIGHT RISK RECIPE “Our goal was to find key performance indicators linked to the actual risk, which are verifiable and actionable,” states Project Manager, Solveig Walsøe Pettersen. “That is the reason for using the barrier/bow-tie model as a basis for the indicator framework. As Solveig states, “The industry is going to learn that it is not just ‘defining indicators’ that reduce the risk of a major accident, but – of primary importance – the risk-informed decisions made by staff.” In the Gulf of Mexico more than 50 miles southeast of Venice on Louisiana’s tip shows the Deepwater Horizon oil rig burning in April 21, 2010.

For major accident indicators to be applicable for risk-informed decisionmaking, it was important that their effects on major accident risk be thoroughly analyzed. PROJECT ACTIVITY A multi-disciplinary team of DNV experts have been working alongside industry representatives to take major accident risk indicators to the next level. The objective of this project was to specify a DNV point of view on established indicators for major accident risk, and to develop a framework for identifying such indicators. The framework has been developed using barrier man-

MARInd, Major accident risk indicators, Performance indicators, Human Reliability Analysis, Safety barrier management, Barrier management, Bow-tie analysis

PROJECT MANAGER SOLVEIG PETTERSEN

OIL & GAS FRONTIERS > CUTTING EDGE 23

SAFE OPERATIONS IN THE ARCTIC FRONTIER

Knut Espen has, since 2009, worked as a Project Manager in DNV Technical Advisory on issues related to shipping, the Arctic and climate change. Knut Espen started his career at DNV in 1999 when writing his master’s thesis on the environmental aspects of ship demolition, continuing as a Superintendent for several Norwegian shipowners. Knut Espen has vast experience from the Arctic, having conducted several expeditions to the area, including wintering with a sailboat in the Northwest Passage and in north Greenland from 2003 to 2005. Besides working for DNV, Knut Espen runs Fotspor AS, a company that facilitates scientific fieldwork related to climate change and economic development in the Arctic. Knut Espen has published two books on the Arctic. Knut Espen has an MSc degree in Naval Architecture and Marine Engineering.

It seems like a ‘last frontier’: Arctic operations hold a promise of great potential for development while also challenging everything we think we know about competence, technology and cooperating with nature. We and others are getting “ready for the cold rush” with a safe path forward in all related operations. This DNV project is studying ice loads on propulsion systems operating in Arctic waters. The team’s cross-disciplinary approach is helping to secure acceptable levels of risk and safety knowledge within this high-risk environment, pushing knowledge into the future, the Arctic.

ARCTIC LIMITS DNV and others are “setting the Arctic standard”. Arctic operations are an emerging market, and limited knowledge, data and experience are shaping much of the current situation. Identifying gaps in knowledge, practice and regulatory regimes is essential for all. Shaping marine Arctic development at an early stage will assure risk levels within acceptable limits, and contribute to safeguarding life, property and the environment.

tional regulatory regimes applicable to Arctic operations will be pushed into the future. State of the art reports were developed to bring the project up to speed on the latest developments in the field. This was followed by fullscale testing of ice loads on rimtruster, conducted at production facilities in Ulsteinvik, Norway. Several outreach initiatives have also

been carried out, from the Norwegian University of Science and Technology (NTNU) to industry symposiums. CROSS-DISCIPLINARY SUCCESS Already, it is clear that safe and efficient Arctic operations result from a cross disciplinary approach, with sustainability objectives. This includes not compromising on environmental, human or economic issues, and identifying linkages and key risk drivers. The outcomes of the project already go beyond immediate improvements to Arctic ops, although they will do that also: creating knowledge that will be utilized to develop better designs for podded propulsion systems, and that will feed into the calibration of class requirements, and new offerings in advisory services to clients.

PROJ ECT ACTIVITY DNV’s ‘SafeArc’ project is a cross-disciplinary project that is developing and documenting improved knowledge. Ice loads acting on podded propulsion systems that operate in Arctic waters are in focus. In addition, the project is assessing solutions for efficiency in Arctic operations and studying precisely how to reduce the ‘environmental footprint’ generated by marine activities there. The project team consists of Rolls Royce Marine Propulsion and DNV, and is financed by the Norwegian Research Council with a budget of 12 million NOK. Work is involving the world’s leading ice navigators and vessel operators. Top class knowledge is being generated within this field and, as a result of this project, knowledge closely linked to national and interna-

Arctic operations, Propulsion systems, Marine propulsion, Environmental footprint, Ice loads, Joint Industry Project, JIP

PROJECT MANAGER K NUT ESPEN SOLBERG

24 CUTTING EDGE > OIL & GAS FRONTIERS

ONSHORE PIPELINE VERIFICATION ARRIVES PROJECT MANAGER ALI SISAN

Historically, onshore pipeline systems have not been subject to independent verification. However, with changing regulatory environments and industry norms requiring greater scrutiny, an increased need for pipeline oversight was identified. DNV responded with a new service specification. This service specification provides criteria and guidance on the verification of complete onshore pipeline systems, their parts and the phases of their development and completion.

TAILORED BENEFITS DNV-DSS-316 outlines different levels of verification involvement, to be selected by the client. This ensures that the verification body’s scope is well defined and transparent. Third party verification of onshore pipelines has the benefit of providing stakeholders with confidence that the system’s integrity is assured, and that risks to personnel and the environment are reduced.

Before joining DNV, Ali worked at The Welding Institute (TWI) Ltd. in Structural Integrity Technology. He has also worked with British Energy Ltd. as a part-time research contractor. Ali is a Charted Mechanical Engineer with a Ph.D. in Fracture Mechanics.

Ali is the Head of the Pipeline and Subsea section in the London Approval Centre, and also leads pipeline activities in the DNV region UK. Before joining the Approval Centre, Ali led the Pipeline and Integrity Assurance section at London Solutions. Ali is a Principal Integrity Engineer with a specific interest in pipeline design verification, engineering critical assessment, Fitness for services and residual stress. He has published and presented more than 30 technical papers in international conferences and is a member of the British Standards BS7910 and R6 sub-committees on residual stress.

the integrity of parts and phases of a pipeline system. DNV-DSS-316 follows a risk based approach. The level of verification activity is differentiated according to the risk. Where the risk associated with the pipeline element or process is higher, the level of verification involvement is greater. Conversely, where the risk associated with the aspect is lower, the level of verification activity can be reduced without a consequent reduction in effectiveness.

ONSHORE HAZARDS Onshore pipeline systems present a wide spectrum of hazards, often adjacent to public areas. The industry has recognized an increasing need to involve an independent verifier to provide the required level of confidence that their facilities are in compliance with regulatory requirements and recognized codes and standards. RESPONDING TO NEED DNV responded with a global team of experts

Onshore pipes, Pipelines, Specifications, Verification, Pipeline support, Recommended Practice

and the new service specification, DNV-DSS316. Participation included senior engineers and stakeholders in Norway, the UK, Singapore, Australia, Canada and the Netherlands. The new service specification outlines DNV recommendations on the scope and depth of involvement by a verification body for onshore pipeline systems. This service specification provides criteria for, and guidance on, verification of complete onshore pipeline systems and

Additionally, it is good business practice to subject such critical work to a third-party check as this minimises the possibility of undetected error. A Statement of Compliance will be available, to be issued by DNV, on completion of each particular project phase, and will be based on a dedicated verification report. The production of this service specification is very welcome in the industry and complements offshore pipeline Recommended Practices and specifications produced by DNV earlier, now in use by operators and pipeline support companies worldwide. “With close collaboration of different DNV offices, today we reached another milestone in providing our unique verification services to our clients,” states Ali Sisan, Project Manager.

OIL & GAS FRONTIERS > CUTTING EDGE 25

PROJECT MANAGER STEINAR THON

RECOMMENDATIONS FOR RISK MANAGEMENT OF SHALE GAS The foundation for the future development of a globally recognized standard for safe and sustainable shale gas extraction has been built using risk management principles. DNV launched its Recommended Practice (RP) for the entire life cycle of shale gas extraction in 2012.

Steinar is currently Project Director at DNV Risk Management Solutions. Since late 2011, he worked as Project Manager on the development of the Recommended Practice for Risk Management of Shale Gas Activities. Steinar joined DNV in 1974 and has had an extensive career, including several years as a manager and director, with eleven years of international experience. His technical competence areas are within offshore classification and verification, structural strength analysis and the evaluation of offshore structures. Steinar recently led a three-year project for the European Commission on knowledge management in the field of Carbon Capture and Storage (CCS). Steinar holds a Master of Science degree from the Norwegian University of Science and Technology (NTNU) in Trondheim.

TOPIC UNDER PRESSURE Extracting natural gas from shale rock formations became more feasible as technological advances occurred in drilling and fracturing. Fracturing fluids are injected at high pressure to create fissures in the rock, providing a path to the well for extraction. Resulting wastewater and chemical releases present substantial issues and must be managed properly. Already, shale gas extraction represents 15 percent of natural gas production in the U.S. alone, a figure expected to triple in the next 25 years. Yet, no single recommended practice has existed. Until now. FOUNDATIONAL WORK DNV’s Recommended Practice is based on risk management principles and industry best practices and standards. The objective was to form the foundation for future development of a globally recognized standard for safe and sustainable shale gas extraction. The framework was developed over an 18-month period, and included collaboration with stakeholders as well as review of existing practices and guidelines. Many organisations have already developed recommendations and guidelines. Yet a complete risk management framework had not existed.

Shale gas, Natural gas, Recommended Practice, Verification, Joint Industry Project, JIP

THE NEW RP The RP recommends a risk-based approach to shale operations, including monitoring and reporting guidelines. Proper points of reference are established for all stages of extraction operations. The RP also advises on extensive baseline surveys prior to the commencement of shale gas activities, as well as open discussion with all stakeholders, including the general public. Thon explains, “One of the key elements of the RP is about encouraging transparency – for example in what chemicals are used, disclosing accidents or near misses and uncontrolled emissions. Operators should report to authorities not just from a regulatory point of view but also to stakeholders from a corporate social responsibility point of view.” The RP, DNV-RP-U301 ‘Risk Management of Shale Gas Developments and Operations,’ is intended not only as a reference document for independent assessment or verification; it is also hoped that it will influence overall awareness of the risks of shale gas activities, and provide a basis for identifying risk management interventions throughout – in the application of processes, tools and methods. It also com-

piles the references to existing standards impacting the shale gas extraction operation, identifies management principles which should be in place, and analyzes the nature of related risk identification and mitigation activities.

DNV’S SHALE GAS RECOMMENDED PRACTICE FOCUSES ON: n■

Management systems Safety, health, and the environment n■ Well integrity n■ Management of water and energy n■ Infrastructure and logistics n■ Public engagement n■ Stakeholder communication n■ Permitting n■

26 CUTTING EDGE > OIL & GAS FRONTIERS

AN OFFSHORE OIL RIG FOR THE FUTURE PROJECT MANAGER JINGYUE LI

As oil becomes more scarce and offshore exploration pushes forward, innovative new equipment and the systems to protect it are coming into place. In the case of the ‘Cat D’ oil rig, operational scenarios were to be a part of this. However, operational scenarios are difficult to develop and assess. DNV has now created examples to assist our clients. This work helps ensure that integrated software dependent systems (ISDS) deliver high operational reliability in remarkable new circumstances.

CAT D TERRITORY On the Norwegian continental shelf (NCS), a new oil rig was needed, the kind that could manoeuvre about, inspecting mature oil fields for untapped resources, working in well drilling and well completion processes – underwater. Jingyue is currently a Senior Researcher on IT programs in DNV R&I with a specific interest in software verification and validation. Jingyue joined DNV in 2011 and, since 2002, has been conducting research on empirical software engineering and studying software process improvement and software quality assurance, in particular.

different suppliers will be installed and integrated on the rig, one of the key challenges is to verify software quality, system integration and commissioning.

The Cat D is a semi-submersible rig that can operate at water depths up to 1,300 metres and drill wells down to 8,500 metres. It is tailormade for mid-water depth segments on the NCS, and is planned for eventual use in deep water, in high pressure, high temperature (HPHT) environments, and in the Arctic. As many software intensive control systems from

Jingyue holds a Doctor of Philosophy degree from NTNU (2006).

Jingyue has vast experience as a researcher from the Norwegian University of Science and Technology (NTNU), the University College of London, and the University of Washington. He also worked as an Associate Professor at NTNU in 2008–2009. He has more than 40 scientific publications in software engineering journals and at international conferences, and received the “Best Paper Award” from the 4th ACM/IEEE International Symposium on Empirical Software Engineering and Measurement in 2010.

DNV’S APPROACH A new offshore rule, OS-D203, Integrated Software Dependent Systems (ISDS), is geared to the Cat D to help ensure the delivery and integration of the systems with high operational reliability. Documented operational scenarios contribute to reducing integration costs and time during the new building phase, and increase safety during operations. PUSHING THE PROJECT ENVELOPE Creating realistic operational scenarios is technically difficult and complex work. DNV’s Research and Innovation staff worked in close coordination with the ISDS software team, creating a “handle drift off operational scenario” example based on the technical specifications and expected operations of the“Cat D” drilling rig. The ‘OpS’ example and template have been presented to and reviewed by engineers of rig owner, Songa Offshore, and yard owner, Daewoo Shipbuilding & Marine Engineering Co., Ltd., DSME. As a result of this work, owners, operations, engineers, integrators and suppliers working on the Cat D are getting a better understanding of the OpS concept. Additional critical OpS scenarios are now being developed, following DNV’s example and template, and a new rig by Fred. Olsen Energy will use the new rule to class a new build. The knowledge and expertise developed by DNV is also going beyond the Cat D, to assist other customers with advisory service contracts.

CatDrill, Oil drilling, Offshore oil rigs, Integrated software systems, ISDS, Cat D oil rigs, Semi-submersible rigs, Operational scenarios, Software system rules, Offshore rules, Joint Industry Project, JIP

OIL & GAS FRONTIERS > CUTTING EDGE 2 7

“We may brave human laws, but we cannot resist natural ones.” JULES VERNE, 20,000 LEAGUES UNDER THE SEA

28 CUTTING EDGE > OIL & GAS FRONTIERS

PROJECT MANAGER C LAUDIO BITTENCOURT FERREIRA

OFFSHORE WIND TURBINE VESSELS IMPROVING Offshore wind turbine installations appear surreal, floating on the surface of the blue waves. Yet, nothing about their installation or maintenance can be taken for granted. The vessels that build and maintain them are, equally, design wonders. Wonders that DNV helped to build from the start.

FAST FORWARD As new Wind Turbine Installation Units (WTIs) came into operation, some typical issues began to emerge, reoccurring particularly at the design and manufacturing stages, but also as the result of years of experience in the field. The WTI vessel operates in a multitude of conditions, ranging from harbour loading, either floating or jacked up, to transit, to operations in jacked up mode. WTI vessels are exposed to substantial loading. In addition, weather, seabed and cargo conditions all impact operating limits.

In this DNV project, staff revisited the design specifications and tolerances for offshore wind turbine vessels. The in-depth work performed in 2012 has resulted in new, and at the same time, streamlined classification requirements on materials, fabrication inspection and structural integrity.

CUTTING EDGE RESULTS DNV initiated this project to improve the class requirements for the WTI vessel’s materials, strength and fatigue, and address the frequent movement of the vessels. The project unified the different approval groups with experience in the design and fabrication of WTI: London, Høvik and Poland.

Before joining DNV UK in 1993, he worked for five years at DNV Brazil with structural analysis, marine warranty and certification of offshore installations. Claudio is a Structural Engineer (1984) and took an MSc in Dynamic of Structures in 1990. He has extensive knowledge of Sesam modeling of jacket structures and FE modeling of fixed and floating structures, and is specialized in certification and classification of fixed and floating structures.

Claudio is a Senior Principal Engineer and Surveyor at the Section for Pipelines, Subsea, Wave and Tidal at DNV UK. He is responsible for the development of the certification process for certification of wave and tidal energy converters. He has also been responsible for approval of the MPI Resolution, the first vessel designed for wind turbine installation, and the MPI Adventure and MPI Discovery, recently delivered.

MPI Discovery

A LITTLE HISTORY By the end of the year 2000, DNV had fielded its first request to provide a proposal for classification of a vessel that would be dedicated to the installation of wind turbines offshore. Previously, small self-elevating units or converted, small feeder containers could only be partially jacked up for this task. The new concept was to create a wind turbine installation vessel, one that would perform the work done by several units, and

faster. This idea resulted in a hybrid vessel that included the characteristics of a self-elevating unit – for operating in the water depth range of the future wind farms, along with the mobility of a Dynamic Positioning unit. This new unit, now named MPI Resolution, would change the way the Wind industry worked, along with a pioneering Class Notation developed by DNV.

The team defined a simplified assessment approach sufficiently flexible to assess the vessel during all operational phases. The proposed fatigue assessment methodology provides a simple way to check the evolution of fatigue damage considering the actual parameters of operation of the unit during the inservice life. So far, this project’s results have been incorporated into updates to related DNV Offshore Standards (OS-J301, OS-C101 and OS-C104). Some tests are ongoing, and once final results are available, either a Guidance note or Appendix to OS-J301 will be issued.

Wind turbines, Offshore wind turbines, MOUs, Mobile Offshore Units, WTI vessels, Wind turbine installation vessel, Hybrid vessels, Fatigue analysis, Strength analysis

OIL & GAS FRONTIERS > CUTTING EDGE 29

PROJECT MANAGER M ICHIEL VAN DER GEEST

JACK-UPS: REWRITING USERS’ RULE EXPERIENCE Almost 50 percent of the world’s Mobile Offshore Units (MOUs) are self-elevating units or jack-ups. They deserve attention and focus. For example, when their fixed platforms are in elevated mode, not all regulations and rules for MOUs apply to them. Then there is the naturally developed complexity of myriad rules and standards, not all applicable for jack-ups. This created a clear drive for DNV to define a new jack-up rule book. The new and unique concept and format chosen meet the need for a balance between detail and overview, covering each phase of a jack-up’s lifecycle.

DNV prioritized this area in 2012. To answer the market’s challenge, the project team decided to create a new rule book format. The new book has seven sections which cover the entire class service concept, from newbuilding design requirements, component certification and the survey on the newbuilding site, to the survey in the operational phase after delivery. Each section is based on the renowned DNV offshore standards, but also explains in detail specific challenges faced in the jack-up high risk area.

Michiel is an Offshore Class Product Manager with a broad background in management of operations and technical and strategical projects. Before joining DNV, he concluded a 13-year career as Lieutenant Commander in the Dutch Navy. Beside his operational skills, he achieved Master’s degrees in Electrical Engineering, Business Administration and Project Management. In his latest role, he managed a technology development program in stateof-the-art radar technology. Since 2006, Michiel has built up Classification experience as a nautical safety approval engineer/surveyor with assignments in Norway and Korea. Later, he took this experience further as a Classification Product Manager, from 2010, with a primary focus on the Offshore Segment. In this role, he combines his background and project approach to develop the DNV Offshore Class Service further to cover business needs and technical developments.

NEW RULE BOOK, NEW FORMAT Many technical standards ensure safety and reliability of results while working at the edge of the operational and design envelope. This, however, has a price in the complexity of the resulting standards. In other words, rules do not always give the sort of clear guidance that designers, yards and owners are looking for. This clear guidance is especially important in the self-elevating market.

DNV’S APPROACH Providing a service means more than just establishing rules, correct procedures, clear guidance and information for the service providers in the field, and an exchange of knowledge

MOUs, Mobile offshore units, Rule book revision, Jack-ups, Self-elevating ships

– all are essential elements. Fortunately for the project, in this case, expertise was not in short supply, taking advantage of DNV segment specialists with deep experience in the jack-up segment.

GOING BEYOND THE RULES “Looking back, the team has had so much agility – remarkable in the often traditional and bureaucratic world of classification societies,” says Michiel van der Geest. “A new rule book with an innovative format and a revamped focus service delivery approach – from scratch, and in a timeframe usually associated with defining a first business concept.” It all makes this project a good example of DNV’s strengths, effective and efficient networks bringing people together all over the world to meet market needs.

30 CUTTING EDGE > OIL & GAS FRONTIERS

WHEN HOT REPAIRS SHOULD GO COLD

Jan is a Principal Engineer in the Materials Laboratory at Høvik, Norway. He is the coordinator of DNV’s global Materials Technology Leadership initiative, whose aim is to develop Cutting Edge competence within materials technology. He also has responsibility for the development of cold repair methods, in particular bonded patch methods. He has edited two books on adhesive bonding and published more than 25 articles. He is a member of the Technical Committee ISO/TC 67, Petroleum, petrochemical and natural gas industries, Subcommittee SC 6. Jan worked previously with nonmetallic materials and coatings, NDT and repair of composites. He was Project Manager for two major projects on adhesive bonding in shipbuilding, and was Research Programme Director for strategic materials research at DNV. Jan holds a Doctor of Philosophy in Materials from the University of Southampton, UK (1997).

“Cold repairs” improve the reliability of operations for floating structures and vessels as repairs can be carried out without disrupting operations. In 2012, DNV released a new guideline on cold repairs, the primary result of a multi-year series of projects which examined the potential for making cold repairs to floating structures.

THE INDUSTRY PICTURE An FPSO is a floating production, storage and offloading unit used by the offshore oil & gas industry to process hydrocarbons and store oil. FPSOs are being utilised beyond their initial design life, resulting in increased corrosion and degradation. When repairs are needed, the traditional tools involve burning, welding and grinding, all potential fire or explosion sources. This requires safety measures including degassing of tanks and shutting down of oil operations during repair work. Associated industry losses in revenue are estimated to be in the millions of U.S. dollars per day. Cold repair has become a go-to strategy, but one which required substantial testing and detailed examination. A PROJECT WITH PURPOSE To address repair of FPSO and tanker structures, DNV initiated, as early as 2001, a series of Joint Industry Projects. Cold repair in situ of structures that are difficult to access or remove was the goal. Cold repair would be economically efficient, and could be used, in some cases, to postpone emergency repairs until planned maintenance or refitting. Cold repair thus became a new structural repair method that could change maintenance strategies, allowing some repairs to be delayed until planned maintenance events. While not a ‘silver bullet,’ it has proven effective, in particular, for repair of corrosion damage, and for specified timeframes.

PLANNING TO PERFECTION The project’s primary deliverable is the Recommended Practice, DNV-RP-C301 – Design, Fabrication, Operation and Qualification of Bonded Repair of Steel Structures, published in April, 2012. The bulk of the development work was carried out by staff at the DNV Material Lab in Høvik, Norway. Key results were presented at industry meetings in Houston and Stavanger, Norway. The past decade has been used to develop this repair method for structural applications. We are now starting to see commercial applications, and expect steady growth of its use in the future.

PROJECT MANAGER JAN WEITZENBÖCK

Corrosion pits or cracks

(I)

Bounded patch

(II)

Not Hot, Cold repair, FPSOs, Floating structures, Oil & gas industry service vessels, Corrosion, Corrosion repair, Recommended Practice

OIL & GAS FRONTIERS > CUTTING EDGE 31

“Intelligence without ambition is a bird without wings.” SALVADOR DALÍ

32 CUTTING EDGE > MARITIME & CLASS

MARITIME & CLASS

image size: 540x210mm

Predicting the future is a challenging task, and prioritizing which competence to focus on is equally difficult. That said, a few topics will certainly continue to dominate the shipping agenda in the coming years, including a continuous cost focus, energy efficient ship operations, and environmental performance. The industry has already come a long way within these areas, well assisted by existing and upcoming regulations, but the pace of innovation towards a cost efficient shipping operation will continue at high speed. Alternative fuels â&#x20AC;&#x201C; LNG, biofuel, fuel cells â&#x20AC;&#x201C; are of particular interest. At the same time, we will not remove our focus from our longstanding goal: safer shipping.

MARITIME & CLASS Although marine transportation is considered energy efficient compared to other transportation alternatives, shipping is now facing a new reality. Media, politicians and the public at large are increasingly focusing on environmental issues. Carbon emissions that contribute to global warming are particularly in the spotlight. Vessels ordered today may still be in operation beyond 2040.

MARITIME & CLASS > CUTTING EDGE 3 3

34 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER PETER NYEGAARD HOFFMANN

BUNKERING LNG AS FUEL FOR SHIPS This project’s acronym, BUNGAS, stems from its objective, to address issues related to bunkering of liquefied natural gas (LNG) when used as fuel on ships. Answering some of the related challenges of LNG as fuel were part of the challenge, as LNG becomes a more common alternative to traditional petroleum fuels. DNV contributed critical LNG bunkering data and risk assessment materials to this wide-ranging project effort during 2012.

Peter is currently the Discipline Leader Operational Safety and Risk in Maritime Advisory. His position includes extensive quantitative and qualitative risk assessments related to maritime operations and shipping, including the Formal Safety Assessment (FSA) approach developed by IMO. The group is responsible for the development of competence and methodology in the field, as well as building a local market and supporting the global organisation. Peter has been with DNV for more than ten years and has extensive experience from work with risk assessment for worldwide maritime customers. In addition, he has conducted energy efficiency studies for various European customers and has spent years studying how to reduce emissions-to-air from ships including the related barriers to implementation. Peter holds an MSc degree in Naval Architecture, received in 2000.

HISTORICAL NOTES According to the IGC-Code, only LNG carriers can utilize LNG boil-off gas in the machinery space as fuel. Since 2000, a few LNG-fuelled vessels not covered by the Code have come into service, with national administration permission and in compliance with DNV class rules. Due to missing safety requirements, the IGF-Code (Gas as Ship Fuel) was proposed to the IMO in 2004. The goal is an international standard for natural gas-fuelled engine installations. Interim guidelines adopted in 2009 give criteria for arranging and installing LNG fueled machinery to achieve a level of integrity equivalent in safety, reliability and dependability to conventional oil-fuelled machinery. The IMO is currently developing the IGF Code, with a first revision planned for 2014. DNV and others are working to contribute their expertise and developed knowledge in that effort. WANTED: STANDARDS When the BUNGAS Joint Industry Project (JIP) was begun, there was no common industry standard for equipment and procedures for the use of LNG as fuel. Even now, there are still a limited number of bunkering infrastructure arrangements available worldwide. The development of standards was therefore seen as both timely and important. The work was

started with the aim to develop sound equipment, ship designs and to develop accurate risk assessments to evaluate design alternatives. A number of projects for LNG refuelling system development are planned or ongoing in Europe. Nevertheless, a general approach covering the technical, legislative, organizational challenges in a way so as to be able to transfer the results within the EU in general is missing. This project is developing an overall technical basis for the design and operation of safe bunker stations onboard gas fuelled commercial vessels, and is addressing the related bunker supply vessels. It is developing the baseline for safe and competitive gas refuelling in European ports in a way that the results can be applied to all types of gas fuelled ships, and it includes the requirements for a basic design of a bunker vessel with a suitable transfer system. PROJECT DETAILS Work has focused on five main areas: 1.■ Bunkering requirements: setting the baseline requirements for an LNG bunker system and identifying how these differ from more traditional marine bunkering arrangements;

2.■ The design of a bunker ship: developing a concept for a bunker vessel which can be used to bunker a range of different ship types and sizes, with a focus on safety and bunkering equipment; 3.■■ The design of a bunker station: designing a bunker station including best suitable placement of control and safety systems on the receiving ship; 4.■■ Risk assessment of the bunkering operations, including estimating leak probabilities and modelling the consequences; and 5.■■ Training needs for bunkering: requirements for crews on both vessels. DNV’S ROLE DNV’s role, to date, has been in developing state of the art bunkering procedures based on current experience gathered from existing ships in operation in Norway. DNV has also modelled leak probabilities from LNG bunkering as well as their potential consequences, by use of the DNV softwares, LEAK and PHAST. In addition, the consortium members have developed a concept for a bunker barge and a bunker station on a passenger vessel. RESULTS IN 2012 “The main accomplishment from our side was the modeling of gas dispersion and potential fire scenarios given a leakage of LNG or gas during bunkering operations,” stated project staff. “We modeled the receiving vessel and bunker barge in KFX software and modeled

Bungas, LNG, LNG bunkering, Bunkering systems, Bunkering barges, Bunker stations, Bunkering risk assessment, LNG risk assessment, Joint Industry Project, JIP

MARITIME & CLASS > CUTTING EDGE 35

Ecore bunker ship, a very large ore carrier (VLOC) concept designed to lower fuel costs and improve loading efficiency.

different leak rates, gas/LNG pressures and weather conditions in order to see what the potential consequences would be.” The results of this JIP will now be used as input to the ongoing development of industry standards and best practices for LNG bunkering. There are very many initiatives ongoing in the industry to develop rules and standards for bunkering of gas and the use of LNG as fuel

for ships, and the aim is to contribute to overall knowledge in the industry. DNV’s role includes continuation of a full risk assessment, which will include further study of the probability for leaks occurring and gas igniting, the aim for work continuing in 2013.

FACTS REGARDING THE BUNGAS PROJECT: n■

A three-year JIP with the main objective to develop a bunkering system for refueling of commercial vessels with LNG including the development of technical and organizational solutions with focus on ship to ship bunkering. n■ The main partners are: Germanischer Lloyd (Lead), AIDA Cruises, Meyer Werft, MAN and DNV n■ Partly funded by German and Norwegian governments n■ Total budget: 1.9 million Euro n■ DNV budget: 200,000 Euro with main focus on risk assessment

36 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER HENNING MOHN

LNG BUNKERING IN AUSTRALIAN PORTS FEASIBLE The use of Liquefied Natural Gas (LNG) as a fuel for ships is seen as one of an array of options to address the future environmental and commercial challenges in the shipping industry. With a proper combination of LNG storage and bunkering solutions, including tank trucks, permanent tanks and barges in selected and destination ports, efficient LNG bunkering can be established. In this 2012 project, DNV experts and DNV’s partners determined that LNG bunkering in Australian ports is feasible. The study presents details and timeframes for development.

Henning now heads the Green Shipping Advisory group in Singapore following the merger of Technical Advisory with the maritime portion of DNV Clean Technology, where he was Head of Section. Henning has been with DNV since 2008 and is knowledgable in services related energy efficiency, LNG as fuel, emissions, ballast water purification and maritime technology. He has experience from running large LNG bunkering studies in Europe, Asia and Australia, with more than 17 years of experience from environmental engineering, and has until recently been the main advisor to a dominant green shipping funding scheme in Norway. Before DNV, Henning worked at Scanship Environmental AS as Chief Marketing Officer, the Norwegian Institute for Water Research as a Research Manager, and at MiljøKjemi as Project Manager. Henning has MSc degrees in Environmental Engineering (1995) and Civil Engineering (1993).

PA R TNERS FOR PROGRESS DNV led this Joint Industry Project on the feasibility of LNG bunkering in Australian ports. The partners on the JIP included the Australian Maritime Safety Authority (AMSA), BOC Limited (Linde Group), Farstad Shipping Pty. Ltd., Ports Australia, Rolls-Royce Marine AS, SVITZER Australia, Swire Pacific Offshore Operations (Pte) Ltd., Teekay Shipping (Australia) Pty. Ltd. and Woodside Energy Ltd.

operation, a second wave of ships is expected to enter the market, which will reduce suppliers’ uncertainty and reinforce the business case. The JIP focused specifically on the initial phase, and created roadmaps for necessary action for the most rapid establishment of LNG bunkering in shortlisted ports. An accelerated approach could open up LNG bunkering in Australia by 2016.

Together, they conducted a detailed study designed to produce practical results. DNV and all parties are now optimistic about the future of LNG as maritime fuel in Australia after having screened the possibilities to establish LNG bunkering in ten Australian ports.

POSITIVE POTENTIAL DNV Maritime Country Manager, Tim Holt, states “We have been impressed with the interest and commitment shown by the Australian shipping industry in investigating LNG as a cleaner and locally available marine fuel.” JIP Project Manager, Henning Mohn adds, “Increasing LNG production along with new international regulations boosts interest in LNG fuelled shipping; this could actually, to some extent, cause ships to switch from fuelling with imported fuel to using domestically produced LNG.”

ECA ECA

STUDY RESULTS This study recommends that additional technical guidelines be established, and encourages a clearer regulatory framework, along with financial incentives to kick-start development. When establishing LNG bunkering, the critical business phase occurs in the first 2–4 years of operation, when the LNG suppliers rely on a few foresightful ship owners willing to be industry forerunners. After some years of successful

Key conclusions of the JIP were (1) that there is an attractive payback period, from the additional investments required for LNG fuelled shipping to the reality, and (2) that there were no significant legal restrictions hindering development of LNG bunkering in Australia.

ECA ECA

SOx – ECA NOx and SOx – ECA

Existing ECA areas. Source: IMO.

Liquefied natural gas, LNG, Natural gas, Bunkering, JIP, Joint industry project, LNG feasibility study

MARITIME & CLASS > CUTTING EDGE 37

“Our lives begin to end the day we become silent about things that matter.” MARTIN LUTHER KING, JR.

38 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER PÅL WOLD

LNG CASE STUDY IN BALTIC CONTAINER MARKET We know that shipping transportation is polluting. New standards are impacting the industry, challenging them to respond with innovative solutions. The use of liquefied natural gas (LNG) as fuel is being studied for use. This Joint Industry Project (JIP) examined the feasibility of using LNG fuel on container vessels, and involved a case study of the Baltic Sea market area. A limited cost-benefit analysis was also performed. The results show the viability of LNG as a potential solution particularly suited to this short sea shipping container market.

Pål has since 2012 been working as DNV’s Business Development Manager in Shanghai for the pre-contract and marketing department. He started working for DNV in 1998 in the Hull Approval section as Hull Responsible Approval Engineer, where he was PMA for the world’s largest cruise ship, Oasis of the Seas. In 2009, he joined the Container Lift program. He worked for Seaspan, a major container ship owner, in Vancouver, Canada, focusing on operational challenges with a focus on fuel-saving initiatives. Returning to DNV, he became Project Manager for implementation of the Container Lift program. Further, he has been part of various development projects for container ships, including the Quantum 6000 and 9000, in addition to being Project Manager for “Ecore,” an large, eco-friendly ore carrier. Pål is a Principal Engineer in DNV Maritime Advisory, and holds a Master of Science degree from the University of Glasgow, with a focus on Naval Architecture, from 1998.

POLLUTION CONTROL MEETS THE MARKET Reducing pollution is the subject of new shipping regulations. Emission targets adopted by the International Maritime Organization are affecting the maritime industry in a series of stages, requiring reductions in the emission of nitrogen oxides and sulphur oxides, unburnt hydrocarbons, and particulate matter as well as greenhouse gases.

THE FUTURE IN FOCUS DNV worked with partners, Shanghai Merchant Ship Design & Research Institute, CSSC (SDARI) and MAN Diesel & Turbo SE to develop a 1,900TEU gas fuelled Baltic feeder. The result is a feasibility study evaluating 2-stroke versus 4-stroke dual fuel engine options, integration with MAN dual fuel engines, and design evaluation of the LNG tank and safety layout of the fuel gas supply system.

Emission Control Areas (ECAs), such as the Baltic Sea market area, already have stricter requirements regarding emission targets than global standards. Starting in 2015, the maximum sulphur content of fuel oil is limited to 0.1% SOx for vessels operating in ECAs.

The resulting model LNG-as-fuel design minimizes hazardous areas and potential risks to the safety of the ship, personnel and equipment, while the economic analysis demonstrates the

feasibility of LNG as fuel in the Baltic container feeder market area. This JIP demonstrates a promising path ahead for the realization of much-needed shipping innovation in the search for efficient and effective pollution control responses, while also illustrating LNG’s particular applicability to the Baltic Sea market area.

Dry cargo Miscellaneous Pass/Ferry Tanker Container Bulker Roro Offshore Reefer Combination

Vessels in the Baltic 2011

Annual fuel and exhaust cleaning cost [MUSD] (reference oil price + oil linked gas price)

LNG is being explored as one possible approach to meeting these needs. In 2011, container ship owners and operators were asked about the future of Baltic feeders. The feedback showed the majority believed that the container feeder size would increase compared to the fleet today, ‘newbuildings’ would have to replace existing fleet and LNG as fuel would become an important fuel type for the Baltic trade.

10 8 6

4 2 0 2-stroke diesel HFO

2-stroke diesel + scrubber MDO

2-stroke Dual Fuel LNG

4-stroke Dual Fuel

Scrubber

LNG TEU, LNG, Liquefied natural gas, LNG feasibility study, JIP, Joint industry project, Container vessel market, Baltic Sea feeder market, Emission control area, ECA, Pollution control requirements

ﬀ

MARITIME & CLASS > CUTTING EDGE 39

GAS CARRIER RESEARCH & DEVELOPMENT PROJECT MANAGER TOM KLUNGSETH ØSTVOLD

Increasing interest in using liquefied natural gas (LNG) has led to a boom in the market for ships carrying LNG, and a significant drive for development of new containment systems for carriage and storage. DNV has, for decades, developed competence, standards and guidelines to support and facilitate industry development in this segment. In 2012, efforts included a continuation of a JIP for measurements of sloshing impacts in the cargo tanks of a membrane type LNG carrier, and the completion of Classification Notes for strength analyses of independent type cargo tanks for carriage and storage of liquefied gases at sea.

Tom has more than 14 years of working experience with a focus on R&D activities and classification of LNG carriers. His major areas of competence are safety of containment systems for transportation of liquefied gas, development of structural design rules, classification procedures and guidelines, ultimate strength and progressive collapse of structures, linear and non-linear finite element analyses of structures, as well as software development. He has also published and presented several technical papers at international conferences. Tom holds an MSc degree in Structural Engineering (1998).

Tom currently works for Maritime Advisory as a Project Manager for internal R&D projects, Joint Industry Projects (JIPs) and consultancy projects related to the LNG transportation and delivery chain. He is also frequently involved in projects involving ultimate strength/progressive collapse assessment and collision resistance assessment by nonlinear finite element analysis.

NEW CLASSIFICATION NOTES The structural reliability of LNG tanks is of primary importance for the safety of gas carriers and vessels using gas as fuel. In 2012, DNV finalized a set of new Classification Notes for Strength Analysis of independent tanks Types A, B and C. Independent tanks are defined in the IGC-Code as self supporting structures which do not form part of the ship’s hull. The

documents are expected to be officially introduced in June, 2013. SLOSHING MEASUREMENTS This JIP project continues to measure sloshing onboard an LNG IMO. It is measuring the structural response in the load carrying insulation of the membrane type LNG containment system to improve our understanding of the

nature and effect of sloshing impacts in LNG tanks. The sloshing impact measurement system has been fully operational since 2010. However, collection of suitably large measurement samples to enable evaluation of statistical parameters and meaningful comparison of statistical parameters between application and experiment is a time consuming task. The main activities in 2012 included tests to better understand the relationship between measured structural response and impact pressure in the tank, which is complicated by the need to replicate the cryogenic temperature conditions in the tank. NEW NEEDS MET DNV has classed vessels carrying LNG tank types for decades, but the acceptable strength analyses procedures have, so far, not been described in detail in official documents. This market segment has been relatively small, with a few competent designers and with a close group of DNV engineers handling approvals. However, with the growth of the gas carrier segment, new designers entering the field, the introduction of new tank designs and the need to distribute approval work globally, it has become increasingly important to formalize this to ensure uniform handling of class approval. n■

2013-082 Classification Notes no 30.12 (new) Strength analysis of LNG carriers with independent Type A prismatic tanks n■ 2013-083 Classification Notes no 30.13 (new) Strength analysis of LNG carriers with independent Type B prismatic tanks n■ 2013-084 Classification Notes no. 30.14 (new) Strength analysis of independent Type C Tanks.

Gas carriers, Offshore oil & gas industry, Gas tank structural requirements, Gas carrier requirements, Independent tank types, Classification notes, Structural integrity of tanks, Strength analysis of LNG carriers, Joint Industry Project, JIP

40 CUTTING EDGE > MARITIME & CLASS

ARCTIC SHIPPING: UPDATING ICE LOAD TOOLS PROJECT MANAGER H Å V A R D NYSETH

Håvard is currently working as a Senior Engineer in the Ship Structures and Concepts section within the DNV Maritime Advisory Unit. His core competence is within buckling and ultimate strength of vessels and offshore structures, ranging from hull approval, rule development and maintenance to R&D, design verification and technical advisory projects. His main disciplines include Gas Carriers, especially focusing on the design of different types of containment systems, and the design and operational aspects related to ships operating in ice-covered waters. Håvard holds a Master of Science in Marine Technology from the Norwegian University of Science and Technology (NTNU).

It’s not that ice rules don’t exist. It’s just that they don’t necessarily forecast accidental impacts with ice. DNV has stepped in. Classification rules addressing hull strength for ice conditions needed to be linked to actual trade experience. With the work of this project team, a guideline has been established for the evaluation of such “off-design” ice load inquiries. The opening of the Arctic continues. DNV is there.

UP THERE Changes in climate and technology are facilitating access to the Arctic. This is fuelling great expectations in the shipping and energy sectors. The ability to safely and securely exploit oil & gas resources in the Arctic requires vessels and offshore units fit for the conditions. Ships are increasingly entering ice-bordered waters.

structural and material behaviour of both the hull, the ice growler and their interactions, considered beyond the scope of standard ice classification. However, such evaluations will ensure that structural integrity is maintained. THE CUTTING EDGE ON ICE The Cutting Edge on ice is the ice impact assessment design now developed by this project team. While no single defining ice load

New developments in the Arctic attract both experienced and new operators, and vessels without ice class strengthening. Ships operating in the Arctic already experience extreme loads and impacts from heavy ice floes as well as floating and drifting icebergs/growlers. These unintentional, accidental impacts are not explicitly accounted for by the standard ice classification of ships. Additional hull dimensioning methods may be necessary to provide the level of structural integrity needed. BEYOND ‘ICE CLASS’ Ice classes issued by classification societies are used by the operator to document and standardize the capability of the vessel for regulatory and insurance purposes, but are not linked to the actual operational profile. Both customers and designers are seeking greater confidence. Evaluating accident scenarios involving impacts with heavy ice floes and growlers means studying the complicated non-linear

Arctic shipping, Ice loads, Ice impact assessment, Ice classification rules

Ice growler impacting a double hull ship side. Computer simulations using a non-linear FE model.

modelling approach exists, this project team has created a guideline that will lead the way. It provides customers with the latest tools and procedures to help them document the suitability of their ships consistent with a variety of potential ice impacts and loads. The guideline also suggests applicable modelling and analysis techniques to ensure that all mechanical aspects of ship-ice collision scenarios are covered. For more challenging areas, such as ice material modelling and ice growler/ship hull interactions, directions for beneficial and in-depth study are suggested. This work demonstrates DNV’s commitment to reducing risk while expanding capability – where and when it matters.

MARITIME & CLASS > CUTTING EDGE 41

“I believe in the future resolution of these two states, dream and reality, which are seemingly so contradictory, into a kind of absolute reality, a surreality, if one may so speak.” ANDRÉ BRETON, MANIFESTOES OF SURREALISM

42 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER OVE AAE

NAUTICUS HULL – CAPTURING ENGINEERING KNOWLEDGE IACS (International Association of Classification Societies) is presently harmonizing the Common Structural Rules for tankers and bulk carriers into one common rule set. DNV is heavily involved in the development, testing and calibration of the harmonized rules. The Nauticus™ Hull program is a DNV software application for verifying the strength of ship structures according DNV and IACS Common Structure Rules. The tool is used by DNV and external shipyards and designers to verify the design of ships. As ship rules become more and more computerized, the applied rules also become less transparent to the end user. In this project, DNV has ‘lifted the veil’ on this dilemma – by creating a new rules service software, DNV Rule Framework. This comprehensive software development has been carried out in parallel with the harmonized rule development.

Ove is the Head of the Rule Technology section in DNV Software located at Høvik, Norway. He joined DNV in 1993 as a Software Developer and Software Architect. During the last ten years, he has also been Group Leader and Head of Section with Nauticus Hull as his main responsibility. Before joining DNV, Ove worked at the software company, Coastdesign Norway, selling hull design and fairing, and stability calculation software, mainly in the Nordic countries. He has also worked on an offshore project at the Sterkoder shipyard in Kristiansund, Norway, where he was responsible for strength calculation and participated in making production drawings. Ove has a Master of Science degree in Marine Technology from the Norwegian University of Science and Technology (NTNU) (1988).

n■

Multiple rule sets and rule revisions are supported. n■ Transparency of implemented rules is provided. n■ Distributed computing – in the cloud – is supported. n■ Rules can be managed independent of programming language. The work puts DNV in the forefront on rule development. Start

RULES COME ALIVE The class rules constitute one of DNV’s major bodies of knowledge. The new DNV Rule Framework can revolutionize the way rules are formulated in the future, as the framework is capable of expressing rules (read formulas) in a context making the application and interpretation of the rules transparent to the end user. When combined with the ease of automatic execution, this body of knowledge becomes a living asset. PROJECT ACTIVITY DNV worked with specialists with long experience and deep knowledge of hull structures and wave loads. The goal was to achieve both rule transparency and efficient execution of the rules. The rules are implemented in the DNV Rule Framework, comprised of a stateof-the-art rule engine with interface toward the applications using the rules. A fundamental component of the DNV Rule Framework is the ability to represent knowl-

edge in the form of rules and use them to infer results. The DNV Rule Framework provides a means for putting rules into a context represented by a task model. Task models and flowcharting provide a valuable way of representing procedural knowledge that naturally complements rules. Together, these form a framework for expressing knowledge in a very transparent way. The DNV Rule Editor offers a long list of features not easily available through traditional programming: n■ Dynamic changes of the rules are possible without requiring a new release of Nauticus™ Hull. n■ Parallel rule computing is made possible. n■ There is a clear interface between application and rules. n■ Many applications can use the same rule-base. n■ Domain experts can implement rules without having detailed programming skills.

Nauticus Hull, Nauticus™ Hull, Rules promulgation, Ship design software, Rule Editor, IACS Harmonized Common Structure Rules (HCSR)

True

Bilge Plate

True

False

Rounded Sheer

True

False

if sloshing

False

Calculated Bilge plate requirement

Calculated plate requirement

Add results object

Add results object End?

End?

End

Figure 1: DNV Rule Framework

MARITIME & CLASS > CUTTING EDGE 43

PROJECT MANAGER PER HOLMVANG

NAUTICUS AIR – AND ENVIRONMENTAL BENCHMARKING Active monitoring of environmental and fuel efficiency performance in shipping is becoming a requirement in our time. Simple, reliable and verifiable reporting is necessary. The Nauticus AirTM tool has proved to be a viable solution to fulfill this need, and is a contribution to the emerging demand for environmental rating schemes, supporting ship operators in their efforts to reduce fuel bills and optimize operations. In 2012, this DNV project further developed methods to establish performance baselines for individual ships and to facilitate benchmarking when comparing performance between ships in a fleet.

Per is currently the DNV Maritime Environmental Program Director covering technical and business development projects serving shipping community needs with respect to environmental challenges and performance monitoring. Per has worked with environmental issues at DNV since 2007 and, prior to his current position, his work focused on environmental performance, benchmarking and energy management. From 1985 to 2007, Per worked in DNV Petroleum Services, the last three years as the Managing Director located in Singapore, with global responsibility for business operations including five fuel laboratories. Prior to his career at DNV, he worked 5 years as a Research Scientist at the Centre for Industrial Research (SINTEF) in Norway. Per holds an MSc degree in Physical Chemistry from NTNU, Norway (1979).

EMISSION LIMITS While the shipping industry is facing increased international pressure to reduce emissions of CO2, NOx and SOx, regulatory bodies including the EU and International Maritime Organisation (IMO) will begin enforcing newer and stricter emission limits. NAUTICUS AIR™ With the Nauticus AirTM tool, ship operators and owners register and monitor the environmental and energy efficiency performance of their ships. Nauticus Air has been adopted by a number of shipping companies world-wide, resulting in thousands of reports submitted to the DNV database, capturing and processing structured and useful information. Daily reporting from ships, common for decades, is now feedback that gives users of the Nauticus AirTM tool an effective overview of the vessels’ and fleet’s energy performance, and a useful measure for ‘active benchmarking’. BENCHMARK OF ENVIRONMENTAL PERFORMANCE Nauticus AirTM provides a simple user interface where the ship’s crew enters the daily fuel consumption, distance travelled and cargo carried onboard. Additional operational indi-

cators can be recorded. Aggregated data in the form of trend reports are created, available to the ship operator through a web access solution, giving the vessel’s crew as well as onshore staff an accurate picture of the vessel’s actual emissions to air and operational efficiency. As a result, captured data can be used to compare the operational performance of different vessels in a fleet, or other vessels of similar size and trading pattern.

DATA CATURED IN DNV ‘DATA WAREHOUSE’

I N P U T : DAILY NOON REPORTS

DNV ‘Nauticus Air’: Reporting & Monitoring Tool

Benchmark, Nauticus Air, Environmental efficiency, MARPOL Annex VI requirements, Emissions, ships, Energy efficiency, ships

BENCHMARKING IMPROVEMENT As a flexible, low-cost solution for reporting of air emissions according to defined indicators, Nauticus AirTM conforms with and supports international (IMO) standards and guidelines. The Energy Efficiency Operational Indicator (EEOI) is calculated from the reported data as an indicator of the specific vessel’s operational efficiency. This ensures compliance with the requirements of IMO’s Ship Energy Efficiency Management Plan (SEEMP), which became a MARPOL Annex VI requirement for all ships as of January, 2013. By continuously monitoring the EEOI over time, and actively applying the results for trending purposes, shipping companies can readily identify improvement targets and set key performance indicators. That is called looking into the future.

ANALYZE REPORT CALCULATE

CORRECT IMPROVE TROUBLESHOOTING

BENCHMARKING

44 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER DAG HARALD WILLIKSEN

PARTICULATE MATTER – GETTING THE WHOLE PICTURE Particulate matter, or PM, is one of the consequences of traditional industrial and marine operations, and has been the subject of inquiry and study in recent times. Research is resulting in new knowledge about the risks PM presents within the maritime industry, resulting in further investigative efforts, and regulatory discussion. DNV is active in this work with original research geared toward assisting the shipping industry in understanding the effects of PM, and in addressing the maritime industry’s role in reducing PM.

Dag Harald is working in the Machinery – Newbuilding Section at the DNV Approval Center at Høvik, with responsibility for diesel & gas engines. He has worked in this section since 1999, and has been involved in type approval of all kind of engines. He is also responsible for NOx certification of diesel engines. Dag Harald has also been the DNV representative in two external projects related to particulate matter (PM), one being the PM-NOx project headed up by Marintek, Trondheim, and the second being the EU-financed Hercules-B project with MAN Diesel and Turbo and Wärtsilä as the main project partners. Before joining DNV, Dag Harald worked as a Development Engineer for the engine manufacturer, RollsRoyce, in Bergen, Norway.

THE SITUATION Particulate matter is not simply innocuous pollution; the scope of its danger to health and the environment is only now being fully recognized. Particulate matter, also known as particle pollution or PM, is “a complex mixture of extremely small particles and liquid droplets,” including a wide number of components, acids such as nitrates and sulphates, organic chemicals, metals, and soil or dust. These are emitted directly from many sources – including vehicles, smokestacks and fires. They also form when gases are emitted from power plants, industrial processes and gasoline and diesel engines. MARITIME’S ROLE The maritime transport sector is known to contribute significantly to PM pollution, especially in coastal areas. While there is not yet direct regulation of PM emissions from shipping, it is widely recognized that the maritime sector is one of the biggest contributors to PM pollution of the atmosphere. Ocean-going ships are estimated to emit approximately 1.2–1.6 million metric tons of particulate matter with aerodynamic diameters of 10 µm or less annually, and this number is expected to increase

in the future as shipping activity increases worldwide. THE OBJECTIVE Particulate matter emission from ships’ diesel engines is likely to become the next hot environmental topic. By participation in this project, DNV stays in the forefront of understanding the principles and mechanisms for formation of particulates during the combustion phase. It is vital for the maritime sector to have such competence at its disposal, and DNV will profile this knowledge externally. RESEARCH LEADS THE WAY PM emission data from ships is based on measurements done in accordance with ISO standards which focus on total particulate mass and do not differentiate particles by size and number. A relatively high level of PM leads to a demand for diluting, while methods used do not specify an upper limit for the dilution ratio. This can result in variability in measurement results for high sulphur marine fuels. Particulate matter is now being subjected to a wide array of tests in order to identify not only

PartMatt, Particulate matter, PM pollution, PM emissions, Maritime industry pollution, JIP, Joint Industry Project, Verification

the effects of PM, but to find practical measuring equipment, documentation and verification procedures that demonstrate repeatability. A wide array of conditions have been tested, including the effects of PM from various fuel types, and at different stages of the ignition and fuel-burning process. PM sampling methods are also being compared. Further understanding of PM emission formation in diesel engines is under study. Fuel characteristics influence the formation of PM emissions. DNV research is working to provide information needed to advise on fuel blends, as well as to guide developers and producers of NOx reduction technology equipment. RESULTS THAT MATTER Experience from these tests has demonstrated the complexity related to these kind of measurements and the potential challenges related to future, on-board documentation and verification of PM/NOx emissions. The Joint Industry Project work, based at Marintek, Trondheim, Norway, has been supported by the Norwegian Research Association and several commercial companies in combination. DNV has also funded the project at 900,000 NOK to date. The results of this research, in the form of scientific papers and global discussion, are paving the way to a healthier future for the marine industry and all living things. The knowledge gathered will be used by DNV in providing advisory services to its clients.

MARITIME & CLASS > CUTTING EDGE 4 5

Nasal Airway

1.0

NASAL, PHARYNGEAL, LARYNGEAL

0.8 0.6

Pharynx

0.4 0.2

Trachea

Larynx

0.0 0.0001

0.001

0.01

0.1

100

Diameter (um)

Lymph nodes

Bronchi

1.0

DNV’S PARTICULATE MATTER RESEARCHERS ARE STUDYING: n■

the nature and type of PM effects on human health, n■ the methods and means of PM formation, n■ the development of evaluative measurement techniques, and n■ identification of influences on PM formation in combination with various systems for NOx abatement.

TRACHEOBRONCHIAL

0.8

Bronchioles 0.6 0.4

Vasculature 0.2 0.0 0.0001

Alveolar ducts

0.001

0.01

0.1

100

ABOUT PM

Diameter (um) Alveoli 1.0

ALVEOLAR

0.8 0.6

Alveolus

0.4 0.2

Blood vessels

0.0 0.0001

0.001

0.01

0.1

Diameter (um) Percentage of particle deposition in certain segments of human respiratory system (Oberdörster et al., 2005)

100

The main components of PM are black carbon (soot), sulfates, nitrates, organic carbon and ash. Additionally, PM can be also divided into primary particles and secondary particles depending on their formation mechanism. In case of diesel engine combustion, primary particles are ones produced in the engine and directly emitted into the ambient air, while secondary particles are formed already in the air mainly by interaction among gaseous species in the atmosphere via certain chemical reactions. They are mainly the products of atmospheric transformation of nitrogen oxides and sulfur dioxide produced during diesel fuel combustion. Most of such particles can be found in the fine and ultrafine particle size range.

46 CUTTING EDGE > MARITIME & CLASS

A CLOSER LOOK AT SULPHUR SCRUBBERS PROJECT MANAGER TOMAS TRONSTAD

Tomas has been with DNV since 1991 and currently works in the DNV Maritime Advisory section on issues concerning machinery energy efficiency, exhaust gas cleaning technologies and innovation and technology qualification. Before joining DNV Advisory, Tomas was the Head of Section for Machinery Newbuilding Approval. Within DNV Research and Innovation, Tomas was the initiator and manager of the Joint Industry Project, “FellowSHIP,” which developed and demonstrated fuel cells for maritime applications. This project was selected a top sustainable solution at the United Nations Rio+20 conference in 2012. Tomas has a Master of Science degree in Marine Technology (1990) from the Norwegian Institute of Technology, Trondheim, and a Master’s degree in Energy Management (2007) from ESCP (Paris) and the Norwegian Business School (BI-Oslo).

The choice of strategy for compliance with upcoming sulphur dioxide (SOx) emission requirements is causing frustration as owners weigh up the pros and cons of exhaust cleaning solutions against low sulphur fuels. The SOx cleaning technology is paradoxical. On the one hand, it is a favourable economic solution. On the other hand, there are unknown risks that accompany the introduction of new technology. In this project, DNV was asked to address this conundrum, and created a thorough plan for responding.

FITNESS FOR PURPOSE Exhaust gas cleaning systems involve new technology unfamiliar to many in the shipping industry. That technology should also meet fitness-for-purpose criteria in a multi-dimensional and multi-party environment. Factors include novel technology, operational issues, compliance regimes and local and international enforcement strategies. The challenge DNV was given in this project was to respond comprehensively to the question, “How can we be assured that new SOx abatement technology and systems will work as intended, and with no surprises?” PROJECT DESIGN DNV utilised Recommended Practice A-203, “Qualification of New Technology,” as a framework for supporting this task. Qualification is the process of providing evidence that the technology will function within specified limits with an acceptable level of confidence. This also helped establish the right balance between deep investigations and effective result oriented processes. Project scope included three steps: 1.■Define functional requirements, including criteria such as ‘no downtime’, ‘lifetime according to specification’, ‘no unacceptable safety issues’, ‘meeting international requirements’, and ‘energy efficiency’;

2.■Identify hazards and develop a plan for mitigating risks and hazards at all stages and levels; and 3.■Execute activities considered part of a comprehensive technology qualification plan. Upon completion of step 1, DNV issued a “Statement of Feasibility”, documenting that the technology is considered technically feasible and suited for further development and qualification. After step 2, DNV issued a “Statement of Endorsement”, documenting that the technology can be proven fit for service,

through the remaining qualification activities. Following the third step, a Technology Qualification Report is issued by DNV. Based on successful execution of the technology qualification plan, a “Statement of Fitness for Service” can be issued, affirming that the new technology is considered fit for service. MANAGEMENT FOLLOW-UP The evaluation process used provides several stage gates at which upper management in the client’s organisation can readily and easily follow the project status. A high level system of traffic light signals was created and applied to indicate the degree of compliance with the functional requirements. As a result, management can follow-up and have expressed appreciation for this project’s structure, the approach used, and the usability of the results, going forward.

LEVEL OF ASSURANCE/DETAILS OF REQUIREMENTS “Fit for purpose” = No surprises

Requirements from Specification

How do you assure new technology’s fitness for purpose?

IMO environmental requirements, MEPC 184(59) Core Class 1A1 – Safety for personnel and vessel

Closing the gap: qualification of new technology provides confidence

SOXAT, SOx, Sulphur dioxide, Pollution control equipment, Scrubbers, Emission control, Exhaust gas cleaning, Qualification of New Technology, DNV-RP-A-203, “Qualification of New Technology”, Fitness for purpose, Confidence review, Recommended Practice

MARITIME & CLASS > CUTTING EDGE 47

“Everything tends to make us believe that there exists a certain point of the mind at which life and death, the real and the imagined, past and future, the communicable and the incommunicable, high and low, cease to be perceived as contradictions.” ANDRÉ BRETON, MANIFESTOES OF SURREALISM

48 CUTTING EDGE > MARITIME & CLASS

PROJECT MANAGER GEIR DAHLER

PROPULSION MACHINERY PERFORMANCE INVESTIGATED This project involved the task of reviewing ship propulsion machinery systems. DNV and others started to see that modern propulsion systems were not behaving as expected. Certain propulsion designs were at issue. First, the shaft dynamics were not as expected, and, second, from a safety perspective, risk of damage and hazard needed reassessment. DNV took the substantial data at their disposal and reviewed it with an eye towards assessing new goals: gaining fuel savings, cost reductions, and more efficiency and less fatigue in the design. The result is a re-evaluation of the state of the technology, and an updated capacity to assess new designs being developed.

Geir is the current Head of Section of Rotating Machinery, as well as a technical consultant on propulsion and auxiliary machinery. Geir has had a long career at DNV, starting in 1992, including more than ten years in management positions. His technical experience is within the following areas: machinery drivetrain components, power generatordrives and marine propulsion systems; diesel engines and power machinery; shaft dynamics and design; control engineering; probabilistic analyses and measurement technology. Before joining the machinery section in 1997, Geir worked in DNV applying probabilistic methods for mechanical component designs, and developing models for calculating transient dynamics responses in non-linear machinery systems. Geir holds a Master of Science degree from the Norwegian University of Science and Technology (NTNU), taken in 1991.

MEGA-TRENDS IN FUEL-SAVING PROPELLER DESIGN n■

Slower speed Larger diameter n■ Less power per diameter (de-rated engines) n■ Less blade area n■ Shorter blade profile n■

BACKGROUND – THE GAP There is a gap between expected machinery system performance of new designs and what is experienced on-board, learned from real measurements. The gap between theory and practice is obvious with propulsion machinery. The reasons are varied: vibrations, uncertainty in diesel-engine damping and propeller damping, inertia and excitations, and propeller forces. DNV has a substantial amount of data based on related measurements, made onboard modern ships during the past decade. This project aimed to fill in some of those gaps, by systematically reviewing selected measurements, comparing the data with design calculations, and recalculating in selected cases, to identify how established theory and practices should be improved. DATA UNDER REVIEW Project team members went back, tested the models, the conventions and past understandings, and re-evaluated the correctness of the margins of the technology. That revaluation focused on risk management. “The innovation

element for this project, addressing design models and reliable operations, was a consequence of the request to save fuel and costs, and get more efficiency,” states Geir Dahler, “also thus we are talking about the critical zone with physical loads, and about problems which are related to fatigue – they don’t appear suddenly but over some years. They may occur over 20–25 years.”

Propulsion machinery systems, Propulsion machinery design, Propulsion machinery dynamics, Propeller design, Ship propulsion

RESULTS This project helped identify propulsion failure boundaries by design element, reducing the gap between designed performance and actual performance. Overall, it highlights and develops DNV’s knowledge of propulsion machinery performance, and is helping DNV remain in the technological forefront in this critical area.

MARITIME & CLASS > CUTTING EDGE 49

“Mistakes are almost always of a sacred nature. Never try to correct them. On the contrary: rationalize them, understand them thoroughly. After that, it will be possible for you to sublimate them.” SALVADOR DALÍ

50 CUTTING EDGE > MARITIME & CLASS

POWERING SHIPS WITH DC POWER PROJECT MANAGER ARNE FÆREVAAG

Arne works as a Principal Engineer in Electrical Systems. He joined DNV in 1996 and has experience as an Approval Engineer for electrical systems and equipment, inspection and testing. Besides being stationed at Høvik, he has been working for two years at DNV’s Shanghai Maritime Service Centre, the last year as the Head of the Section on system/ statutory approvals. Today, Arne is primarily involved in the development of new rules for electrical installations, helpdesk cases, clarifications of requirements and the evaluation of new technology in marine electrical systems. Before joining DNV, Arne worked for large companies, with five years experience as manager of an electrical engineering department. Further, he has experience as a service engineer for electrical installations on ships, offshore units, and industrial installations, and as a project engineer for industrial frequency converter drives.

What if you could reduce ship emissions of pollutants while simultaneously reducing fuel consumption, increasing engine lifespan, reducing the installation’s space and weight, get rid of transformers, and lower your investment cost? Sound too good to be true? We are just talking about the difference between using a traditional AC electric power distribution system or switching to a DC power distribution system. DNV has worked with two different projects to evaluate use of DC power distribution system on ships. The projects have examined the technical challenges and functional requirements of this emerging technology, with a view towards developing certification and testing standards.

AC VS .D C P O W E R Traditional power distribution systems on ships have historically used AC electric current (alternating current) with a frequency of 50 or 60 Hz. This means that the combustion engines running the generators must be kept at a constant speed in order to provide the electrical power system with this fixed frequency. Not surprisingly, engines operating on constant speed with a low load have low fuel efficiency. Developers have tried to address the technical hurdles to using DC (direct current), where diesel engines drive electric generators with variable speed. Using DC for power distribution enables diesel engines to operate with variable speed, and can result in reduced fuel consumption, increased engine efficiency and provide important pollution control benefits. PROGRESS BEING MADE DC power generation system developers are making headway, and two owners are building new vessels to DNV class, Myklebusthaug at Kleven yard, with an ABB-designed DC distribution system, and Østensjø at Astilleros Gondan yard, with a Siemens-designed system. Before detailed engineering was begun, DNV was commissioned to create a Design Verification and an Approval In Principle. The project objective was to evaluate feasibility and

Electric, Electric power distribution, ships, DC power distribution systems, Fuel efficiency measures, Pollution control technology

functional requirements in order for the new systems to comply with rules and requirements made for traditional AC power distribution systems. During the newbuilding phase, DNV is following development and equipment manufacture as a standard class contract. SPARRING FOR SOLUTIONS & STANDARDS While relevant rules and technical requirements today are based on AC technology, relevant and comparable functional requirements for DC systems are being developed. One of the main challenges has been determining how to evaluate electric protection functions in DC power distribution systems. The projects DNV evaluated have also followed certification and testing routines, and DNV has been a good ‘sparring partner’ for the designers with respect to safety critical points.

Onboard DC Grid: A significant step forward in electric propulsion increasing vessel efficiency up to 20%

B ENEFITS OF DC POWER Greener n■ Can combine energy sources to meet new requirements for fuel efficiency and CO2 reductions and take advantage of new and renewable energy sources such as fuel cells and solar n■ More energy efficient and up to 20% more fuel efficient Smarter n■ Better dynamic response n■ Reduced maintenance n■ Possibly a quicker fault recovery potential n■ Would optimize fuel consumption at a low investment cost while increasing engine lifespan n■ Would reduce the power equipment weight and ‘footprint’ onboard

MARITIME & CLASS > CUTTING EDGE 51

MAKING HYBRID SHIP DESIGN EASIER PROJECT MANAGER SVEIN-OLAV HANNEVIK

Svein-Olav is currently Approval Engineer for machinery components, and Deputy Head of Section, working with plan approval for machinery components, covering propeller, shafting, reduction gear, thrusters, compressors and diesel engines, pressure vessels and boilers. His earlier work at DNV included approval work of jacking gear for the offshore sector, and work on two projects as project manager, for revisions of steering gear and thruster requirements. Earlier work also included quality assessment work for SEATRANS. Svein-Olav holds a Master of Science degree in Marine Engineering from the Norwegian University of Science and Technology (NTNU), taken in 1994, in addition to having sustantial post-degree technical training.

There are many paths in the forest of innovation. Some cross while others converge. In the case of this project, both occurred, as DNV reviewed the results of a competition to improve energy efficiency and reduce emissions from a particular Norwegian auto ferry crossing’s ships. DNV staff got access to two of the design submissions and created an analysis of their feasibility, as well as a review of the rules that would be impacted. Improvements in the designs as well as in the rules were identified. The results also increase DNV readiness for review of more innovative ship designs.

ferry, proposed for potential development at the highway E 39 crossing, Lavik-Oppedal, on the western coast. DNV initiated a request to review and analyze two of the concepts submitted. One design was for a hybrid solution using an electric battery pack and LNG-driven generator. The second concept proposed a pure battery driven vessel. Project staff included experts in the System section of DNV Maritime, and DNV experts in electrical, control, piping and machinery systems. The team asked how each design would meet current requirements for safety and reliable propulsion, steering and power supply. Project analysis also revealed what systems and functions were likely to be questioned, and what explanations and documentation would be sought, in addition to that required to meet current rules and requirements.

Fjord1 concept

DESIGNING THE FUTURE Ship design is constantly in a state of development and improvement, both for fuel efficiency and pollution emission purposes. Using liquefied natural gas (LNG) and electric power batteries offer possible solutions. While a design approval process looks at the equivalency of valid related rules, new designs introduce conditions not covered by existing rules, resulting

in a time-consuming and unpredictable process that increases costs. To the degree that DNV is able to assist in evaluating new design solutions, it is doing its customers and the industry a valuable service. That is what they did in this project.

WIN-WIN RESULTS The resulting report creates a win-win situation. The ships’ designers were given the reports for their information, as would be done in a more formal Design Review, while DNV experts have identified potential rule improvements, modifications that can make innovative design both more predictable and a more attractive option. Looking forward, new projects to analyze potential requirement improvements are already underway.

APPLYING EXPERTISE Norway’s Transportation Department held a competition in 2011 for an energy efficient

HybridComp, Hybrid ship design, Dual power ship design, LNG fuel, Liquefied natural gas, Electric battery powered ships, Ferry ship design innovation, Fuel efficient ship design competition, Innovative design, impact on rules, Concept ship, design reviews

52 CUTTING EDGE

FURTHER ON PMO – OPTIMIZING SYNERGIES IN THE INNOVATION PORTFOLIO DNV’s ambition is to maintain its role as technology leader within defined technical disciplines, as well as to provide Cutting Edge services and technologies to clients in selected markets. That is why we invest heavily in innovation and technology through a central Project Management Office (PMO) in Governance and Global Development. The PMO drives the innovation process across DNV’s geographic divisions. This ensures a consistent and transparent approach for project development through the entire innovation life cycle, from idea collection through implementation of project results into operational units. Further, a centrally located PMO optimises the synergies across various development portfolios, supporting project managers and project sponsors, enabling them to focus on the subject matter, and minimising their administrative work. The PMO manages various development portfolios, ranging from large, centrally

driven, efficiency and work process development initiatives, to short term “bottom up” service and technology development initiatives like this “Cutting Edge” publication. Colleagues all over the world contribute with good project ideas, and projects are carried out in teams consisting of subject matter experts assembled from our global organisation. CUTTING EDGE – SERVICE AND TECHNOLOGY DEVELOPMENT Cutting Edge projects are typically carried out within one year. The scope should fulfill expressed customer needs. Strategic fit is ensured through an annual development

plan that links DNV strategy to focus areas for development. Technology Directors in our geo divisions, as well as the global Service Directors, are involved in assessment and selection of the best ideas. A wide range of services and service documents (rules and standards, guidelines, recommended practices etc.) is developed in close cooperation with customers and other external stakeholders, and run as Joint Industry Projects focusing on key industry challenges. Oil and Gas Frontiers and Maritime and Class were our main portfolios in 2012. SEVEN FOCUS AREAS WITHIN TECHNOLOGY LEADERSHIP Seven core technical disciplines have been identified as focus areas for development of state-of-the-art technology within our “Technology Leadership” initiative. Project ideas originate from global networks of

subject matter experts within DNV, working closely with our clients within the following fields: n■

Environmental impact and risk Hydrodynamics and advanced simulations n■ Structural integrity and fatigue n■ Materials, welding technology and fracture mechanics n■ Risk, reliability and human factors n■ Integrated systems and software n■ Integrated machinery systems n■

We welcome your feedback, whether it is to get to know the projects more, or suggestions for working together to solve challenges and lead the way for the industry.

CUTTING EDGE 53

For further information, please contact

n■

Tore Torvbråten (Director of operations, Technology and Services)

n■

Evelin Garnaas (Processes and Communication)

n■

Linn Cathrine Sundby (Technology Leadership)

n■

Christina Høysæter (Cutting Edge)

54 CUTTING EDGE

INDEX

Ageing units ............................................... 10 Arctic operations .................................... 23,40 Arctic shipping ............................................ 40 Automated drilling operations ..................... 20

Baltic Sea feeder market .............................. 38 Barrier management .................................... 22 Bayes theorem analysis ................................ 14 Blow-out prevention systems ....................... 20 BOP ............................................................ 20 Bow-tie analysis .......................................... 22 Bunker stations ........................................... 34 Bunkering ................................................... 36 Bunkering barges ........................................ 34 Bunkering risk assessment ........................... 34 Bunkering systems....................................... 34

Cat D oil rigs ............................................... 26 Classification notes ..................................... 39 Cold repair .................................................. 30 Concept ship, design reviews....................... 51 Confidence review ...................................... 46 Container vessel market .............................. 38 Corrosion .............................................. 12, 30 Corrosion monitoring systems ..................... 12 Corrosion repair .......................................... 30

DC power distribution systems .................... 50 Deep water oil drilling ................................. 20 Demonstration project ................................. 18 DNV-OS-F101 “Submarine Pipeline Systems” .................................. 12, 16 DNV-RP-A203 “Qualification of New Technology” .................................... 46 DNV-RP-F101 “Corroded Pipelines” ............. 12 DNV-RP-F116 “Integrity Management of Submarine Pipeline Systems” ................... 12 Dual power ship design ............................... 51

ECA ...................................................... 16, 38 Electric battery powered ships ..................... 51 Electric power distribution, ships.................. 50 Emission control .......................................... 46 Emission control area .................................. 38 Emissions, ships ........................................... 43 Energy efficiency, ships ................................ 43 Environmental efficiency .............................. 43 Environmental footprint............................... 23 Exhaust gas cleaning ................................... 46

Fatigue analysis ........................................... 28 Ferry ship design innovation ........................ 51 Fitness for purpose ...................................... 46 Fixed offshore platforms .............................. 10 Floating structures ....................................... 30 FPSOs ......................................................... 30 Fracture mechanics analysis ......................... 16 Fuel efficiency measures .............................. 50 Fuel efficient ship design competition .......... 51

Gas carrier requirements.............................. 39 Gas carriers ................................................. 39 Gas tank structural requirements ................. 39

Human Reliability Analysis ........................... 22 Hybrid ship design ....................................... 51 Hybrid vessels.............................................. 28

IACS Harmonized Common Structure Rules (HCSR) ............................................... 42 Ice classification rules .................................. 40 Ice impact assessment ................................. 40 Ice loads ............................................... 23, 40 Independent tank types ............................... 39 Innovative design, impact on rules ............... 51 Integrated software systems ........................ 26 Integrity management ................................. 12 ISDS ............................................................ 26

Jack-ups ...................................................... 29 JIP ............................................. 16, 20, 36, 38 Joint industry project .... 12, 14, 16, 18, 20, 23, 25, 26, 34, 36, 38, 39, 44

Key performance indicators ......................... 12

Life extension .............................................. 10 Life of a Well (LoW) ..................................... 17 Liquefied natural gas ....................... 36, 38, 51 LNG ................................................ 34, 36, 38 LNG bunkering ............................................ 34 LNG feasibility study .............................. 36, 38 LNG fuel ..................................................... 51 LNG risk assessment .................................... 34

Major accident risk indicators ...................... 22 Marine propulsion ....................................... 23 Maritime industry pollution ......................... 44 MARPOL Annex VI requirements .................. 43 Mobile Offshore Units ........................... 28, 29 MOUs ................................................... 28, 29

CUTTING EDGE 55

Natural gas ........................................... 25, 36 Nauticusâ&#x201E;˘ Air ............................................. 43 Nauticusâ&#x201E;˘ Hull ........................................... 42

Offshore assets............................................ 10 Offshore oil & gas industry .......................... 39 Offshore oil drilling...................................... 20 Offshore oil installations .............................. 18 Offshore oil rigs........................................... 26 Offshore rules ............................................ 26 Offshore wind turbines ................................ 28 Oil & gas industry pipelines .......................... 16 Oil & gas industry service vessels .................. 30 Oil & gas well information management ...... 17 Oil & gas well lifecycle ................................. 17 Oil drilling ................................................... 26 Oil drilling industry ...................................... 20 Oil well integrity .......................................... 17 Onshore pipes ............................................. 24 Ontology-based methods ............................ 17 Operational scenarios .................................. 26

Particulate matter ........................................ 44 Performance indicators ................................ 22 Pipeline structural reliability-based methodology .............................................. 16 Pipeline support .......................................... 24 Pipeline weld analysis .................................. 16 Pipelines ......................................... 14, 24, 44 PM emissions .............................................. 44 PM pollution ............................................... 44 Pollution control equipment ........................ 46 Pollution control requirements ..................... 38 Pollution control technology ........................ 50 Propeller design........................................... 48 Propulsion machinery design ....................... 48 Propulsion machinery dynamics ................... 48 Propulsion machinery systems ...................... 48 Propulsion systems ...................................... 23

Qualification of New Technology ................. 46 Quantitative risk assessment ........................ 18

Safer Operations Upstream Landscaping (SOUL)..................................... 18 Safety barrier management ......................... 22 Scrubbers .................................................... 46 Self-elevating ships ...................................... 29 Semantic web technology............................ 17 Semi-submersible rigs .................................. 26 Shale gas .................................................... 25 Ship design software ................................... 42 Ship propulsion ........................................... 48 Software system rules .................................. 26 SOx ............................................................. 46 Specifications .............................................. 24 Strength analysis ......................................... 28 Strength analysis of LNG carriers .................. 39 Structural integrity of tanks ......................... 39 Submarine pipeline corrosion....................... 12 Submarine pipeline systems ......................... 16 Sulphur dioxide ........................................... 46

Upstream industry risk management ............ 18

Real-time risk assessment ............................ 18 Recommended Practice . 12, 16, 24, 25, 30, 46 Remaining life assessment ........................... 10 Risk assessment ........................................... 14 Risk modelling ............................................. 14 Rule book revision ....................................... 29 Rule Editor .................................................. 42 Rules promulgation ..................................... 42

Verification................................ 16, 24, 25, 44

W Well control ................................................ 20 Well information management .................... 17 Wind turbine installation vessel ................... 28 Wind turbines ............................................. 28 WTI vessels.................................................. 28

DET NORSKE VERITAS AS NO-1322 Høvik, Norway I Tel: +47 67 57 99 00 www.dnv.com

THIS IS DNV DNV is a global provider of services for managing risk, helping customers to safely and responsibly improve their business performance. Our core competence is to identify, assess and advise on risk management. DNV is an independent foundation with presence in more than 100 countries.

Design: CoorMedia.com 1301-014 Illustration on the front page and on pages 2–3 and 32–33: Edmond Yang