A method to identify an optimum speed of ships for ship efficient operation
A method to identify an optimum speed of ships for ship efficient operation
Prof. DSc. Dang Van Uy1; Dr. Pham Xuan Duong2
1.Vietnam Maritime University, dvuy@hn.vnn.vn, 484 Lach Tray Str., Haiphong City
Abstract: An efficient operation of ships is essential task required to all shipping companies in over the
world. The concept of ship efficient operation is very different; however the minimum consumption of
fuel for a voyage is a good explanation of the ship efficient operation. To use a minimum fuel for a
voyage can be achieved by optimum speed of a ship, but the ship optimum speed is depending on some
factors such as sea condition, ship condition, mode of ship charter and so on. In this paper, there presents
a method to calculate an optimum speed of a ship within actual operation conditions in order to help
operators following well Ship Energy Efficiency Management Plan-SEEMP).
Keywords: ship operation, optimum ship speed, SEEMP.
1. Introduction
The expenditure of fuel in shipping is normally taken about 35% to 40% of the total operation cost of a
ship. Although, shipping companies are aware about this problem, but almost companies do nothings to
minimize the fuel consumption even at the period in which the fuel price was as highest. Recently, in
Vietnam, we carried out some surveys about what method a shipping company usually uses to minimize
the fuel consumptions during ship operation. The answers from almost shipping companies are to set a
package of fuel for a voyage or to set an operation speed for a ship and on a base of the ship speed, an
amount of fuel per hour is supplied for a ship. So, it is clear that shipping companies do not have
appropriate methods to control usage of fuel on board ships. Therefore, there results in increasing
operation cost of a ship and also there may create a good condition for crews to do cheating in using
fuel oil.
At present time, the shipping is highly competitive worldwide. Although, the fuel price sometimes is
decreased from last year. But, the pressure of the environment protection is higher due to the
requirements on control of NOx emission from marine diesel engines in Annex VI, MARPOL 73/78.
According to those requirements, marine diesel engines must be equipped with special exhaust gas
emission treated apertures and shipping companies also must be required to minimize the fuel
consumption in order to meet the EEOI.
For complying with the dual purposes such as minimizing fuel consumption and environment protection,
International Maritime Organization has already proposed so called the Ship Energy Efficiency
Management Plan (SEEMP). In this Plan, there are many recommended items which should be
implemented in order to help shipping companies and ships to meet safe and efficient operation of ships.
However, among those recommended items, how to reach optimum operation speed of a ship rather is
most important.
2. Proposed concept of optimum operation speed of ships
In practical, a concept of optimum operation speed of ships is very different in connection with boundary
conditions. In some cases, the optimum speed is depending on a minimum fuel oil consumption of a
main engine. It means that the optimum speed will be calculated on base of function between ship speed
and minimum fuel usage per hour. But in other case, the optimum operation speed of ships will be
determined by using an objective function between ship speed and operation expenditure for one voyage.
However, the above explanation about optimum operation speed of ships can achieve only limited
operation conditions and does not concern anything with a contribution into the environment protection
which is mentioned by the Index of Energy Efficient Operation (EEOI).
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2.1 Procedure to determine an optimum operation speed of ships
The requirements of IMO covering multi-purposes which include both effective operation of a ship and
engine exhaust gas emission control make shipping companies in difficult situation of implementation.
An appropriate solution for this objective is to raise a suitable function which can estimate an optimum
operation speed of ships on a base of boundary conditions such as actual loading conditions, sea state,
and mode of ship chattering, fuel price and some others. Therefore, an appropriate concept of an
optimum operation speed of ships is presented by a function (1) as follow:
Vopt f (Rs , D, Pf ,M charter ,Scon )
(1)
In which: Rs- basic ship resistance; D- ship draft; Pf - actual fuel price; Mcharter- mode of ship charter
(voyage charter or time charter); Scon- sea state.
A new ship was designed and built with specific technical features such as total length, width, draft
speed, propulsive power and displacement. With that, the resistance of ship can be determined and
defined as a basic resistance (total resistance). The basic resistance of a ship will be changed
dramatically during operation depending on load conditions, sea state and technical state of hull,
propulsion system.
The basic resistance of a ship consists of many source resistances that can be classified into three main
groups: frictional resistance, residual resistance and air resistance. In fact, during ship sailing on open
sea, the basic resistance of a ship is influenced by sea wave, air, hull fouling and wind direction to ship.
Therefore, the basic resistance of a ship is normally increased. The phenomenon of ship resistance
increase makes a reduction of ship speed and increase of main engine fuel consumption. So, if shipping
companies want to operate ships with high efficiency, the companies must find out an optimum speed
of ships. To solve this problem, a calculation procedure of an operation optimum speed of a ship is
proposed to be carried out into five stages.
-
-
Ship basic resistance will be determined on a base of specific technical features of an actual
ship;
A change of ship basic resistance will be estimated on a base of actual operation conditions
such as loading condition (ship draft), sea state, wind direction and some other more if it is
necessary;
-
-
-
Based on a mode of ship charter and calculated results from first two stages mentioned above,
a ship optimum operation speed will be determined;
To verify the determined optimum operation speed of a ship (stage 3), let check a time of ship
arrival to a port based on criteria “Just on time”;
To determine the index of energy efficient operation of ship (EEOI) in certain period of ship
operation in orders to verify a ship operation in compliance with requirements of the
environment protection.
2.2 Formulas needed in determination of ship optimum speed
In practice, to determine an optimum operation speed of ships is complicated. There is no concert
mathematical model for this purpose due to many boundary conditions influencing on the optimum
speed of ships. Therefore, helping to come to final result of optimum speed calculation, there needs to
use several formulas concerning with ship resistance, gross profit of shipping and some others. Our idea
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in order to create a method to determine an optimum operation speed of ships is to divide needed
formulas into four groups:
a- Formulas to calculate basic resistance of ships
b- Formulas to calculate changes of ship resistance such as:
- Wave resistance:
B
R0 0.64Hw2CB g
Rw dR0 0.667 0,333cos;
L
(2)
H
CB
0
0
In which: - angle of wave to ship (0 is head sea) [ ]; w - height of wave [m];
- block coefficient
of ship; B- width of ship [m]; L-lengthen between perpendiculars [m]; - density of sea water [kg/m3].
- Air and wind resistance:
RA 0.28 0.5B2 Vw2 Vw 5.53H w 0.093H w2
;
(3)
V
In which: w - wind velocity [m/s] and wind velocity is calculated on base of height of sea wave.
- Resistance due to hull roughness:
140d
RFoul
Rr K S V n
630 d
[%] or
(4)
In which: d- days out of dock; K- coefficient; n- coefficient [1.9 to 2.1]; S- wet surface of ship and
0.5
S 2.56W L
[m2].
- Resistance due to draft:
0
RD 0.65R
T
1
RT 0.5 V02 S CT
;
(5)
In which: RT- basic resistance of ship; - actual displacement of ship; 0 - design displacement of
ship; S- wet surface of ship; V0- design speed of ship; CT-coefficient.
c- Formulas to determine an optimum operation speed of ships:
As it is well known, the fuel consumption of a marine diesel engine is so much depending on an
operation speed of a ship. Therefore, there must identify an optimum speed during a ship operation. To
do so, it is necessary to create an objective function in order to find the optimum speed in conjunction
with ship chartering mode (time charter or voyage charter). In fact, there are some objective functions,
but an objective function which is chosen is a function determining a gross profit per day of a ship as
mentioned in (6);
GS(d) P W Vd cR pFd
(6)
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In which: P - freight rate per ton of good; W - ship displacement (DWT); d - ship sailing distance
including ballast ship [nautical mile]; V - ship speed [knot/h]; CR - expenditure of ship per day
[USD/day]; p - fuel price[USD/ton]; F(d) - fuel consumption depending on ship speed V.
A fuel consumption of a ship can be expressed by F(d)= k.V3; k - coefficient depending on operation
conditions. Based on the mentioned relation of F(d), there can find a formula to identify an optimum
operation speed of a ship as (7):
1/ 2
Vopt PW /3pkd
(7)
The formula (7) can be used to determine an optimum operation speed of a ship if a calculated speed is
higher than operation speed which is already set in a charter contract. This formula can also be developed
to calculate an optimum operation speed of a ship in more complicated operation conditions which
include a time in port, delay time due to bad weather and sailing time in canal of a ship. However, the
mode of ship charter is real factor influencing on a mathematical model to determine an optimum
operation speed of ships and the mathematical model can be expressed as follows:
-
In case of ship time charter:
1/ k
Cs FAux
Vopt Vmax
k 1FME
(8)
In which: Cs- ship charter price per day [USD/day]; FAux- Fuel expenditure of auxiliary engines per day
[USA/day]; FME- Fuel expenditure of main engines per day [USA/day]; k- coefficient depending on
technical conditions of propulsion system; Vmax- highest speed that can be generated by a ship [knot/h].
-
In case of ship voyage charter:
As it is known that a goal of ship voyage charter is to reach maximum profit for every day. So, a
mathematical model to determine an optimum operation speed of a ship will be expressed in other form
as mentioned in (9)
k1
k
k S / RT 24Vopt
Ci 24Vmax
24Vopt
k 1 Fnl Ptime / RT
k 1Ptime / RT
(9)
Where: k- coefficient for both formulas and k = 3 for diesel propulsive system, k = 2.5 for steam turbine
propulsive system; Ci - freight income and is equal to gross a value minus expenditure such as port fee,
loading and unloading fee and some others; S - sailing distance for one round trip; RT- round trip of
ship. Then the formula (9) can be realized by using trial and error method and final mathematical model
as follow:
1/ k _1
k
24 Ci Vmax
Vopt
k F
S / RT
ME,V max
(10)
Where: FME, Vmax- fuel consumption per day at maximum operation speed of a ship.
d- Formula to determine EEOI
An index to ensure whether a ship, which is complied with requirement of environment protection is an
Index of Energy Efficiency Operation mentioned in Annex VI, MARPOL 73/78. The index is expressing
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a ratio between CO2 volume [M] discharged by a ship per unit of ship transportation. The index is
modelled to express an energy efficiency operation of a ship for one voyage and for a period of ship
operation. For a voyage, the index is expressed as follow:
FCj CFj
j
EEOI
mcargo D
[MCO2/voyage]
(11)
and for a period of ship operation:
FCij CFj
i
j
AverageEEOI
D
mcargo,i
i
i
(12)
In which: FC- total fuel consumption of ship on open sea and in port for a voyage or a period of
operation; j - a kind of fuel (DO or FO); i - voyage number; FCij- the mass of consumed fuel j at voyage
i; CFj is the fuel mass to CO2 mass conversion factor for fuel j; mcargo is cargo carried (tonnes) or work
done (number of TEU or passengers) or gross tonnes for passenger ships; and D is the distance in
nautical miles corresponding to the cargo carried or work done.
2.3 Determination algorithm of ship optimum speed operation
Based on the procedure to determine an optimum speed operation of ships and to ensure a ship in
compliance with the environment protection, the above mentioned formulas are used to create an
algorithm to determine an optimum speed operation of ships. The algorithm is expressed in figure 1 and
then there can use MATLAB package software to solve the mentioned mathematical model to get
unknown variables such as an optimum operation speed of concert ship, the EEOI and some other
needed parameters.
3. Application on board ships
The mentioned method to determine an optimum operation speed of ships has been applied on board of
two ships belonging to Khaihoan Ship marine Corp. Khaihoan Ship Marine is an Oil Tanker Company
which has a Head Quarter in Ho Chi Minh City.
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START
GIVEN PARAMETERS
- Lwl, Lpp, B, DA, DF,
- Engine: Nemax, Nen,Nekt, n..
- α, ..; Propellers: D, H/D, S, J, t,
, d; V;
CALCULATE NECESSARY COEFFICIENTS
CB; Cwp, t, w…
-
CALCULATE CHANGES OF RESISTANCE
-
-
-
-
Resistance due to wave;
Resistance due to wind;
Resistance due to roughness;
Resistance due to cargo
TOTAL RESISTANCE CHANGE
CHANGES OF “V” or “PE”
-
or
-
and ΔV=V-V1
RESULT
No
DISPLAY
Yes
CALCULATE OPTIMUM SPEED “Vopt”
-
-
CALCULATE INDEX OF ENERGY OPERATION
END
Figure1 Algorithm to determine an optimum operation speed of a ship
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3.1 Technical features of M/S “Glory Ocean”
The Glory Ocean is oil/chemical tanker and she is under Bureau VERITAS classification. Her main
technical features are mentioned in table 1.
Table 1 Main technical features of M/S Glory Ocean
No
Hull
parameters
value
1
2
3
4
Dead weight [DWT]
Total length[m]
Length between perpendiculars[m]
Register width [m]
12.806
134,85
126,8
22,0
5
Register draft [m]
10,6
6
Design draft [m]
7,78
7
8
Operation speed [knot]
Maximum operation speed [knot]
13,2
14.0
Main engine
1
2
3
4
5
Engine Name
Number of cylinders
MCR [kW]
Nominal revolution[rpm]
Reduction gear ratio
8PC2-6/2L, 4 strokes
8
4400
520
3.0
3.2 Application results
Voyage: The Glory Ocean was sailing from Vungtau City to Quinhon port and back with full load
and ballast. Distance of sailing is about 356,8 [nautical miles]. We did test on board ship under two
operation conditions namely: under ballast condition and full load condition. The technical features of
the both conditions are mentioned in tables No.2. Meanwhile, test results are showed in table No.3 for
the ballast condition and No.4 for the full load condition.
Table 2 Operation conditions of M/S Glory Ocean
No
Operation conditions
Value
Remark
Ship under ballast
1
2
3
Bow draft
Stern draft
Sea state
3,2 [m]
5,8 [m]
NE Bo 3 and 4
Ship under full load
4
5
6
7
8
Bow draft
Stern draft
Sea state
Mode of ship charter
Operation speed and revolution of a main
engine
Kind of fuel
10,0 [m]
10,0 [m]
NE Bo 3 and 4
Voyage Charter
500 [rpm]; 166,6 [rpm];
13,2 [knot/h]
FO
9
. Ship under ballast
Based on the technical features and operation conditions, selection of an optimum operation speed of
m/s Glory Ocean has been determined by using the algorithm (figure1). The algorithm then was solved
on MATLAB package software and all necessary results are showed in table 2.
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Table 3 Selection of an optimum operation speed under ballast conditions
Operation Optimum operation plans
Remark
parameters
Engine revolution
[rpm]
Calculation
PA2
457
PA3
465
PA4
475
PA5
478
460
Ship speed [knot/h]
13.02
-1h
12.9
-2 h
13,2
13,8
+1h08
648.26
14.20
14,8
+2h53
661.16
14.50
Arrival time (#)
Just in
time
643.69
Fuel consumption
[l/h](*)
Fuel consumption
per day [T/day]
639.4
13.5
620.0
12.8
14.10
(*) fuel consumption measured by flow meters
(#) Arrival time is indicated by (-) [late arrival] and (+) [earlier arrival]
. Ship under full load:
Using the same procedure as for the ship sailing under ballast, results of selection of an optimum
operation speed are presented in table 4.
Table 4. Selection of an optimum operation speed under full load
Operation
parameters
Optimum operation plans
Remark
Calculation
P1
P2
P3
PA5
Engine revolution
[rpm]
465
460
470
472
-
Ship speed [knot/h]
~13.0
12.8
13.2
13.5
-
Arrival time (#)
Fuel consumption
[l/h](*)
- 20 [min]
659
-1,5 [h]
651.43
Just on time
666.00
+34 [min]
698.06
-
-
Fuel consumption per
day [T/day]
13.95
13.85
14.59
15.29
-
3.3 Discussion
To find an optimum operation speed of M/S Glory Ocean, the procedure and algorithm mentioned above
have been used. For both cases, optimum operation speeds of the ship were calculated, then on a base
of the calculated speeds, let the ship sailing with that in certain period of time (may be one or two hours).
During this period of trial, a fuel consumption of main engines was taken by flow meters and an arrival
time also should be estimated. Next stage is to make some other plans with the ship operation speeds
which are lower or higher than the calculated speeds and then all the optimum plans should be taken
into comparison. Best plan is a plan in which an operation speed of a ship will allow ship arrives on time
with minimum fuel consumption. In case of M/S Glory Ocean, a good operation plan can be chosen as
follow:
-
For ship under full load: there can operate the ship with a main engine revolution of 460 rpm or
465 rpm (calculated speed) and used fuel for only main engine can be saved 0.74 T/day, although
the ship will arrive to port a little bit late in comparison with plan “just on time”;
-
For ship under ballast: the plan with calculated speed should be chosen and ship may arrive to port
about one hour later.
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4. Conclusion
At present period, the shipping is very competitive worldwide. One hand, the shipping companies must
ensure their ability in carrying goods safely with reasonable freight rate and in the other hand, shipping
companies also must comply with the requirements of environment protection. It means that ships have
to be in good technical conditions; therefore they may or have to be equipped with further necessary
equipment in order to support ships in compliance with strict standards set by IMO in Annex VI,
MARPOL 73/78. However, according to our survey results, even some newly built ships cannot match
the criteria of EEOI during operation. There can conclude some reasons, but mainly ship crews have a
problem with understanding about ship optimum operation speed and EEOI.
The procedure and algorithm of determination of ship optimum operation speed as mentioned above is
necessarily to be developed and applied on board ships. The test results in m/s Glory Ocean are very
positive and are highly appreciated by the owner (Khaihoan Ship Marine Corp. ). The method is being
in further development under support of Vietnam Ministry of Transportation and it will be widely used
to help shipping companies and ship crews in Vietnam.
References
[1] Dang Van Uy and Research Group, To propose technical and managerial solutions to reduce fuel
consumption on board ship; be applied for one merchant fleet. National Energy Saving Program,
Project of Fuel Consumption Reduction; Hanoi, 2015;
[2] Technical data, Noon report, Voyage report) from Vietnamese shipping companies: VOSCO,
EDSCO, FALCON, PTSC, PVTRANS, VITACO, KHAI HOAN, VITRANSCHART,
COASTSHIP,...
[3] Governmental Development Plan of Vietnamese Fleet to Year 2020 and Directed to year 2030",
2014;
[4] The national Law about efficiency of fuel using and energy saving; Vietnam 2010;
[5] Hans Otto Kristensen, Marie Lutzen; Prediction of Resistance and Propulsion Power of Ships;
Denmark, 2012;
[6] IMO Rsolution MEPC.213(63); Guidelines for the development of a ship energy efficiency
management plan (SEEMP), 2012;
[7] Kongsberg Maritime AS; Ship Performace System, Norway, 2013;
[8] Mads Aas-Hasan. Monitoring of Hull Condition of Ships, M.Sc. Thesis; Norwegian University of
Science and Technology, 2010;
[9] MAN Diesel & Turbo; Basic Principles of Ship Propulsion; Denmark 2013;
[10] Robert Moody, Preliminary Power Prediction During Early Design Stages of a Ship; Cape Town,
South Africa, 1996;
[11] Tadeusz Borkowski, Przemyslaw Kowalak, Jaroslaw Myskow, Vessel Main Propulsion Engine
Performance Evaluation, Szczecin, Poland, 2012;
96
Polarworthiness and Co-operation – Efficient education of risk
management for arctic environment
Peter Ivar Sandell, Senior lecturer of Maritime and Commercial law
Satakunta University of Applied Sciences, peter.sandell@samk.fi, Suojantie 2, 26100 Rauma, Finland.
Abstract The Polar Code enters into force and the Maritime Academies and Maritime Universities have
a task to train the seafarers and company management facing the implementation into the vessels
practice and company practice. The subject of the article is to examine the changes brought by the Polar
Code that influence the environmental risk management. The International Maritime Organization IMO
is to update the SOLAS, MARPOL and STCW Conventions, to take account of the specific features of
the Polar Regions. These updates will take effect at the beginning of 2017. At the beginning of the article
there is a short description of Polar Code key issues, as well as a brief explanation of the existing
regulation in the Arctic regions from environmental protection point of view.
The effects of the Polar Code were investigated by the term polarworthiness. When the vessels move in
region where polar code is effected, new rules will require ships of different things, and their importance
to ship's seaworthiness is described in this article in relation to environmental risk management.
Teaching these new issues has potential for co-operation between Maritime Universities. Polar Code
implementation is an important issue not just northern shipping companies, but also all companies which
consider the use of northern route from Asian markets to Europe in the future.
Maritime Universities can do research and co-operate with the companies already present in the Arctic
environment. The co-operation between Universities and companies can and will be used to provide in
depth study courses, which can be delivered also to other Maritime Universities through student
exchange and seminars. Building a course module for environmental risk management for ice operations
will be presented - Company representatives have taken their Master of Maritime Management degree
and produced parts of in-depth study course in Arctic Shipping Management based on their research
together with Satakunta University of Applied Sciences. The topics presented as examples are STS-
operations in the arctic environment, oil pollution response planning in the arctic and DP ice
management. The model of using the Master of Maritime Management student´s expertise in creation
of new knowledge and use of the alumni organisation in teaching the specialised courses will be
presented.
Keywords: Maritime education and training (MET), Polarworthiness, Polar Code, risk management,
environmental risk assessment, environmental liability, methods of learning, safety and security, student
exchange and co-operation.
1. Introduction
The IMO Polar Code enters into force creating new standard of seaworthiness for Arctic Shipping.
The new code sets the standards of seaworthiness in the Polar context. Implications for maritime
contracting (risk management and risk sharing) in the polar environment needs to be addressed by the
shipowner´s and their masters. The International Maritime Organization IMO is to update the SOLAS,
MARPOL and STCW Conventions, to take account of the specific features of the Polar Regions. These
updates will take effect at the beginning of 2017. Polar Code is not an own Convention, but it updates
SOLAS, MARPOL and STCW conventions [1].
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2. Polar Code raises standards of seaworthiness in the Polar Context
The effects of the Polar Code were investigated by the term polarworthiness. When the vessels move in
region where polar code is effected, new rules will require ships of different things. Fitness is a relative
term, and implies fitness to the vessel’s working environment: Equipment (propulsion, navigation,
safety, cargo, etc.), supplies, number and training of crew, etc.IMO’s Polar Code addresses both
technical issues and training issues. Polar Code recognizes the unique nature and risks of the Arctic
environment [1].
Polar Codes part on operations and manning relates to navigation (ice conditions, weather). Ship
entering polar waters need a specific Polar Ship Certificate and Polar Water Operational Manual.
Appropriate basic training for open-water operations and Advanced training for other waters, including
ice needs to be created and arranged [2]. The Code provides standards for both polar ready vessels and
crews in order for the vessel to be considered Polarworthy.
Specific problems arise when meeting the demands of Polarworthiness. The harsh and fragile
environmental conditions create challenges for operation in Polar waters. Lack of infrastructure is a
special problem. Especially this consists of lack of navigational aids, lack of bunker facilities and lack
of repair facilities. The vessels entering Polar waters need to need to be able to operate more
independently than usually. Technical assistance, salvage and ice breaking are services which are not
available like elsewhere in more southern levels.
Achieving polarworthiness demands is crucial for ship owners who need to assess their potential risks
and liabilities. If the vessel is not seaworthy in arctic conditions the environmental liabilities cannot be
limited. The insurance aspects are also related to seaworthiness: If the vessel is not seaworthy in arctic
environment, the insurance cover will not be in force or if the safety regulations are breached, according
to Nordic Marine Insurance Plan, the insurance will not cover the casualty. The Polar Code is
automatically considered as a safety regulation under the Nordic Marine Insurance Plan [3].
Many Nordic ship owners insure their vessels on Nordic standard conditions and for those using these
conditions it is enough for their risk management and insurance cover to follow the SOLAS, MARPOL
and STCW conventions in version updated by Polar Code rules (as well as other conventions by IMO
related to safety of vessels) to be certain that their risks are covered also by their insurance conditions.
However, few non Nordic owners use Nordic insurance conditions and in the future many ship owners
who will be interested in entering Polar waters will be covered by English law of marine insurance and
English Marine Insurance Clauses and conditions.
Seaworthiness in English law may be defined like Tetley: “Seaworthiness may be defined as the state of
a vessel in such a condition, with such equipment, and manned by such a master and crew, that normally
the cargo will be loaded, carried, cared for and discharged properly and safely on the contemplated
voyage.” [4]. In other words, the essential issue is fitness for purpose and carriage relating to the polar
and arctic environment. Therefore, the term polarworthiness is the term which we need to address and
examine when we concentrate on the specific requirements in risk management for the Polar regions.
What is required of a vessel in order to be polarworthy throughout the voyage? Fitness is a relative term,
and implies fitness to the vessel’s working environment and harshness of the conditions to be expected
during and throughout the voyage contemplated. When examining the expected fitness in Polar waters
the Polar Code concentrates on equipment (propulsion, navigation, safety, cargo, etc.), supplies, number
and training of crew, etc.IMO’s Polar Code addresses technical issues and training issues. Polar Code
recognizes the unique nature and risks of the Arctic environment and for the first time as a mandatory
regulation it creates a standard of seaworthiness specifically for Polar environment which needs to be
addressed by the ship owners as a part of their risk management in order to comply the international
standards of safety in this region and to held their insurance cover in force throughout the journey.
Seafaring is especially risky business. Therefore, the modern insurance system was first established for
maritime trade. Risk management in the Polar shipping defines the issue: Who is to bear the risk (of
98
casualty, cargo loss, damage to the environment or delay) in the Polar context and how can these risks
be shared or carved out? Polar Code as well as the other safety conventions is also a tool of risk
management: Following the international standards is of utmost importance and procedures in
complying with the standards by company procedures is the starting point.
Developing the company procedures in critical issues (relating to Polar environment) in uniform manner
is the key element which can be achieved by in co-operations with the education and ship owners risk
management professionals as we will examine below in the chapter four in this article. The investment
on developing company procedures relating to safety in the arctic regions is a necessity – It has to be
also a clear indication of company strategy if the company wants to avoid the negative publicity in using
the arctic regions. In Nordic countries we have examples of companies facing severe difficulties with
public image and organisations like Greenpeace if the company management has not made a decent risk
assessment on the operations in the Polar region. Even though the organisations like Greenpeace do not
have that purpose, their actions create environmental concerns when they forcefully enter the offshore
platforms or supply vessels or try to prevent them from working in the region.
3. Educating seafarers for the Arctic
IMO gives guidance for implementation of the new Rules [2]. Model courses do not however meet all
the demands the shipowner´s and masters are facing in the area. Teaching these new issues has potential
for co-operation between Maritime Universities.
Polar Code implementation is an important issue not just northern shipping companies, but also all
companies which consider the use of northern route from Asian markets to Europe in the future. The
economic advantages are lucrative when using the northern route. This creates possibilities especially
for Nordic Maritime Universities in exporting the education and attracts students to choose Nordic
Universities as a destination for student exchange. The Nordic Universities should use this challenge
and develop their activities to meet this challenge.
As approximately 80 % of maritime accidents have human elements involved when casualty occurs in
relation to a vessel, the training of the seafarers for the Polar conditions is an important part of
Polarworthiness of vessels when the Code enters into force. After 1 January 2017, ships operating in
polar waters shall be appropriately manned with adequately trained, qualified and experienced seafarers,
taking into account the relevant provisions in the STCW Convention and Code [2].Amendments to the
STCW Convention and Code regarding the training and certification associated to the Polar Code are
expected to become effective in 2018. New training guidance for personnel serving on board ships
operating in polar waters need to implemented before that. Measures to ensure the competency of
masters and officers of ships operating in polar waters has to be created by the Maritime Universities.
Training for Masters, Chief Mates and Officers in charge of a navigational watch on ships operating in
polar waters is mandatory requirement but the problem is that not all Maritime Universities have enough
expertise in teaching the navigation in the Polar waters. The starting point for the training are the
international requirements, but several countries have local legislation which need to be implemented
in the training requirements when the vessels are about to enter their waters, e.g: Russia, Canada,
Norway and the US [2].
When considering the basics of the education needed for Masters and officers in charge of a navigational
watch, they should receive basic training or instructions as determined by the Administration on Ice
characteristics and ice areas, relevant education on Ship’s performance in ice and cold climate as well
as Operating and handling a ship in ice. For masters and chief mates on board ships sailing in Polar
waters the following skills are needed in addition: Knowledge of voyage planning and reporting,
knowledge of equipment limitations, knowledge of safety, knowledge of commercial and regulatory
considerations [2].
The importance of expertise in teaching these topics is essential for the safe operation of those who take
the courses. The issue of Polarworthiness in relation to the quality of training will probably be raised in
a court - If there will be a casualty. Therefore, we need to think how to achieve the best possible modes
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for educating crew for polarworthy vessels? – At least it is the maritime Universities who should take
care that if there will be vessels found not to be polarworthy.
It is up to the training institutions to assure the vessels are not breaking the rules on seaworthiness due
to indecent training for the Polar environment. The co-operation here is more important than ever before.
As most Maritime Universities have no experience at all on training crews for the vessels operating in
the arctic, we must share our experiences in a situation when entering Polar waters in the future is
lucrative for most ship owners. In this respect I see the IAMU organisation and family of Universities
as an important tool for Unification of the training in the years to come.
4. Modes of co-operation for achieving arctic excellence
Maritime Universities in Nordic countries have a huge benefit when they develop education for arctic
environment. Many Universities do research and co-operate with the companies already present in the
Arctic environment. The co-operation between Satakunta University of Applied Sciences and
companies is already used to develop in depth study courses, which can be delivered also to other
Maritime Universities through student exchange and seminars. Building a course module for
environmental risk management for ice operations is already on its way. Company representatives have
taken their Master of Maritime Management degree and produced parts of in-depth study course in
Arctic Shipping Management based on their research together with Satakunta University of Applied
Sciences.
Some examples of the research conducted in co-operation with the student working in the companies
with arctic experience and the University can already be listed. This co-operation is part of the research
work of the University as well as risk management procedure of the companies working in the Polar
regions:
Tanker operations in the arctic environment are especially risky due to the environmental vulnerability
of the region and the specific risk element for tankers relating to the ice pressure. The ship to ship
operations of tankers (STS-operations) in the arctic are however a necessity in specific circumstances.
In a research study the safety procedures of STS operations in this environment are analysed, data from
previous operations is collected as well as silent information from the captains with tens of years of
experience from the arctic altogether is analysed in order for the risk assessment tool for the tankers
operating in the arctic to be developed [5]. Tanker fleet personnel operating in the arctic environment is
highly skilled group of seafarers. The experience and practices adjusted to the new Polar code
requirements is a model example of the co-operations between Maritime Universities and specialised
shipping companies. Tanker operations in ice is one of the expertise courses to be developed based on
the co-operation in research work.
Another important research project to be analysed is oil pollution response planning of the company
operating in the arctic [6]. The problems of collecting oil from sea with ice cover or ice blocks has been
an issue for researchers for decades. Taking the technology to Polar areas is especially important but
also extremely costly. Effective as well as cost effective produces and equipment together with a
company environmental response strategy are part of a research combined into Master’s thesis and
company development project which will also benefit the Arctic environmental risk courses of the
University in the future. The oil catastrophe in the arctic is something which no one dares to imagine –
But the companies planning their activities has to prepare for the worst scenario. The Maritime training
institutions cannot turn a blind eye either.
Third example of an ongoing research project is DP ice management, which is also a topic very little
examined by researchers [7]. The topic is and research is highly based on persons with long experience
in offshore activities in the arctic environment. This project is well targeted to serve the persons who
need further education on DP in the arctic environment in the future years when the offshore industry
recovers and the arctic drilling projects now waiting for implementation will be carried out. Safe
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offshore drilling in the harsh environment is highly dependent on the skilled experts navigating and
operating in ice.
Satakunta University of Applied Sciences uses the Master of Maritime Management student´s expertise
as well as the own staff’sexpertise in creation of new knowledge and use of the experienced Masters are
also used in teaching the specialised arctic courses. The strength of the education is close co-operation
with the companies workingin the Polar region. The companies which can be specially referred to are
Neste Shipping Ltd. and Arctia Shipping Ltd. and Arctia offshore Ltd. We feel privileged to have their
best people working together with our University´s staff and further educating together crews for the
vessel operating in the Polar waters and ensuring that all our students and exchange students visiting our
institution get the best possible education and the latest experience from the Polar water navigation
experts.
The ship design and shipbuilding industry in Finland is concentrating also to designing and building
specialised vessels for arctic regions. Combining this knowledge to the course development and using
the expertise of the companies in teaching the courses gives also great advantages for those attending
the courses in Nordic Universities.
5. Conclusions
Polar Code is an important tool for the industry. Its implementation needs to be done with cautiousness
by the companies that intend to operate in arctic regions. Therefore, the educations of those who will
operate in the region also needs to be done properly. It is also important for the image of seafaring and
shipping community in general.
The environmental organisations are strongly opposing the use of arctic regions for transportation and
especially for offshore activities. We all remember the consequences of the Exxon Valdez accident in
Alaska 1989 and its impact in the oil transport industry as well as the legal implications that followed
the incident. If the industry wants to operate in arctic regions, we cannot afford to allow any more fatal
catastrophes even near the arctic. The education is of the essence and we need to use every opportunity
to show that the education system together with the shipowners is ready to invest in education and
preventing the spills to the sensitive areas. Therefore, we need to seek co-operation together with the
Universities and the industry to make the arctic shipping as safe as possible. I hope our practice in this
field described in this presentation is an example for other institutions. We are happy to share our
experiences to fellow colleagues and visiting professors as well as exchange students.
References
[1] Haaslahti, Simo, Polaarikelpoisuus, 2015, Rauma, Satakunnan Ammattikorkeakoulu.
[2] IMO, International code for ships operating in polar waters (polar code) and Model course
advanced training ice navigation in arctic water, 2016, London, IMO
[4] Tetley, William, Marine Cargo Claims, Thomson Carswell, 4ed.
[5] Hornborg, Lauri, STS- operations in Ice, research plan for Satakunta University of Applied
Sciences, 2015
[6] Tammiala, Sampo, Oil response in ice, research plan for Satakunta University of Applied Sciences,
2015
[7] Westerlund, Matti, Dynamic Positioning in ice, research plan for Satakunta University of Applied
Sciences, 2015
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