Over the past eight decades the ice-infested Northern Sea Route (NSR) has been steadily developed although historically it has been of little interest to commercial shipping companies. However, the shorter routes, more open waters, and the increasing demand for shipping have caused shipping companies to reconsider shipping along these routes. The NSR is now part of an overall world transportation system. However, a key problem of shipping in Arctic environments is the extreme low temperatures encountered and sea ice during most of the year. The American Bureau of Shipping (ABS) has provided some guidance for shipping along the Arctic sea routes with winterization of the Arctic going vessel as a suggested requirement. The technology and level of winterization is determined by the design service temperature (DST) estimated by the lowest mean daily average temperature (MDAT) over at least a 20-year period for the intended geographical area and season of operation. Systems that are more susceptible to the lower temperatures have another temperature which ABS designates as the Minimum Anticipated Temperature (MAT). However, the suitability of that value with respect to a risk based assessment on a vessel and its systems is questionable. For a modern risk-based approach to winterization, knowledge of the magnitude and frequency of occurrence for a given duration are prerequisites. This paper presents a new and more rational approach to estimate the DST or MAT. The approach is based on the set of Temperature-Duration-Frequency (TDF) curves developed for a given climate station. For this study, the Arctic was divided into four regions. Annual extreme low temperatures of durations 1, 3, 6, 12, 24, 36, 48, 72, 96, 120, 144, and 168 hours were extracted from the last 20 years of historical record from three to four representative stations in each region. Magnitudes of low temperatures were then estimated from the data for return periods ranging from 2 to 100 years. These estimates are then used to construct the TDF curves that provide estimates of the magnitude of extreme low temperatures for a given return period, for various durations of practical interest. It is proposed that the 100-year return period 1-hour duration lowest extreme temperature be used as the estimate of the MAT. The proposed approach addresses the drawbacks of the current approach and provides a practical estimate of the DST or MAT for risk-based winterization decisions.@en

Because the oil and gas industry has an increasing interest in the hydrocarbon exploration and development in the Arctic regions, it becomes important to design exploration and production facilities that suit the cold and harsh operating conditions. In addition to well-established minimum class requirements for hull strengthening, winterization should be considered as a priority measure early in the design spiral for vessels operating in the Arctic environments. The development of winterization strategies is a challenging task, which requires a robust decision support approach. This article proposes a risk-based approach for the selection of winterization technologies and determination of winterization levels or requirements on a case-by-case basis. Temperature data are collected from climatology stations located in the Arctic regions. Loading scenarios are defined by statistical analysis of the temperature data to obtain probabilistic distributions for the loadings. Risk values are calculated under different loading scenarios. Based on the risk values, appropriate winterization strategies can be determined. A case study is used to demonstrate how the proposed approach can be applied to the identification of heating requirements for gangways.@en

Because the oil and gas industry has an increasing interest in the hydrocarbon exploration and development in the Arctic regions, it becomes important to design exploration and production facilities that suit the cold and harsh operating conditions. In addition to well-established minimum class requirements for hull strengthening, winterization should be considered as a priority measure early in the design spiral for vessels operating in the Arctic environments. The development of winterization strategies is a challenging task, which requires a robust decision support approach. This article proposes a risk-based approach for the selection of winterization technologies and determination of winterization levels or requirements on a case-by-case basis. Temperature data are collected from climatology stations located in the Arctic regions. Loading scenarios are defined by statistical analysis of the temperature data to obtain probabilistic distributions for the loadings. Risk values are calculated under different loading scenarios. Based on the risk values, appropriate winterization strategies can be determined. A case study is used to demonstrate how the proposed approach can be applied to the identification of heating requirements for gangways.@en

The Arctic is a recent focal point of the marine and offshore industries. Winterization is required for safe and efficient operations in these harsh cold environments. A riskbased approach to winterization was recently proposed to provide a quantitative way of determining the need for winterization and its appropriate level. To further validate and enhance this approach, it has been applied to a new ice-class passenger ferry design, which will operate in a particular area of the North Atlantic. This location is ideal for the application with low temperatures, strong wind, and high waves. To facilitate this application and eliminate some limitations of the proposed approach, this article proposes a generic framework of risk-based winterization. Results from this article validated the effectiveness and feasibility of using risk-based winterization on vessel designs.@en

Increasing activities in the Arctic and Antarctic waters have drawn awareness of the risks of shipping in these regions. Winterization of vessels needs to be considered at the design stage to mitigate the risk of icing, freezing or other damages due to low temperature. The temperature that should be used for design and equipment procurement specification must be defined. Classification societies have proposed design temperatures such as the design service temperature (DST) and the minimum anticipated temperature (MAT). The DST is selected to be at the lowest mean daily average for the operational window and geographical location. However, there is very limited guidance provided to define the MAT. The lack of analytical tools that can be used to develop design temperatures still remains a problem. This paper proposes a risk-based approach to estimate minimum anticipated temperature as design temperatures for vessels intended for service in cold regions such as the Arctic and Antarctic. Hourly air temperature data from climatology stations in these regions were obtained from the website of the National Climatic Data Center (NCDC) which is affiliated to the National Oceanic and Atmospheric Administration (NOAA). The criteria used to select the stations include the time span of available data for at least 20 years, availability of hourly data, and altitude of the station (close to sea level). The analysis procedure involves statistical analysis, consequence quantifications and risk calculations. Results from a case study show that the proposed methodology can be reasonably applied. As the minimum anticipated temperature was obtained by looking at the smallest risk with corresponding larger return period or the smallest probability of occurrence. It is expected to have the smallest risk when the minimum anticipated is applied. In addition, an extreme low temperature contour map of the Arctic region has been developed which provides a quick and useful way to evaluate the temperature profile for voyage planning and winterization requirements. A plot of the ship's route on the extreme low temperature contour map will provide information on the magnitude and duration of the extreme temperatures encountered by the ship during the journey.@en