phase 4 report - DNV

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RN04: ESCAPE, EVACUATION AND RESCUE OF PEOPLE // APPENDIX AHovercraftHovercraft have been used in many applications, including very cold climates, and are capable of rapidly movinglarge numbers of people over large distances. They can transit many open, partially ice-covered or fully icecoveredwaters. Since they are moving over the ice, there is little interaction.D.F. Dickins Associates concluded that “there is no fundamental technical limitation or operating constraintpreventing hovercraft from serving year-round in a Canadian Arctic environment, as long as the design andspecifications are drawn up with specific attention to the expected marine and ice operating environments”.Subsequently, Shell and Griffon Hoverwork have been working on concept designs and an engineering feasibilitystudy concerning the modification of existing hovercraft designs such that they are capable of conducting yearround operations in the Beaufort Sea and in the Chukchi Sea. This includes application as a platform-basedevacuation craft.After a review on cold weather hovercraft operations several concepts were developed, using as many provencomponents as practical. Requirements for the concept designs included the capability to operate in extreme coldconditions (-40°C) and the ability to cross ice ridges of significant height. One of the main issues studied waslaunch and obstacle clearance as the craft moves beyond the hazard zone.It was realised that existing craft would require extensive modifications, particularly to the skirt, in order toincrease the cushion clearance for operations over rough ice and potentially high sea states. This in turn requiredthe craft to be increased in width to maintain stable operation. The study concluded that a derivative of theGriffin Hoverwork BHT150 model could be modified to provide a feasible solution.Figure A4 - Griffon BHT 150(source: Griffon Hoverwork)TIT-800 Archimedean Screw Tractor (AST)Archimedean Screw Tractors (ASTs) are amphibious craft, propelled by a pair of rotating screw-shaped pontoons.Various concepts have been developed and tested by the US military during the 1960s, mainly for applicationsin mud and swamp conditions. In the 1970s and the 1980s, Mitsui produced a number of ice-capable ASTprototypes to address a range of needs, including platform evacuation in ice-covered waters, which have beendemonstrated to work quite well within or on ice covers, although the technology was far from mature.KOMtech is currently working with Norwegian researchers in developing the TIT-800, a survival craft suitablefor use in Arctic environments. The vehicle comprises a hull for accommodating people and a pair of rotatablepropulsion screws connected to the hull for propelling the vehicle on water, ice, snow and land. Generallythe vehicle should be able to transit from ice to water and vice versa. Furthermore, it must be stable under alloperating conditions.The propulsion screws comprise a cylindrical shaft with helical blades. A crawler mechanism is fitted at the bowto enable the lifeboat to climb from water to ice or land. There is also a transport mechanism under the lifeboatto provide extra traction over loose snow or ice. Two uprighters are connected to the roof of the lifeboat for self-168RUSSIAN–NORWEGIAN COOPERATION PROJECT
RN04: ESCAPE, EVACUATION AND RESCUE OF PEOPLE // APPENDIX A Barents 2020righting in water in case it is overturned. The vehicle further comprises a closed heating system configured to drawheat away from one or more engines of the vehicle and to circulate the heat around the hull for de-icing purposes.The vehicle has been tested using a 1/7 scale model. The next <strong>phase</strong> will involve industry to find acceptance of theconcept and advance its development to prototype.Figure A5 - A 1/7 scale model of the TIT-800(source: Offshore Marine)Seascape Life Rescue CraftSeascape 2000 was a research & development project carried out as a multi-national joint industry andgovernment project (JIP) involving regulators from several jurisdictions and a consortium of major operators. Itreceived funding to test the facility consisting of the following components:––Life Rescue Craft––Deployment Arm––Hydraulic Fall Arrestor––Support Structure.The original Seascape system was designed to use a pivoting and articulating steel arm arrangement, combinedwith winches, to deploy a craft into the sea. The arm is located at some point above sea level to avoid beingdamaged by ice interacting with the facility. The craft itself is yoke-mounted at the end of the arm and can floatfree of the yoke when it is waterborne. The system would have been capable of deploying the craft quite somedistance away from the facility, as far as 20 to 30 m, thus decreasing the risk of being propelled towards thefacility and avoiding the ice-structure interaction zone, as well as any grounded rubble around the facility.It is <strong>report</strong>ed that the Seascape Craft has undergone the full scale SOLAS fire test.Figure A6 - Seascape deployment system and rescue craft(source: Gardin-Haag BV)Totally Enclosed Motor Propelled Arctic Survival Craft (TEMPASC)The Totally Enclosed Motor Propelled Arctic Survival Craft (TEMPASC) is an enhanced survival craft foroperating in Arctic ice-covered waters. It has an ice strengthened hull that can withstand up to 100 tonnes icecrushing load and is equipped with a twin fall launching system, a single point lifting arrangement, a towingarrangement, and a bow thruster for assisting in navigating between ice floes. Extra wide seating is providedfor Arctic PPE. The steering (helm) canopy is located at the bow of the craft to improve the coxswain’s field ofvision when maneuvering between ice floes and debris. This helm arrangement combined with the addition of 4permanently installed, recessed, wide beam flood lights should improve navigation in ice environments at nightand during polar darkness.The TEMPASC is to be suspended from fixed beam-type davits, entailing less moving parts, with a shockReport no 2012-0690 169
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Barents 2020Barents 2020Assessment
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Barents 20206. Contents of Risk Man
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Barents 20203. Hazard Identificatio
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Barents 2020CONCLUSIVE SUMMARYThe B
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2. Cooperation PartnersThe last Ste
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RN02: DESIGN OF FLOATING STRUCTURES
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RN07 // BibliographyBarents 20207.
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RN07 // APPENDIXBarents 2020Table A
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RN01: CO-ORDINATION OF DELIVERABLES
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